2015 Catalog Sidebars

Main Catalog

Which Power Connector?

If you have a BMW with a built-in BMW accessory socket, then the BMW-style connector is simple, easy and good. Otherwise we recommend the Quickconnect, also known as coaxial or 'male-and-female' style. It's the easiest to use (to connect and disconnect) and has lowest electrical resistance, so your gear heats up a little faster. (A nanosecond? Half a minute? In use we can't feel any difference, but we once did some controlled bench tests and there is a difference.)

There are zero reliability issues with all styles. All are tough and durable in all weathers and conditions. The SAE (Society of Automotive Engineers) style is the commonest and oldest design, and it's the hardest to push together and pull apart, but this gets slightly easier as it breaks in. It's also the least expensive to manufacture, and is the most widely available at auto parts stores.

The BMW style has one feature the other two don't...It comes apart with a screwdriver. Inside are two little set screws, one holding each wire to it's respective terminal. These make it simple to transfer the plug to another wire if anything does break. This style is slightly larger and bulkier, and by a small margin it's the easiest to manipulate wearing bulky insulated gloves.

But we still prefer and recommend the durable, compact and easiest-to-use Quickconnect coaxial style. Overall, it's the best.

- Mr. Subjective, 12-13

A Better Power Cord

Simplifying Comfort
(...a Better Power-cord)

Better PowercordWe have been making this pretty neat coil cord power control for twenty years. I remember designing it to be an illuminated hi-low inline switch of such small dimension that it would not be a 'lump' in the middle of a compact coily power cord. We went round-and-round trying to find a switch which would allow a better functioning and packaging design. Something tactually, visually, and ergonomically lighter and cleaner.

And there still isn't anything as good in terms of simplicity and overall handy-ness. I wanted this cord switch to be so easy to use one could forgo a thermostat. They always seemed useless over-complexity...even the newer nice digital ones everyone uses now (just yesterday all were stupid power-hungry inefficient resistance rheostats). I'd used one several times but wanted something thoughtlessly simple, super-compact and field-reparable if ever needed. (This last consideration turned out irrelevant.)

Better PowercordIt's just too easy to be riding along and without looking down move my left hand downward from the grip momentarily to find the cord lying across my left thigh and then by touch alone (finger or thumb) push or release the illuminated in-out button…then move my hand back to the left grip.

It's only one second, done without thinking, and there's no fumbling around. I can feel at a touch if the button is in high or low position to maintain temperature at a nice level all day long, with neither thought or effort. Just click-on and click-off as needed for comfort, and if there's ever question about power status a quick glance down shows the red pilot light glowing on or off through the button's cap. Even in daylight.

So today if I were for some reason forced to use some non-Aerostich electric garment, I'd still want this simple, intuitive and reliable coil cord and switch.

- Mr. Subjective 12-13

Tactical Layering

Having a layering strategy means carrying less gear while still being able to ride in comfort through more different extremes of weather. It takes experience, thought and a little planning to do this well. Regardless of one’s choice of outer layer (Darien, R-3, Transit, Roadcrafter Classic or other), these three favorite mid-layers can worn in combination or separately to manage a wide range of climactic situations with the least amount of carried gear:

  • A Light Weight (100 wt) Fleece Pullover. Almost every outdoor company makes one of these. Ours is on page 52 of this catalog, and is #633 and $120.
  • An Electric Bib. Or if it’s a bit cooler, an electric vest. For 90% of your riding, the bib will be more than enough. You’ll find it here on page 45 and #221 and $97.
  • A Windproof Inner Shell. The one above on this page is our favorite.

There are nine different ways to combine these three items. At one extreme, each can usefully be worn alone. At the other, the windproof shell goes over the fleece which goes over the electric bib. Together, all will stuff into the smallest tank bag or fanny pack with room to spare, and when you order them as a set (we hope) you’ll receive a free silk scarf, just for reading this far (and asking).

The First Modern Messenger Bags

The first Aerostich messenger bag was built in 1985, years before today's more well-known messenger bag makers (Timbuk2, Chrome, others) existed. Outdoor fashion companies such as Patagonia and North Face introduced their messenger bags many years later, too.

In 1985 only two of these bags were being produced in small numbers for professional messengers. We patterned the first Aerostich Courier bag closely after one of those ‘proven-by-messengers’ industrial designs.

These originals were made of cotton canvas, and had no hook-andloop (Velcro) lids, no reflective material anywhere, no strap-length cam adjusters and no side-release flap buckles for oversize loads. Aerostich bags introduced these modern features and were first with advanced materials like Cordura nylon, 3M Reflectives, Delrin high strength buckles and strap adjusters.

Today’s Aerostich Bags remain more strongly made than these similar looking bags. Most 25 year old ones remain in daily use today.

Many construction details of Aerostich Bags are different. One example is how the top flap is constructed. Cheaper bags connect the inner flap's fabric to the outer fabric with an inexpensive 'binding' stitched around the outside edges. That’s easy, but not especially durable. An Aerostich flap is first sewn inside-out, then turned right side-out and edge-stitched the same way a dress shirt collar is made. This looks ‘right’ and lasts much longer.

Another example is the oversize shoulder pad. It spreads your load better, and is carefully constructed of several materials. If you carry a messenger bag everyday, or are sometimes heavily-loaded, you’ll want this pad.

There really is a difference.

Motorcycle Dedicated Backpacks & Luggage Systems

Kriega backpacks, motorcycle bags and accessories offer a high standard of functionality and craftsmanship. They are built to perform, constructed using only the most durable premium materials, and come with an exceptional 10-year guarantee on all packs.

The backpacks are designed specifically for riders. As well as being incredibly tough and highly practical, they utilize a number of unique design features, which cater for the very different ergonomics involved in riding a bike. Features such as the exclusive, adjustable QUADLOC, click-in / click-out, chest harness, which transfers weight away from the rider’s shoulders and affords unprecedented freedom of movement, makes carrying your gear a joy, rather than a burden.

The Every Day Ride Pack

A rider’s everyday back pack should be simple, durable, comfortable, clean and functional. This German-designed day pack is all that and more. The three-size range means a better, more comfortable fit. And each size’s basic fit is further custom adjustable.

These have a ton of useful features: Integral raincover, smart arrangement of the internal and secondary pockets, easily adjustable comfort frame, expandable size for extra room, clean overall exterior design, quality sewing – and more. The side-zippered, expandable size is especially neat. Like a two-height tank bag for when you temporarily need more room. Everything a great riders pack should be, and a terrific value.

The First (And Still Best) Noise-Blocking In-Ear Speakers

Etymotic Research was founded in 1983 to provide products that protect hearing, and enhance the listening experience of musicians and music lovers everywhere. With deep roots in acoustic research, Etymotic invented the first insert earphones in 1984. The original design used balanced armature receivers and immediately established these speakers as the gold standard for high definition in-ear earphones.

In 1991, Etymotic introduced the first noise-isolating high-fidelity in-ear earphone, the ER-4, which became the basis of all subsequent in-ear earphones and in-ear monitors worldwide, and created an entire category of consumer electronics.

The ER-4 earphones are still produced and channel-balanced to within 1 dB in Etymotic's labs in the US. These earspeakers are used by scientists, professional and amateur musicians, and others (including many motorcyclists) who insist on superior sound quality. If you try a pair of Etymotic earspeakers, we are confident you will not be disappointed. Hear the difference quality makes.

Microfiber Towel Tech

Microfiber towels are softer, thinner and more absorbent than conventional towels. They use an ultrafine fiber that’s woven like no other textile. Each square inch of a microfiber towel contains about 90,000 microfibers that are a blend of 80% polyester and 20% polyamide. These provide tremendous absorbency. Holdingup to 7 times the fabric’s weight in moisture…yet they dry quickly.

In addition to having a luxurious texture and fast drying ability, these towels are chemical free, lint free, non-abrasive, and hypoallergenic. Dampened with water they are great for cleaning any washable surface. They’ll leave even the smoothest surfaces (eyeglasses, CDs etc…) lint and streak free. They pack in a third of the volume of normal towels, which is perfect for any trip.

First-Aid And Survival Kit Contents
SOL3 KIT.9 KIT.7 KIT.5
ESSENTIAL EQUIPMENT
EMT Shears 1 0 0 0
Splinter Picker Forceps 0 1 1 1
Duct Tape 1 1 1 0
Safety Pins 5 3 3 2
BURN/BLISTER
Moleskin 11 2 1 1
Tincture of Benzoin 1 1 1 1
Antibiotic Ointment 2 4 3 2
MEDICATIONS
Diamode 0 4 0 0
Ibuprofen (200MG) 4 4 3 2
Asprin 0 1 1 1
After Bite 2 2 2 2
Diphen 2 3 2 2
CPR/Bleeding
5”X9” Trauma Pad 0 1 0 0
Nitrile Examination Gloves 1 1 1 0
FRACTURE/SPRAIN
Elastic Bandage (2" or 3") 0 1 1 0
WOUND CARE
Irrigation Syringe 0 1 0 0
Povidone Iodine Solution (3/4 oz.) 1 0 0 0
Wound Closure Strips 0 1 0 0
Butterfly Closure Strips 4 0 3 2
After Cuts & Scrapes® 3 6 4 3
4×4 or 3×3 or 2×2’s 6 5 4 4
Non-Adherent Sterile Dressing 2 2 2 1
Gauze Bandage (2" or 3") 1 1 1 1
Adhesive Tape 30' (1/2" or 1") 1 1 1 1
Knuckle Bandages 2 3 3 2
Strip Bandages 4 5 5 4
Cotton Tipped Applicators 0 1 0 0
Sterile Alcohol Prep Pad 0 3 3 3
Hand Wipe 1 1 1 0
SURVIVAL/REPAIR
4” & 8” Cable Ties 6 0 0 0
Aluminum Foil(3 Sq. Ff.) 2 0 0 0
Button Compass 1 0 0 0
Fire Lite Striker 1 0 0 0
2W LED Headlamp 1 0 0 0
Survival Blanket 1 0 0 0
Mini Signal Mirror 1 0 0 0
Mini Rescue Whistle 1 0 0 0
Nylon Cord (10 ft. 100lb. Test) 4 0 0 0
Tinder Quick 1 0 0 0
How to Tow a Bike, More-or-Less Safely
  • Attach fixed end of strap to strong place on rear of towing bike where it won't become tangled in the rear wheel or break off a turn signal.
  • Run the free end under the lower triple clamp and between the forks of the broken-down bike, then upward to the left hand-grip.
  • Wrap the free end around the left grip once and cover tightly with your hand.
  • Have the towing bike carefully move forward to take up any slack. Then begin towing.
  • All acceleration for both bikes provided by towing bike. All braking for both bikes provided by the being-towed bike.
  • If anything goes wrong, loosen hand on left grip and free end of strap will disconnect from towed bike.
Work Stand Advantages

This lightweight work stands is an easy way to get most motorcycles up off the ground, at a far lower cost, and with several hundred pounds less weight, than the commercial-style electric/hydraulic work stands.

If you've never used a stand you won't believe how elevating a motorcycle only this much (about a foot) makes working so much easier. Doesn’t matter what you need to do, everything is better. And when the work is done the stand is lightweight enough to be simply picked up and stored out of the way until needed again.

The crate-width service platform is made of strong aluminum diamond plate, with welded corners, and is easy for one person to move around.

Along with a simple scissor jack, it makes doing tire and fluid changes a lot easier than doing these jobs on the floor.

Besides storing away in almost no space, if you’ve got the inclination to keep your bike inside of your home somewhere to view off-season, elevating it for display like this improves the ‘art of the machine’ vewing tremendously.

All Screws Are Not the Same

JIS PhillipsThe right tool for the right job makes all the difference. Screws on Japanese motorcycles are made to the Japanese Industrial Standard (JIS), which are a more precise, squared angle when compared to the more rounded profile of a traditional Phillips® driver tip. Avoid cam-outs and stripped or damaged screws when wrenching on your Japanese bike by investing in a set of drivers outfitted with JIS cross-points. Makes a world of difference for precision screwing and less frustration from slipping and stripping. Really. Looking for drivers for the garage? Or emergency tool kit? Choose the JIS driver style and sizes that best suits your needs.


2014 Catalog Sidebars

Main Catalog

Darien, The Original Since 1992

Aerostich Dariens are the original modern 'adventure riding' gear. They, along with cell-phones and GPSs, helped encourage this kind of riding. Dariens were introduced years before all of the internet adventure riding forums and print magazines existed. Pioneering Darien wearers shared their adventure ride stories, photos and ideas, inspiring many riders.

Early pioneers like Ed Culbertson, Helge Peterson, Greg Frazier, Chris Scott, Ted Simon (and others) relied on Darien gear because of its combination of protection, reliability, durability and comfort. Today, adventure riders choose to wear Aerostich Darien gear, because it remains the best.

Even among today's highly detailed, styled and teched-out adventure gear, the Darien stands out because it remains a lightweight, tougher, better fitting, simpler and more comfortable piece of equipment. It just wears and works better across a wider range of conditions. As always, Aerostich Darien jacket and pants are 100% hand made in-the-USA, too.

More than twenty years ago Dariens established new benchmarks for performance, fit and comfort. And since then we've continually refined them. Today's Dariens are the best ever.

The Ultimate Commute - Aerostich Adjustable Carry Strap

If necessity is the mother of invention, then the greater the need, the better the invention. The story: Life-long motorcycle commuter and long-time Aerostich suit owner Mark L. lives and works in his native Los Angeles, then falls in love with a beautiful research scientist in who lives in San Diego. They get married, he relocates, and for the last 13 years he endures a 125-mile commute each way.

So he invents this. Every morning he rolls up his trusty Roadcrafter, secures it with an Aerostich Suit Harness, and walks to the nearby Oceanside Amtrak/Metrolink train station. He carries work, lunch, a morning paper, a laptop and his rolled-up Roadcrafter. On board he'll read and work for an hour and 55 minutes. As the train nears LA he unrolls the Roadcrafter and suits up. A short walk from the platform rests a beat-up 1984 Honda XL350R, eager for its ride across the city to his office. (This too-brief twenty minutes, he notes, is invariably the best part of his day.)

Just as the Roadcrafter is part of his commuting solution, the compact, lightweight Aerostich Suit Harness is his solution to transporting his (or your) suit off the bike. Fold the suit in half, roll it laterally or longitudinally, secure the harness, and you’re on your way. It carries unnoticed in a suit pocket until needed, and it’s quick and easy to use.

Thanks, Mark, for inventing this. – Mr. Subjective

The Brief CTB History

These were the first general purpose riding boot of this style in the world. Their origination story is simple: We wanted a basic old-fashioned heavy-duty rider's boot that provided support like an MX boot, was fast and easy to get in and out of,and held onto one's foot well -- but without all the added-on MX boot armor. More supportive than the classic 'engineer' style boot, and much heavier-duty than the typical zippered race, street or touring boot. A de-contented MX boot.

In hindsight it's hard to believe that twenty five years ago there wasn't anything else like this available. The CTB boot was the original. A new type of hybrid existing halfway between a street boot and an off road boot. It created an entirely new product category.

After about ten years we'd sold a good number of them and (also as 'adventure' style bikes became more popular) other boot companies started to make their versions of the CTB boot. Even Sidi came out with a version. All these subsequent versions from others were more complicated or 'improved' in some way: More buckles, pleated areas, waterproof liners, etc. The others wanted to be able to say they were better than the CTB boot.

This is like the way designer jeans manufacturers sometimes say they are better than original Wrangler's, Lee, and Levi's 501's maybe. Every market works like this. There's an original...and if it's successful there are others that are similar but supposedly 'improved' in some way.

Mr. Subjective 11-13

Our Three Most Favorite Sox

If you think sox are just sox, you are wrong. We’ve probably looked at more than a hundred different kinds, and tried a lot of them, ending up with only those offered here. Each has a slightly different price point, or unique feature, or purpose. But we still have a few personal favorites. So do our customers.

The most popular type is the Bamboo sox (#430 $19). Visit the Aerostich website and you’ll find many customer written testimonials about how great they are. Somewhere there’s a perfect balance of knit feel, density and elasticity…and this sock has it. Simply perfect inside riding boots, loafers, or just about anything between. They feel great and last a long time, too.

One of the Aerostich Wool Riding Socks, the Trekking Plus Mid (#457 $27), is another favorite for both riding boots and regular everyday shoes. These come from a small company that knits the very best, most beautiful private-label sox available using only the finest merino wools. (From the happiest sheep, right?) We started talking to this company about what we wanted the ‘perfect’ sock to be. Now we’re a sock manufacturer. This one is 80% merino and it feels like even more. It’s wonderful.

The knitted-in-USA Light Weight Gray Merino Wool Luxury Sox (#415 $18) was the first sock ever in an Aerostich catalog over 25 years ago. We still like it the best for all-around everyday wear with shoes, sandals(!) and boots. It’s unique arch brace knit pattern holds the sock in place with extra support there, and it’s flat-knit toe seam is comfortable. Merino content is 74%, nylon is 25% and elastic is 1%. It wears long and they don’t stink even after days of use. This sock was originally designed for hiking and backpacking, so it wicks moisture better, too. It is an absolutely great all purpose sock.

You can wash any of these out in a motel sink and they’ll be ready the next morning. These are our favorites. The very best fitting, feeling and wearing. Worth every penny.

A Simple Guide To Modular Helmets

We sell four modulars; good, better(two versions) and best.

Good — RPHA Max

Lightweight and very quiet. The cheek pads were very tight on my face, and (after a first day of uncomfortable wear) I had to jam a motel ice bucket tightly inside overnight, to compress and soften them up. After that, this helmet worked and wore great. Airflow vents extremely effective. Double D ring chin strap a pain after using the great Nolan chin strap latch, but you get used to them after a few days of regular use. This one is very lightweight, which is nice. Korea.

Better — Nolan (Two Styles)

Kind of gimmick-y in styling and features, but very nice overall. From one of the world’s largest helmet companies. I wear an older, simpler version of this helmet one for 95% of my riding (X1002). By far the easiest to use chin strap latch system. Lots of other nice details and features. Durable. Fairly quiet. Integrated intercom or audio system available. The ultimate chin-bar opening latch and hinge system. Italy.

Best — Shoei Neotec

What I'd probably buy today, and would immediately void the warranty by taking the wonderful chin strap buckle off my old Nolan and sew it onto the chinstrap of one of these, replacing the forever-proven safe-and-reliable-slow (ergonomic P.I.A. in short distance daily riding) double-D ring system. Superb quality of construction and details, everywhere. Everything works perfectly. A second or third generation design from one of the worlds best helmet companies. Japan.

Related notes:

Modular helmets provide superior versatility. At highway speeds and on sport and unfaired bikes you’ll enjoy ‘full-face’ protection and comfort, yet during short stops, or when riding slow somewhere you can open up the chin bar. This can be specially nice in hot weather. If you want only one helmet to do both all-day longer-distance rides and also for frequent short-hop urban riding, we recommend them.

New helmets take a while to 'break in'. Especially 'full coverage' and modular types. They also take a while to learn the various tabs and slots that open the chin bar and visor and vents. For a while one fumbles around with a new helmet but eventually one learns to use the various bits and it all gets easier. On my old Nolan helmet everything is now second nature.

—Mr. Subjective, 6-14

These are the Original Modern Messenger Bags

The first ‘Courier’ size Aerostich messenger bag was introduced in 1985. This was a few years before other messenger bag companies like Timbuk2, Chrome (and others) even existed. Other outdoor fashion companies such as Patagonia and North Face also introduced their messenger bags many years later.

In 1985 only two similar bags were available. Both were produced in small numbers for professional bicycle messengers only. (Everyone else who carried things by bicycle or motorcycle wore small back packs.) We patterned the first Aerostich Courier bag closely after the ‘proven-by-messengers’ bag.

Both of the early commercial-use messenger bags were made of cotton canvas, and they had no hook-and-loop (Velcro) on their lids, no reflective material anywhere, no strap-length cam adjusters and no side-release flap buckles for oversize loads. Aerostich was the first to incorporate these features and also to apply modern materials like Cordura nylon, hook-and-loop, 3M reflectives, plastic buckles and strap adjusters to this style bag.

Aerostich messenger bags still remain more strongly made than common bags sold at bicycle shops, outdoor stores and college bookstores. Because they are made for commercial users they are tougher, so they last a lot longer.

The construction details are different, too. An example of this is how the top flap is constructed. Common messenger bags connect the inner flap's fabric to the outer fabric with an inexpensive 'binding' stitched around the outside edges of the flap. This is fast and easy, but not especially durable. Every Aerostich messenger bag flap is first sewn inside-out, then turned right side-out and edge-stitched the same way a dress shirt collar is made. This looks 'right' and lasts much longer.

Another example is the Aerostich oversize shoulder pad. It is oversized to better spread your load better, and is highly detailed and carefully constructed of several materials, too. If you carry a messenger bag every day, you’ll want this pad.

Aerostich messenger bags are also all made in Duluth Minnesota by a motorcycle rider named Jim. He has been at Aerostich hand-making these bags start-to-finish for more than fifteen years. And rides a black Kawasaki Concourse, too fast sometimes. There really is a difference...

Why Green?

You would not believe how handy this color light is when camping in unlit areas. Far better than white light, because when you turn it off there's no 'light blind' adjustment period like there is with a white light flashlight. Also very easy to read a book by, compared to red night lighting. Green is by far the best. Another cool thing is in war situations, night vision goggles don't pick up green. They do pick up red. So green lighting is a tactical advantage if you are in a war theatre. Green can also be the toughest color to find. Here it is, bright, powerful and available now.

— Mr. Subjective, 6-14

Little LED Lights

One of these dangles outside my backpack. Another is on a key holder inside a Wolfman tank bag. Another loops to the inside of a rolled up tent. Intended for bicycle use, they are simply too handy for too many things. But a few years ago the American company making the original (…with handy mini-bungee pony tail hair thing attached) discontinued their ‘Foxfire’ model, and we had to drop it, too. Apparently not enough bicyclists were interested in tiny little lights. We started looking for replacements immediately—because they’re a personal favorite—but there wasn’t any. Searched all over the internet for them. Nothing. Then recently when waiting for someone I wandered into a baby and toy store, and there they were! Except this time packaged and marketed by an Australian company as an attachment for baby strollers! Hahaha…Nearly identical design, exact same functions. Yayyyy! Hope you’ll give them a try.

—Mr. Subjective, 6-14

Why The Whistle?

By Matthew Parkhouse (first published in the BMW MOA’s Owners News, Sept. 2010)

Well, on another return-from-Britt trip in the early 1980’s, I had left later in the day and was running west very late at night. It was a warm summer night, and the wind was at my back but I was absolutely beat. I figured it was something like 2 AM. My plan was to just pull off in the rather tall grass alongside the interstate, cover the bike with a dark green poncho, and lay the sleeping bag out next to it. I’d be far enough off the road to be invisible in the darkness. I would wake up at first light, a little more rested, and finish the run to Colorado.

I pulled off, waited until there were no headlights approaching and rode slowly into the tall grass. It did look tall, soft and comfortable. Suddenly I dropped about two feet into a drainage ditch! The sloping side pitched me and the bike over and I ended up face-down, with one arm folded over my back, and the Slash Five squarely on top of me! I could not move.

The bike quickly quit running and, in the quiet, I could smell hot metal and leaking gas. I estimate I spent 20 minutes inching my way out of the trap I was in. As I worked my way out, as I paused to rest, I had time to reflect on how “trapped” I was. Had I been hurt, say with a broken bone or two, I absolutely would not have been able to get out from under the bike. I probably would have remained there until the highway department came by to mow the grass!

I’d done some wilderness survival training with the Sierra Club in high school and remembered that a whistle was one of the ‘ten essentials’ that should be carried on any wilderness outing. The reason is that while an injured person cannot yell for a long period of time; a whistle makes a much more distinct, louder noise, with far less effort by the person in distress.

I ended up being able to ride the bike out of the ditch and suddenly found I was nicely awake and able to finish the trip riding through the night. Since then I usually have a whistle in my coat pocket. I’m also much more cautious riding through tall grass where I can’t see where the front wheel is going!

Advice On Camping Stoves

Over the years I've used several different stoves. First was a Svea 123. Used probably ten years, and still have, ready to go, inside of an old Sigg cook kit. But to prime a Svea one must pre-heat the burner by spilling a little fuel into it's burner cup and lighting it. When it's just warm enough you crack open the jet for a self-sustaining (and loudish) flame.

It was replaced by a Coleman Peak 1 which was configured similarly but had a priming pump so it was easier to pressurize and light. Unfortunately, the company discontinued them a few years ago. The closest comparable stove now is the Optimus Multi-Fuel. It and the Svea are both available here.

For the last six years I've been trying to like stoves with the removable tanks and can't quite get there. I've used several models and brands. They are excellent for some applications, but the extra step of connecting the tank to the burner has sometimes been a problem because I fumble trying to connect/disconnect the tank and get gasoline on my hands, which is the last thing you want when you are hungry and about to be handling food.

Gas canister stoves are convenient, lightweight and clean, with replacement canisters widely available. We sell a good one here, but I still like being able to siphon fuel from my bike right into a stove when needed. On one I've rigged a quick-disconnect to the fuel line to make refilling stoves easier...we sell this quick-release fitting, too.

- Mr. Subjective (11-12)

Lane Share Tool

2011 LST Use Update - I use the LST only occasionally. "But when I do..." (channeling both the famous Dos Equis beer and MasterCard ads), it's "priceless". For example, last week I was riding back to Duluth from Chicago, which is an eight hour trip. All on interstates. About half-way I slowly came up on a full size older van with a motorcycle on a carrier across the back bumper (like a bicycle, but resting on it's wheels). There were a dozen small stickers on the back windows of this van, and the bike was an old 1970's Moto Morini 3 1/2 (three and a half). As I rolled by alongside, without slowing...our speed differential was probably five mph...the driver gave me a 'thumbs up' sign in his window. Hard-core ol' motorcycle bum. Inside my helmet I smiled and thumbed the Lane Share Tool button -- and presumably he watched the license plate flipped slowly (about 4 seconds) open and a 'mr happy' smiling face was displayed in acknowledgement. The distance between us increased and I continued moving away. A few seconds later the plate moved back into the regular position and I was 'gone'. Big fun.

-Mr. Subjective

Securing Ultralight Bike Covers

Aerostich Ultralight Bike Covers have two neat grommets mid-way for a locking cable to be passed through beneath the middle of the motorcycle. But for fast additional security in high-wind situations, and to further-strengthen the cover's 'anti-tampering' deterrent, first pull the elastic hem drawcord tight and lock it in place with it's cord-lock. Then stretch the loose end of this cord over the saddle and down the other side of the motorcycle until you can loop over the shift lever or footrest. This will 'capture' some of the cover around the shift lever. After the cord is drawn tight around the bottom of one's motorcycle there is always enough cord left to stretch across the bike and reach the shift lever. Doing this makes the billowy cover fit tight and stops it from flapping around. The technique has kept my Aerostich Ultralight Bike Covers securely attached though some violent overnight storms with very high winds.

— Mr. Subjective, 6-13

Cables, Chains and Shackles: Securing Light(er)weight Small and Medium-size Motorbikes

Big heavy ugly chains.

For somewhere bad you need to leave your bike on a regular basis station a large, expensive hardened chain at-the-ready, around something. Just leave it. The heavier and uglier the better. Huge good quality hardened steel chains take a while to cut thru with a battery powered angle grinder. And this makes a fair amount of noise and sparks. (Bicyclists who need this level of security rely on hardened ‘U’ locks. About the same level of grinder-resistance in a semi-carryable package, which unfortunately is pretty hard to work with on a motorcycle.)

Big fat ugly cables.

Not as good as a big ugly chain, but a lot lighter and easier to carry. They can be cut with either an angle grinder or bolt cutter fairly quickly, though.

Light and medium weight cables.

Pretty fast to deploy, easy(er) to carry, and enough to keep honest people honest. The precoiled bicycle types are a bit harder to thread through stuff compared to a straight cable, but lots of riders like them.

Folding bars.

A newish compromise. A bit harder to boltcutter snip than a cable of similar weight. And still cuttable with a grinder but again, plenty of sparks. Easier to carry than either a chain or a cable. More ‘threadable’ than a U lock. Maybe one of these will help you secure your scoot to a nearby trash can or street sign post?

Milk Crate Work Stands

These work stand designs both are based on one I once saw being used to hold up a neat cutaway 650 Yamaha at a swap meet in Germany a few years ago. (It was Saturday, Oct. 11, 2009, and these are some trip notes about the event: By about 3:30 pm we’d found our planned destination, the worlds largest motorcycle swap meet. Veterama Ludwigshafen. It was huge…bigger than anything I’ve ever seen. Supposedly 100,000 persons over a five day period. Felt like a thousand vendors or more. Massive beyond massive with a range of goods from the latest carbon fiber trinketed crotch rockets to brass fittings for 1899 bicycles. Piles of treasures, as far as one could walk. The amount of exotic and junk items was simply unbelievable. We walked around this event until dark.)

That’s where the idea came from. And these work stands became a wonderful way to get most motorcycles up off the ground a little, for easier maintenance and at a far lower cost, and with several hundred pounds less mass and bulk, than the commercial-style electric/hydraulic work stands.

You would not believe how elevating the motorcycle only this much (about a foot) makes working on it so much easier. Doesn’t matter what you need to do, everything is way easier. And when the work is done these are lightweight enough to be simply picked up and stored out of the way until they are needed again.

The ‘two crate’ version is the lightest and simplest: It’s just a loading ramp section plus two crates that fit beneath platforms which are attached to a reinforced aluminum rail, plus a few other parts.

The ‘three crate’ model is a full crate-width service platform made with strong aluminum, and it’s a bit easier to use for a variety of different kinds of maintenance jobs, but it’s also slightly bulkier and heavier to move around and store away. Still easy enough for one person to pick up, though.

Along with a simple scissor jack, either stand makes doing fine tire and fluid changes a hell of a lot easier (and a lot more comfortable) compared to doing these types of jobs squatting on the floor of your garage.

Besides their storing away in almost no space, if you’ve got the inclination to keep your bike inside of your home somewhere to view off-season, elevating it for display using one of these stands (especially the two crate model) improves the ‘art of the machine’ effect by at least 1000%. It’s very satisfying, even if your front hall, dining room or living room isn’t large.”

- Mr. Subjective (12-12)

Tire Studding Considerations...

Tires provide traction/friction because at a microscopic level their surface deforms slightly to interlock with irregularities in a road’s surface. Over-simplistically, in cold weather tire rubber gets harder so there's less interlocking going on, which means less traction/friction. "All-season" auto tires typically are made from slightly softer rubber for this reason.

When a stud is added to a tire for winter street riding it needs to be short enough to allow the weight of the vehicle to press as much of the tire's rubber surface surrounding each stud against the road. If the stud is too long this will not happen and one ends up riding on the tips of the studs only -- and this is very bad. There is almost no traction between the carbide tips of the studs and the road surface.

As a tire studded with a short studs rolls, the weight of the vehicle against the road forces the stud upward and into the tire, so most of the tire's tread rubber remains in contact with the road. But because ice is much softer than the road surface, whenever this is encountered the stud is pressed with enough force into the ice surface to chip out a little divot, providing some traction.

Obviously there is an optimum trade-off between how tall a stud should be above the tire’s tread, and how soft the tire’s rubber should be to maximize traction on both surfaces. Most winter tire studs intended for use on paved surfaces seem to protrude about 1/8" (or a little less) above the tire surface. The scooter studs (#4719 and #4720) are about this high, and are what we recommend…but I've actually never built a tire with these studs.

I have made, purchased and ridden on several sets of studded tires, but they've all been for off-road ice and snow riding so the studs have been longer. I've used these studded tires on pavement for a few miles but only riding at slow speeds and very, very cautiously. It's a very uncomfortable feeling, even riding a light weight bike.

The studs that are most suitable for street use are the #4719 and #4720 and in some situations the slightly taller #4706. If I were building a set of tires for winter street riding, I might experiment with mixing these types. Maybe one row of the slightly longer #4706's down the center of the tire, spaced about an inch or two apart surrounded by the shorter studs on either side and in between? The studding arrangement would depend on the tire's tread pattern. And regardless of pattern and stud types I’d ride with caution until learning the gripping characteristics of my newly studded tires.

– Mr. Subjective 12-13

Supplement 2

Welcome to Aerostich

Welcome to Aerostich. We’re a little different, not simply by design, but by circumstance. Our business and gear are different because for over thirty years we’ve pioneered a lot of items useful to high-mile and everyday riders. And because we sell direct. No dealers. No distributors. No hired-out design, style and fashion consultants. No advertising agencies.

We make and sell equipment for those who like to ride a lot, and to far away places, and for everyday commuting across town to work or school.

Not everyone here rides, but all of us care about riders, and about better customer service, quality and value. We also care about the future of motorcycle and scooter riding, our country and the environment.

We believe that riding is a social good. That it is good for you, your neighbors, your community, your country and our planet. All around us we see the natural fun of riding reflected in so many wonderful moto-toys: Bikes for touring, off road, adventure, café and sports…it’s all good.

Whenever you ride it helps make you a little sharper, clearer, healthier and more centered. Every time. And the more you ride, the better you become. It adds up, ride after ride. You get stronger and more focused. Better as a student, teacher, worker or employer. And better as a father, mother, husband, wife, friend or partner, too. Riding more helps you obtain these benefits. It isn’t always easy, but it’s worth it.

Dicing with commuter traffic becomes second-nature. And paradoxically, such riding is not overly statistically ‘dangerous’, despite obvious vulnerabilities. But walking into a grocery store on a warm day to buy a loaf of bread and a quart of milk, while wearing a hot-and-heavy-looking armor-padded suit…or going into an office building for an appointment looking like a road-grimed Power Ranger, (and sometimes dripping wet if it’s raining), takes real guts. And confidence. You won’t ‘profile’ well to everyone.

For some of us the best way to ride more is to ride this way, as everyday back-and-forth transportation. Because the more you ride, the better you get at managing the challenges involved. Every ride becomes an easy and wonderfully transformative game: Kinesthetically, logistically and sociologically.

Experienced transportation and long distance riders know us, and we know them. Our technical clothing is made for long and hard use. It’s also size-graded Short, Regular and Tall, by suit/chest sizes…not S, M, L, XL. Which means a lot more comfort and a better fit. There are over thirty returnable, exchangeable stock Aerostich sizes. Plus some optional alterations.

When you ride more miles, and sometimes in bad weather, better gear is what you need to be comfortable and safe. And it’s good to know that if a zipper breaks or some material wears after long use or even because of a spill, it can be repaired quickly and correctly. Our factory and headquarters are in Duluth, Minnesota, and some of the staff have been sewing and taking care of riders for over twenty years. We’re experts.

If you see things in this catalog you have questions or comments about, please call or email us. We’d like to get to know you, and we hope you’ll give some of these products a try.

Inside The R-3 Light And Darien Light Gear

R-3 Light R-3 Light

The R-3 Light (and Darien Light) are a little less abrasion-protective than the standard R-3 (and Darien) due to the lighter 200D fabric used throughout the garment. The ‘Lights’ are best for commuting, urban speeds and applications. But inside an R-3 Light/Darien Light is a hidden layer of tough 500D Cordura fabric at each abrasion/impact area. This fabric is located on the ‘outside’ facing part of each hook-and-loop-attached TF armor-holding bag.

For example, inside an R-3 Light there are eight separate layers at the shoulder, elbow and knee areas (moving from the outside inward):

  • 200D Cordura-like HT Nylon fabric (HT means ‘High Tenacity’ Nylon. It’s a lighter-weight but otherwise very close copy of Cordura with similar performance and wear characteristics).
  • 60D Tricot knit (bonded to the backside of the 200D...)
  • Adhesive loop (bonded to the knit that is on the backside of the 200D)
  • Hook (sewn to the outside fabric of the optional internal impact armor holding bag)
  • 500D PU Cordura (PU stands for Polyurethane coated, and it is the outer part of the impact armor holding bags)
  • TF armor hard shell (glued over the TF foam)
  • TF armor visco-elastic foam (slow-recovery foam of a particular type)
  • Supernyl lining fabric (Same nylon lining fabric as in the lining of a regular Roadcrafter, on the side of the bag that is against the wearer).
Roadcrafter History and Crash Protection

About twenty years ago a cartoon in Cycle Canada magazine showed a guy talking on his cell phone, leaning up against his motorcycle and holding a giant sledgehammer. The voiceover/caption read something like: “Yeah, I’m wearing my acid-washed jeans and distressed leather jacket. I’ll be right over as soon as I beat the shit out of my new bike.” Fashions change.

When I started riding in the late sixties role models where Fonda, Smith (Malcolm) and McQueen. Perhaps without even knowing they were emulating those who came just before them: Postwar ‘greasers’ and blue collar guys who rode partly for transportation in the late forties and fifties, who’s gear was denim jeans, linemen’s or engineer boots, sweatshirts, T shirts and black zipper jackets. But McQueen wore a Belstaff and Capt. America had a nicely fitted Bates or Shott over the rest of his ‘work wear’ gear.

Today the world continues to change around Aerostich, yet the garments offered here remain not just ‘competitive’ but real functional benchmarks in their respective categories. How many crappy jackets does one need to buy/try? Roadcrafters, R-3s and Dariens are originals, made for hard wear by long-distance, high-mile and transportational (…not fashion) riders.

Crash protection...One of the keys to wearing gear more is to have ‘just enough’ protection, but not more than needed. That’s how to have abrasion-resisting, impact-energy-absorbing gear be as lightweight and comfortable as possible. You want to survive an accident uninjured if possible, but if the garment is destroyed in the crash process, fine. Like a spent car airbag or crumplable auto-body sacrifices to protect a driver. Better have something light and comfortably wearable, even if it means replacing or repairing the garment after an ‘extemporaneous crash test’ if needed.

This logic has always informed the design of Aerostich equipment. We only want ‘just enough’ for whatever kind of accident scenario can be reasonably foreseen. So there’s double-layer seats on all suits and pants, and two layers everywhere else one might apply higher abrasion pressure during a spill. Beneath the elbow/shoulder/knee areas there’s also a curved plastic shell over the energy-absorbing TF impact material. And with the 200D ‘light’ Aerostich gear there’s also a hidden layer of tougher 500D fabric, located just behind each TF armor section.

Still, the ‘lights’ are best for lower speeds. How low is subjective…I am ok personally riding with average speeds of about 65 mph. I rationalize that I’ll probably hit the pavement at less than 65 because I’ll probably (…but not always) have tried to slow down just prior to crashing.

For riders who are spending a fair amount of time at 70 mph and above speeds, which means a lot of freeway time, we always recommend the 500D garments. But having made this recommendation, note that we’ve received a good number of reports about successful outcomes after high-ish speed crashes from riders wearing the 200D garments…and zero reports that they performed worse than expected.

–Mr. Subjective, 2014

Better Zipping Through Chemistry

Modern zippers usually work trouble free for years. When problems occur they are almost always caused by mis-uses like over-forcing a jammed slider, though sometimes dirt contamination, direct impacts or long wear also cause failures.

Aerostich garments contain two different zipper types: Nylon molded-teeth with locking sliders for the main openings, pant-to-jacket connectors, and wrist gussets – and a nylon coil style with non-locking sliders for vents and pockets. Both divide further into water-resistant and traditional styles. Most Aerostich zippers are the water-resistant type.

These all feature miniature gasketing systems, close internal tolerances, and vinyl covered knit nylon ‘tapes’ on either side of the zipper’s teeth or coils. For best function, they should be lubricated at least annually.

If a zipper jams at the same place more than once, try creasing the adjacent fabric to help it ‘remember’ to stay away from the zipper’s sider better. And practice using one finger to help guide the fabric away, or pull the slider past this area with a slight upward or outward vector so the adjacent fabric is flattened away from the slider.

If you have questions about zipper use, zipper repairs or anything else zipper-related, please give us a call. And if you need a replacement zipper or slider to fix any Aerostich garment, let us know and we will send at no charge. Please give us a call if you have questions: 218-722-1927.

Tuck-in or Wear-Over?

You are riding along down the highway in the rain, wearing Triple Digit Raincovers. The drawcord around the end of the gauntlet is drawn up tight. Everything is working perfectly, your hands and gloves are dry even tough it’s coming down in buckets. Then you must come to a stop at the end of an off ramp, and there’s a stoplight. Red. You take your hands off the bars and let them fall to your sides while you wait.

All good things must come to an end. Rainwater runs down your sleeves right into the tiny opening at the end of the gauntlet where the drawcord exits. And trickles into your wrist. A few more stoplights ahead and your gloves and hands are now wet inside the raincovers.

There are two solutions: 1) Remember not to lower your arms at stoplights. Learn to fold your arms across your chest or lay them on a tank bag. 2) Wear raincovers which are tucked inside of your sleeves.

Mid–Layer Fleece Types

Aerostich TLtec™ Fleece garments use the latest, high performance fleece and mid-layering fabrics available.

TLtec™ 100: WIND BLOCKER (Blue or Cayenne): A warm, soft, and comfortable all-purpose two-sided fleece that features a thinner micro velour outer face with a moisture wicking mesh back side. It is slightly thinner than the others, but it blocks most of the wind, and offers 2X faster moisture wicking than other windproof fleeces. Its hidden stretchy membrane offers notable breathability for all day comfort. The thinnest, most packable of these three, it also wins a silver medal for warmth.

TLtec™ 200: WIND PRO (Grey): A new, denser, “super fleece” that is extremely breathable yet provides 4x better insulation and draft resistance than traditional fleece, with increased durability. This medium thickness two-sided grey heather fleece features a soft, smooth midweight low velour face outside, and an even softer, fuzzier velour back side. It provides the thickest, bulkiest insulation and is the most breathable of the three.

TLtec™ 300: SOFT SHELL (Titanium): This beefy fleece blocks 98% of the wind, and offers faster moisture wicking and improved breathability. Outside is a tight, smooth, mat-finished face and there’s a warm, cozy high loft fleece inside. The Soft Shell is excellent for off-bike wear because of its luxurious lofty inside, and wears amazing as a mid-layer because your riding gear slides so easily against the smooth outer surface as you move. It’s in the middle as far as packing small goes. Our warmest/most advanced fleece.

Why We Make Our Own Padded Sleeves and Cases

Because the ones in stores suck. Especially for everyday motorcycle and scooter riding. Aerostich padded cases and sleeves are not overly-complicated, or overly anything. They are simple, practical designs, made at our Duluth shop, using a very lightweight yet flexible (but still semi-stiff) open-cell foam, not floppy neoprene. And no redundant zippers or pockets either.

Inside is thin soft polyester fleece laminate. Outside is a lightweight abrasion-resistant slightly slippery twill laminate. And around the edge is a strong Nylon binding tape.

Slide your tablet or notebook in. It stays there by slight friction against the fit and fleece. Comes out faster and easier, too. If a cover flap is involved it secures with only a few simple pieces of hook & loop. Your device is protected and ready to pack along without extra weight or bulk.

Lastly, these cases are really durable. I’m still using a ten year old prototype every day. And it’s showing only minimal wear.

— Mr. Subjective, Aug 2013

Portable Chairs Are Important

Not as obvious as it might seem. These small chairs are the real key to great camping experiences. Having one along gives you much more than a good spot to park your butt no matter where you are at the end of the day. They really give you a chance to invite yourself to sit around another camper’s fire and share a few stories, gain wisdom and make some new friends. So bring your own chair (and maybe a flask?) and sit down and make some wonderful memories.

Some specifics: The Kermit chair is by far the most comfortable, beautiful type here. Over the past two decades it’s become a genuine made-in-USA American motorcycle camper classic. If you ride a touring bike and have the space, it’s still the bomb, but at five pounds it’s a bit heavy and bulky for adventurous dual-sport and sport bike rides. Of the others, I like the Mantis best. It’s nearly as comfortable as the Kermit but packs much smaller and only weighs a pound and a half. It also sets up and takes down slightly faster and easier. And for extreme ultra-light and super-compact packing, any of the others make great choices, too. Just bring one.

Tactical Layering: Dressing For Varying Conditions And Longer Trips

“Most of the summer I usually wear a short sleeve ‘polo’ shirt. When the air is a little cooler I add a long sleeve microfiber button-down shirt over this. Then an Aerostich electric bib, followed by a 100wt fleece pullover.

Even colder adds a wind blocking jersey over all the others, then the outer jacket/suit, which at that point can be slightly tight... but is still manageable in terms of freedom-of-movement.

If not in a one-piece suit, I usually wear AD-1 Light pants with a Transit leather or Darien Light jacket. Below about 65ºf jeans or khaki’s are under these pants. Warmer temps mean a well-wash-softened pair of our cotton shorts (worn as ‘underwear,’ the short-inseam version). And if it’s really cold, fleece pants go over jeans, and merino wool long underwear goes on beneath.”

—Mr. Subjective

Mil-Spec Scarf History

Silk was so important that its trade probably changed the world history more than any other technology. The famous 'Silk Road' connected Europe to the Far East during the middle ages, and this brought together global knowledge that advanced civilization and helped begin the renaissance.

Strategic military considerations, not demand for fashionable garments, caused the establishment of this trade route. During the middle ages front-line soldiers lived, traveled and fought wearing coarse tunics and outer uniforms. Silk scarves allowed soldiers to close their protective battle (and outdoor survival) garments tightly around their necks without chafing or discomfort, so they could fight better and travel farther. This was a true battlefield advantage.

As recently as World War I this remained so. Early planes and cars were all 'open cockpit'. Soldiers still lived and campaigned outdoors for weeks at a time, and this meant wearing heavy gear. After the war civilian pilots, race car drivers, motorcyclists and movie idols (Douglas Fairbanks, Errol Flynn...) further enshrined silk scarves as garb synonymous with bravery, courage and endurance.

Then airplanes and cars became enclosed and military dress adapted. Soft, slippery scarves became unnecessary. Silk's swashbuckler history and function was not only forgotten, it became a laughable cliché. Something only worn by old men.

The last vestiges of the silk scarf's centuries-long military role evolved into the fashion of men wearing neckties with their sport coats, blazers and business suits. Silk scarves had become decorative neckwear. (Now you know where neckties come from.)

That's sort of a sad ending for such an important habiliment -- except once again riders have rediscovered how great these scarves work when worn with modern riding gear closed tightly around one's neck. Once you've tried wearing one, you'll never look back. Make some history.

—Mr Subjective, 12-29-13

Supplement 1

Hi-Viz Lime Yellow Advantages 3.0

Aerostich was the first company in the world to introduce Hi-Viz Lime Yellow motorcycle rider’s jackets and suits. The year was 1998, and most people actually laughed at them.

Wearing Hi-Viz Lime Yellow gear is different than wearing fluorescent hi viz garments. Fluorescent pigments are those which react to invisible light wavelengths and seem to vibrate, but they don’t fluoresce under man-made lighting, so the effect doesn’t work indoors or at night. Only in sunlight. And over longer terms people sometimes don’t like being around the ‘glowing’ effects of fluorescent colors because they are more visually fatiguing when viewed continuously.

Our garments are High-Viz Lime Yellow, not fluorescent hi vis. Human eyes prefer natural-occurring colors long-term, and this is the most highly visible natural (non-fluorescent) color available. On a bike it’s helpful to be as conspicuous as possible.

Writer Bob Higdon was an early Aerostich Hi-Viz Lime Yellow adopter. Of his bright new jacket he wrote “Collects dirt faster than anything I’ve worn since diapers.” He’s still wearing Hi-Viz, fifteen years later. And even dirty with years of hard use and thousands of miles of road-wear, it’s still effective. Firefighters also commonly wear Hi-Viz turnout gear that has faded and darkened from years of work and soot and smoke exposure. Even dirty it remains more visible than other colors.

You would not believe how funny everyone (riders and non-riders alike), thought this color was when we first began making Hi-Viz Lime Yellow garments. I became a ‘believer’ about ten minutes into my first ride. It’s hard to quantify how traffic reacts to a motorcyclist moment-by-moment, but almost immediately I had the definite feeling that more of the surrounding motorists saw me. Over the years there have been lots of funny experiences — like being mistaken for an EMT or fire fighter, too. Many Aerostich Hi-Viz wearers report stuff like this.

One wrote: “I gota tell yah, I just love this Hi-Viz jacket. I ride about 30,000 miles a year and this thing gives me a feeling of “False Security”. I noticed right off the air space around me seemed to increase by 30%. Cars move a bit further from the dividing line. And what’s the best is when I’m coming up behind someone, once they look in their rear view mirror and see me they pull over to the next lane. I’m sure they think I’m some kind of emergency vehicle or something. Then as I pass by with my tail and ears wagging in the wind (suction-cup helmet mounted), they must figure they’ve been had. Sincerely, Robin R. Haywood”

Another customer, after a typical testimonial, added this: “P.S. Deer still come bursting out of the woods onto the road but some have a hoof over their eyes due to the HI-Viz”

Nowadays all kinds of brightly colored riding gear is available and this is a very good trend. We had a lot of fun introducing Aerostich Hi-Viz Lime Yellow to a mostly black and gray world many years ago. Back then it was just as weird and geeky as the first Roadcrafters themselves were.

Today’s ever-more-crowed roads and more-distracted and isolated automobile drivers are two reasons to consider wearing highly visible gear. All Aerostich Roadcrafters, AD1’s and Darien’s use a specific Hi-Viz Lime Yellow (Fed. Spec. #595-23655. This color was first developed for use in municipal safety applications. Research showed that fire trucks painted with this were up to 300% less likely to be involved in accidents.)

Choosing an Aerostich Hi-Viz Lime Yellow color option will insure that you’ll be more clearly and easily seen everyone around you when riding in all sun, overcast, and low light environments.

—Mr. Subjective 10-13

The World's Coolest Ride

Ever been miserable? Ever been wet and cold, and had to hide under a bridge?

Better to be fast and nimble. Cooler to go farther away, looking cool and feeling cool. Knowing you can accomplish these things. Showing to yourself (and others) your able-ness. And strength to be of service.

As great as it is to accomplish such things, it’s sometimes even cooler to simply ride more regularly within the fabric of your everyday life. Short or far, back and forth to work, in and out of parking spaces and traffic. It can be harder to fit a motorcycle into your everyday routines than it is to head out for a spin on a Friday night, or take Saturday off and do a track event, or a week and to go to a rally, or a month to a bucket-listed destination, or half a year (or longer) to ride around the world.

When you ride almost every day there are a bunch of benefits, but sometimes you do look like a dork. No matter what you wear, or how cool your particular bike is. Café style? Artful chopper? Bad-ass Harley? Brave Adventure GS? Bad-boy stunter? Fastest-on-the-treet Busa (with extended swing arm and purple neon)? Luxe-dresser/bagger/Wing? Dirty bike hooligan in the city? Whatever. You still look like an idiot to some, because everyone around you has gone to the default: Their cars. Safe, comfortable, practical and easy. They all profile you as a motorcyclist. Sometimes admiringly,…but often not-so-much.

Perhaps they are bored and will make up a story about you...simply to pass traffic time.  And it will always be story about you, not the bike: A rich-y spoiled playboy. Or old hippie still stuck in their youthful fantasy. Or simply too stupid. Or emotionally damaged. Or the testosterone kid. Or a big-city urban bad-ass with a smaller you-know-what, compensating. Or a too short guy. Or a too fat guy. Or dyke-y. Or some dumb hillbilly. A hick. An abuser. Or abused as a child. Biased attitudes, all. Or perhaps you are someone who was raised within a supportive, clean-cut, well-adjusted, healthy multi-generational motorcycling family, right out of one of those nice Honda ads for dual-purpose motorcycles?

Get off any bike and walk into a store or workplace with gratitude, your sense of humor and a little humility.

  • Ride there because it makes you feel better, clearer and sharper in ways science can’t yet fully explain.
  • Ride because it’s a real virtue to move across the infrastructure via a few hundred pounds of processed resources, rather than a few thousand pounds.
  • Ride because we were made to be riskmanagers. Because successful accomplishment of that makes us better.
  • Ride because it’s fun.

Ray Blank, the recently-retired VP of American Honda’s motorcycle division, a daily rider and multi-Aerostich suit owner wrote this: “Frankly speaking, an average sized guy in Roadcrafter looks like a doof. We (the collective mc illuminati) transcend this and, with a snap of the secret handshake, make it cool. But only amongst us…(You cannot) sell Aerostich main line products without PUTTING them in vogue. You have to do something like it. You can’t depend on us users. Its too damn slow.”

You are all we have.

How-to tips:

  1. Wardrobe of wide-range of gear conveniently placed.
  2. Easy in-out garage, driveway, etc.
  3. Multiple ways to carry stuff.
  4. Attitude, attitude, attitude.

Developing fluency is fun. And fluency only comes with frequency. These days many don’t feel like they even need to drive (or ride). Why not? Everything anyone needs to know is .002 seconds away on Wikipedia or Google. Why study or practice anything? Because acquiring fluent real-world skills feels so good. Because it’s what we were made to do. Getting better scores on a video game or working through a crossword is no different than learning to weld well, frame a wall strong and straight, wash dirty dishes in a sink right, solve technological or intellectually complicated riddles, or ride a motorcycle competently. At the end of the day we all need good walls, welds and the ability to get ourselves from A to B quickly and efficiently. Not to mention having nice clean dishes. That’s where the fun of living is.

—Mr. Subjective

About The Name “Darien”

A year after our first Darien prototype was complete, another company came out with a similar three quarter length leather touring jacket called the “Dakar”. We were anxious to go ahead, but the Darien’s final development and introduction had to be postponed because of the success of our Roadcrafter one and two piece suits. Our resources were (and are) limited, so the Darien’s release was delayed for several years. The leather Dakar jacket was named after a town in Africa that once was the finish line of a tough race. We wanted a name that indicated the All-American origin of our jacket, conveyed motorcycling adventure, and sounded close enough to the name Dakar to invite comparison.

The Darien Jungle is an unbelievably hot swampy area in Eastern Panama of about a hundred miles in length. It is located between Columbia and the Canal. It is considered impassable by any type of vehicle. It is also the last incomplete section in the Pan American Highway (once promoted as the greatest civil engineering project of the 20th Century). It was supposed to be a paved road from Alaska to the bottom of South America. Political changes have made it unlikely that this last missing section, known as the “Darien Gap”, will ever be completed.

A few adventurous motorcyclists have challenged this jungle. In the ‘60s Danny Liska walked through, shipping his bike around. In the ‘80s round-the-world traveler Helge Pedersen loaded his R 80G/S BMW in a canoe and paddled it thru. So did Ed Culberson, except he spent a bit more time hacking out an overland path for his R 80G/S. Others have gone through, but they all had lots of help from the peoples living in the area. Some riders have died there, as each of these men almost did. All three have written about their adventures. Both Ed and Helge helped test and refine this jacket.

So if you like grandiose highway projects leading to adventurous places; if you need a strong jacket for facing extreme weather and unimaginable adversity; then you’ll understand why we named this jacket Darien. It honors the still-incomplete Pan American Highway and the riders who have challenged its Darien Gap.

Darien v.s. DarienLight

TEMPERATURE CONSIDERATIONS: In extreme heat (90ºf and above) the “Light” wears a little cooler than the standard Darien, but the comfort difference is quite small. In extreme cold (20ºf or lower) the Light’s 200d Gore-Tex fabric flexes slightly easier than the standard Darien’s 500d Gore-Tex fabric. If your intended applications do not involve regular wear at one of these temperature extremes (snowmobile or skiing uses?) the comfort differences are not enough to be a significant consideration.

ABRASION CONSIDERATIONS: The Darien Light’s 200d Gore-Tex fabric is a lot more abrasion resistant than regular denim jeans, but for higher speed crashes, this fabric is about a third less abrasion than the standard Darien’s 500d Cordura Gore-Tex fabric. The Darien Light is perfect for urban riding, dual-sport riding and casual touring. It doesn’t provide enough abrasion resistance for frequent higher speed roadwork. (For the highest-performance sport-type riding we still recommend Transit leather suits and the original Roadcrafters.)

CRASH REPAIR CONSIDERATIONS: After a typical crash at highway speed, Darien Lights are usually not worth repairing. In all known cases ‘testers’ have not reported injuries as a result of the garment’s sacrificial destruction. This may partly be due to the Darien’s impact armor systems, which add another layer of 500d Cordura behind each pad and help to absorb severe impacts and abrasions. (Being uninjured after a big crash...with gear hanging off one’s body in shreds and a helmet cracked in half and the gloves and boots both ruined...this is a successful post-accident result.)

SUGGESTED APPLICATIONS: We are comfortable recommending Darien Lights for most kinds of riding activities, despite their sometimes needing to be replaced after a higher speed crash. But for long journey’s to areas outside of the United States, the standard Darien is better. If a crash occurs in some remote location it’s good to be able to continue with as little inconvenience as possible. A more crash-shredded Darien Light might require complete replacement, which may mean an extra delay.

Back-a-Line and Gold Belt

Kidney belts go back to the beginning of motorcycling. Bikes then had terrible (or no) suspensions, and roads were rough. Early models were leather and buckled. Some were home-made and others were custom-decorated with rivets and studs by their owners. The idea was simple: to hold one’s guts in place better, and supporting one’s back a little better, reducing fatigue on long rides.

Even with today’s smoother roads and modern suspension technology kidney belts still make a difference you can feel after a long day of riding. The ‘Gold Belt’ was the first modern design. It’s pioneering combination of stiff ribs, absorbent-and-breathable cotton canvas, strong stretchy Lycra and large areas of hook-and-loop make it easier to wear, more comfortable , more effective, and able to last through years of long rides.

Riders also found them easier to roll up, pack and carry than modern plastic body-armor-inspired belts favored by MX off-road riders. The original Gold Belts are nearly the same today as the belts worn by riders like Malcolm Smith, JN Roberts and many others in early Baja 1000s’ and other long-distance endurance events. Today, Gold Belts are still the most honest, modern, well made kidney belt available. They provide ideal support for all dual sport and adventure riders.

The patented Back-A-Line goes beyond kidney belt to add a unique back-support mechanism. The developer and patent-holder of the Back-A-Line wrote this story for me explaining his product’s history:

  • “I’m not an orthopedist, an osteopath or a chiropractor, but when I experienced excruciating back pain 18 years ago, they couldn’t help. Some background – I was rear-ended by another car in a way that did not seem all that life-changing. In fact, I felt so effects for three days. And then I felt the full force of an invading army on my spine, radiating down my left leg, rendering me in mind-numbing pain and nearly unable to walk.
  • I tried all the standard interventions – 1) the orthopedist who started to talk about surgery immediately, 2) the osteopath who tried to work his magic and, finally, 3) the chiropractor, who gave me a few adjustments and sent me home with, what was then, the state of the art in back supports – a white, elastic “girdle”. Nothing helped and nothing changed, at least not the level of pain.
  • So I tried a few of the “folk remedies”. I tried the rolled-up towel – too soft. I tried a board – too flat. So I took a piece of Styrofoam and shaved it to make it curved and also fit into my lower spine. I secured it with a typical pants belt and wore it – and a later molded prototype – for two years until scheduled surgery. (Remember, it was caused by an automobile accident and the insurance company wanted to close the file.) Because I was not only walking, but was also skiing and playing golf, the surgeon ordered an MRI on the morning of surgery. Three hours later, I was on the operating table with the anesthesiologist one inch from my arm and the doctor came in and said, “I’ve never seen this in all my years of medicine, but you’re going home!
  • I got off the table, thanked him, and went back to my old life – pain-free. It turned out that the “curved, firm” piece of Styrofoam corrected my old spinal mechanics (postural habits), and stopped me from further damaging my spine while, at the same time, creating new muscle memory to maintain good posture even when I wasn’t wearing it. Bottom line, I have been pain-free for the full 18years, and, at 68 years old, that would be surprising if no car accident had ever occurred.”

Regardless of if you experience chronic back problems or not, either one of these back pads will make your next long ride easier and more comfortable. Give one a try.

– Mr. Subjective 5-13

Which Elk Glove?

“...As I mentioned earlier, I do a lot of sport riding and sport touring on a Honda VFR and will do occasional adventure touring on the GS, so I was leaning toward the gauntlet. Would there be any issues with that fitting over the sleeve of a Roadcrafter and allowing smooth rotation of the wrist?

Insulation is not really an issue, given that I live in San Francisco and the climate here is fairly consistent - rarely below high 40s or above the mid 80s.” —Chuck S. (email)

Thanks for your question. I wear both versions of the Elk glove. About 90% of the time I grab either the regular or competition Elkskin Ropers. The gauntleted version is also available, but I seldom take it. Probably only because I don’t have a sport bike option like your VFR.

The gauntlet on the unininsulated version of the gauntleted ropers is not lined, so the suede-ish backside of the leather does drag slightly against the sleeve of a textile jacket, but it’s not enough (to me) to be an issue. Also, as the gloves break the suede-ishness wears a way slightly so the drag seems even less after a few hundred miles.

The gauntleted models are slightly more to deal with in subtle, nuanced ways. There are just ‘more glove’. The fastest and most unconscious pull-on-and-go is the regular roper. You just snap the wrist snap without thinking and go. Perfect for everyday short-hop, on-and-off-the-bike riding. Next fastest/easiest is the competition model. The wrist strap is much more secure than the snap, but it takes a nano-more of consciousness to manipulate it. For all-day riding, though, I usually pick this one. The gauntlet models add another nano-bit of rigamarole, but for a sport bike rider are probably a better option. These shades of ease-of-use distinction are very slight.

When I travel I normally take two pair of gloves -- usually a pair of competition ropers for wear most of the time, and the insulated gauntleted ropers or Luxury Cowhide. And the triple digit raincovers.

Last November I rode around Lake Superior with some friends on Gold Wings. I was riding my unfaired bike which has heated grips, but is without hand guards (wind protectors). Temps every morning were about 30ºf and the high each day was about 45ºf. I had both of the above and switched multiple times for comparison and evaluation. In the end I liked the insulated elk ones slightly better, but it was very close.

Since that trip (and as a result my experiences on it…) we have slightly increased the insulation thickness of the wind barrier hidden within the backside of the hands and fingers on the insulated elk ropers. Before it was a layer of windproof fabric placed between the wool liner and the elkskin outer. Now it’s a layer of thin windproof fleece (fleece laminated to a layer of wind blocking coated fabric).

The elk gloves are sized by glove sizes, not s,m,l, xl, etc. Basically there are twice as many sizes. For example, both a size 9 and a 9.5 are ‘m’ graded. So you end up with a more precise fit. A good-fitting glove is as important as a good-fitting shoe. It’s the only real difference between an ok glove and a great glove.

-- Mr. Subjective

A Mr. Subjective History on Aerostich Messenger Bags

The Aerostich messenger bags are one of my most-favorite Aerostich products. We have been making them for over twenty five years, and they differ substantially from all of the other kinds of similar bags. Essentially, ours are a lot heavier-duty...

I like messenger bags so much because they are so easy to use for urban and utility motorcycle riding. They go on-and-off quick and are versatile. One of these bags hangs empty, near my riding gear so I can grab it whenever the destination involves picking up something, or when I need to carry something fast, without using bungees. Many of our customers use them for their routine daily commute, too. Messenger bags are a key technology for motorcycling personal mobility…An invaluable tool.

Our bags were the first ones ever made of a synthetic material (Cordura Nylon and reinforced vinyl). When we began, there were two or three others made of coarse canvas. Ours was also the first courier bag to employ Velcro (hook & loop) anywhere, and to have any 3M Scotchlight reflective, and to have a handle on the flap, and to use ITW Fastex side-release buckles. What was available elsewhere was crude -- bags made in small numbers in cities like New York, mainly for working bicycle couriers.

About a year after introducing Aerostich Messenger Bags, I remember being at the Motorcycle Dealernews trade show standing before Motorcyclist Magazine Editor-in-Chief Mitch Boehm, and several other editors, all of us in a small conference room in one of the hotels there,…giving a presentation. And the internet was years in the future still.

“The daypack is dead!” I began, trying to sound as declarative as possible. “The era of the messenger bag is now beginning.” I then explained why these still largely-unknown types of bags were so great for motorcyclists. And why they’d rule in the future. And why the Aerostich courier bags were made they way they were. It felt as though we were pioneering something entirely new.

A few years after we started making Messenger bags, other companies like Timbuktu (and many others) were started, and they made lighter-weight versions of messenger bags a common college bookstore commodity. About a decade later Chrome -- another company – added some contemporary hipster style and an automobile seat-belt buckle to the shoulder strap. And today there are countless other varieties from dozens of companies.

But the Aerostich messenger bag line (by size: 'letter', 'dispatch', 'courier', and 'parcel') remains the real-deal and ‘the original’ in terms of function, utility and durability. They are still the very best of this kind of bag available anywhere.

Recently we introduced a wax cotton variation in several colors. And a few years ago we added pink to the available colors of the Cordura models, and developed an optional internal organizer pocket system (available for the three larger sized bags).

Many specific patterning and stitching details set ours apart from the others. (One example - the lid-edge is turned and then hand topstitched. This is how a button-down shirt collar is made. It's neater, stronger and more expensive to do it this way. It makes a better flap. Almost everyone else's bags use cheaper machine-bound edging.)

Lastly, a special feature of our bags that I think is pretty cool is that for over fifteen years Aerostich messenger bags have been made by one individual here at Aerostich. And this person is a life-long motorcycle rider. During the years he's been employed here he's owned three or four different bikes. Recently he’s been riding a black Kawasaki Concourse. And he’s already been to North Carolina to visit his daughter and grandchildren on it a few times.

When you buy an Aerostich messenger bag, you are getting a hand-made classic American product, and an incredibly tough, practical, good bag.

-- Mr. Subjective, July 2012

Advice On Camping Stoves

I have a Svea 123 that I purchased in 1972 when I was in college. I used it probably for ten years. It's in my garage today, ready to go inside of a not-really-banged-up-enough Sigg Tourister cook kit.

The last fifteen years I've tried many stoves but always seem to come back to a little Coleman Peak 1, which is similar to the Svea but adds Coleman's well-functioning integrated pump system within the tank. It also isn't fussy about fuel. Any unleaded gasoline always seems to work fine.

We sold the Peak 1 stove for years but last year they apparently became discontinued by the manufacturer. At least that's what I was told by someone here at Aerostich. So I put the Svea 123 into the catalogs to have a similar type for our customers. We don't sell too many stoves, but this is the only one similar to the Peak 1 that I'd ever seen.

At the same time we also added the similarly vintage single burner Optimus, to have a pump-equipped old-school gasoline stove for our customers. Both the Svea and Optimus are now made by the same company, and in Asia somewhere...China, I think. Not in Sweden anymore. But 100% authentic high quality brass and tooling still.

For the last five or six years I've been trying to like the newer kind of stoves with the removable tanks and can't quite get my head and heart around them yet. For a while we sold the MSR version of this type. Whisperlight model, I think. MSR was a pioneer of this kind of stove. I didn't like how the tank connected to the stove so we tried selling a higher-end stove of this removable-tank style from Brunton for a few years. This one also spilled stinky gasoline on my hands also every time I fumbled trying to connect or disconnect it's tank. Which is just what you don't want to happen when you are hungry, tired and about to be handling food.

Now we have the Soto Muka. A few years ago it won a Backpacker magazine award for stoves of this type specifically because it has some kind of new method of connecting the stove to the bottle that doesn't leak gas on your hands. Or rarely. Or is a lot less likely to. A breakthrough.

I haven't tried the Soto Muka yet. I wanted to this past year, but didn't get a chance. I really like being able to siphon gasoline from my bike right into the stove, even though carrying spin-on gas canisters is ultra neat and easy. Gasoline stoves are one more piece of self-containment even though in the real world of USA camping trips this isn't much of a practical factor. It’s only about what's in my head. On my Honda 650 I rigged a quick-disconnect on the fuel line to make the refilling go easier, cleaner and faster. We sell the quick-release fittings to do this, and they work perfectly.

- Mr. Subjective (11-12)

Future Fashion?

“If the many individual and societal benefits of riding motorcycles and scooters for everyday transportation become even a little more understood and appreciated, motorcycling’s fashions will change to reflect this. It’s hard to predict how or why any fashions shift, but they all do.

To most of the non-riding public riding is reasonably well regarded, but today excessively loud performance and cruiser style bikes are notably less ‘cool’ than they were twenty years ago. The ascending ‘cool’ bike styles now are customized cafe-type motorcycles and practical scooters. Also, adventure and overlanding motorcycle styles are more appealing to more riders than they were in the past.

The above moto-fashion shifts reflect changing economics as much as generational demographics. Today’s younger riders have both more limited resources, and a stronger interest in historic moto-lifestyles than the previous generation. Separately, the recent explorer moto-style ascension has been mostly due to riders being more emboldened by expanding cell phone coverage’s and GPS navigation technologies, and also perhaps from younger people-in-general being more world-aware.

But all of these forms still project motorcycles-as-fashion, and motorcycles-as-toys. We really don’t know how to make the ‘motorcycles-as-medicine’ stuff happen. The riding is a ‘social good’ good piece. For both socio- and psycho-biological reasons, I.E. there’s a combined individual and societal benefit to riding frequently.

In other areas, fashions of consumption have changed in exactly these ways. For example, healthier and more natural foods continue to become more fashionable -- probably because people are increasingly educated about nutrition, as obesity and other food-related health problems have come up. And as industrialized food production and distribution simultaneously is making popular and mainstream food options less satisfying to larger segments of society. Not less tasty. Less satisfying in nutritional and other ways.

Similarly, as the most popular forms of personal transportation have become more homogenized and corporately dominated, they have also become less attractive to a larger number of people. Once, safety-oriented cars like Saab’s and Volvo’s were out at the fringes of the car business. Now most cars are designed and sold like those Saabs or Volvo’s of years past.

Perhaps soon some of the larger players in motorcycling will offer consumers motorcycling-to-consume for positive and self-enlightened reasons. Maybe they will present riding for utility and transportation as both a societal and an individual good, despite having offered somewhat similar versions of this in the past with only limited success.

One’s timing for stuff like this needs to perfectly match the zeitgeist. And it has almost nothing to do with the price of gas, or other economic elements. It has to do with increasing public awareness’s of previously unknown negative effects from today’s primary personal transportation options and fashions.

It’s interesting so many of the kids in their teens and twenties seem to get this perfectly. A lot more than their parents, anyway. They’d much rather have a $4K mountain bike than a car. When my contemporaries and I were their age, our response to that question would have been opposite.

This seems like a unique opportunity for increasing the numbers of transportation riders in wealthy and advanced countries. It is a chance for this type of everyday riding become more fashionable, for the first time ever.

—Mr. Subjective, Aug 2013

2013 Catalog Sidebars

Opening Letter

June 14, 2010

To whom it may concern,

On April 3, 2010 at 0730 in the morning, I was riding home from work when I was in a severe motorcycle accident. I was cut off by a driver making an illegal left U-turn through 2 lanes in what I can only imagine was a last minute decision on her part. I was taken, unconscious, to the local trauma room where I had my shattered leg put back together with a titanium rod and screws. I have had hand surgery to repair my broken thumb and will soon have another surgery to repair my shoulder tendon damage.

Now, to make my point. I was wearing your neon yellow Roadcrafter one piece riding suit and I am convinced it saved my body from more severe injuries. When I hit the car at around 30 mph, I was sent flying over 30' and landed on my right shoulder. The fantastic padding in this suit helped prevent the impact from breaking any bones in my shoulder and arms. The only damage to the suit from the impact was a slight scuff on the shoulder pad reinforcing nylon. Unfortunately, the rescue crew decided to cut me out of the suit instead of using the zippers. This destroyed an otherwise perfectly good suit. (The only recommendation I would have is to add a shin pad or guard which may have prevented my tibia from shattering when it hit the handlebars).

Thank you for making such a fantastic product! I am convinced this suit made all the difference in preventing more severe injuries to my body. I have long been a fan of this suit for its exceptional rain and hot weather qualities, but I am now a huge fan of its durability and accident survivability traits. Please continue to build the best all weather suits available. I could not be any happier that I paid the extra money and purchased your Roadcrafter riding suit. Now I just wish the person had actually looked before she turned. If she had, she would have seen the bright yellow suit coming at her and stopped and I would not have been writing you this letter.

Sincerely,

Michael S. Hoffner

20+ years of riding experience and long time Aerostitch customer

Michael S Hoffner

How To Ride To A Meeting

Kevin Christy / Effing the Ineffable (via Quora.com)

That's a 3 step process:

  1. Keep your hair short so that it's easier to fix helmet hair in the bathroom;
  2. wear a one-piece protective suit like an Aerostich Roadcrafter, with your professional attire on underneath; and
  3. wear protective boots and carry a pair of dress shoes in your bag

That's probably the easiest way to balance full protection on a motorcycle with the ability to transform quickly to your professional identity.

Mr Subjective:

Kevin's "3-step process" is perfect, except for short hair (item 1) isn't essential. Beyond those three steps there is some other stuff. Sometimes being 'minority', 'motorcyclist', or 'whaterver' can be a factor. Looking smart at a meeting also depends greatly on things like being on time, being respectful of others, having done one's 'homework', etc.

Social nuances matter. Some are pretty obvious, like (for example) not putting one's helmet and gloves on the table right in front of you, instead putting your gear on the floor behind you, or somewhere else out-of-the-way. It is best to enjoy your superior mobility status modestly and without hubris.

But Aaron is also right...sometimes someone wants to know how you got there. Be brief, and smile. It's easy to say more than they really want. Most don't care. Remember that when the meeting is over you get to ride away from it. Which is always a giant 'hahaha!' inside your helmet as you lean into the corner and exit the parking area.

You were probbaly the only one there who got that.

Give The Offender a Motorcycle License

“All societies have methods of controlling defiant people through psychiatric intervention, waterboarding, federal prison, and so on. But a cheap, effective way of modifying behavior (short of outright surgery) is merely to co-opt it before it becomes intractable: give the offender a motorcycle license.”

—Bob Higdon, Exit Ramp, Iron Butt Magazine, Fall 2010.

Rider / Scott Farrell

Scott Farrell

"Just thought I'd share a quick pic and tell you how much I'm enjoying this awesome riding gear!

This was self-taken this past Sunday via the iPhone 4's front facing camera while I was away at a conferene in Atlanta. I was getting ready to head home at the end of the conference. The backdrop is the Crowne Plaza Hotel near the airport. Believe it or not, my full dress uniform is in the left saddle bag of the Ulysses! I was the only one to ride a motorcycle to the conference."

Scott Farrell C SFC MIL USA USAAC, Dec 11th, 2012

On this dreary December day in GA Scott's riding a 2008 Buell Ulysses and wearing a Darien Suit, Combat Touring Boots and Elkskin Gauntlets.

Why do you ride motorcycles? We would like to invite you to share with us. Send us your photos and/or stories from your adventures, rides, rallies, commutes...Share your unique perspective on the ever-changing world we as riders encounter. >> aerostich.com/photos

Wherever There Is Sin

Wherever There Is Sin

"My husband was wearing the 'nun' t-shirt at the show. A woman said to us 'Hey, that's me on your shirt!' And it was! She posed for that picture 20 years ago. She is still beautiful."

- Shannon Freeman, Minneapolis, MN, Bearded Lady Motorcycle Show. July, 2012

Why do you ride motorcycles? We would like to invite you to share with us. Send us your photos and/or stories from your adventures, rides, rallies, commutes...Share your unique perspective on the ever-changing world we as riders encounter. >> aerostich.com/photos

Personal Motorcycle Costs

“I just did a spreadsheet analyzing my personal motorcycle costs/mile sort of on a dare from someone who reads my blog regularly. I thought I was going to prove how expensive motorcycles are to operate, but I pretty much proved that even my cranky dirt-cheap Ford Escort is more expensive to own than a reasonable motorcycle. I didn't expect that. It feels like I'm spending more money on the motorcycles because the expenses come in big chunks (tires and drive line). However, the fuel economy over-rules those costs substantially.”

—Thomas Day, (geezerwithagrudge.blogspot.com) by email to Mr. Subjective, 1-2013.

Riding Like Zorro

Last night I rode home from work late, at nine thirty p.m., on glistening wet streets surrounded by a sudden burst of the year's first thick snow flurries. They lasted only about five minutes—from when the motorcycle's engine warmed up as I stood beside it putting on my helmet and gloves, to about Lake Avenue…a distance of eighteen blocks. This crappy weather was an unexpected surprise. It had been sunny and gorgeous when I'd ridden in earlier. A crisp, bright, late fall day.

Every year I have only one experience exactly like this. It's singularly anticipated, but cannot be planned or expected. Wet streets and running water in the gutters. Air thick with irregularly clumping snowy whiteness. Thirty four degrees. Only a few cars. I've probably enjoyed this identical ten-minute ride twenty times in thirty years.

Emotionally and experientially, it is exactly the same each year.

The puffy snow dances in the bike's headlight and streaks around my arms and shoulders—each outsized cluster of flakes a tiny comet. They all follow a precisely smooth laminar flow like an endlessly darting school of phosphorescent tropical fish that stretches out before me forever. Otherworldly and surreal. I float forward through this illuminated ocean of rarely visible air, dreamily mesmerized.

A few moments earlier I'd been looking absently at the gaseous steam of pulses coughing from the end of the bike's idling exhaust, anticipating this fun, and whatever unknowns were just ahead in the darkness. Somehow the pavement looked even oilier than it does during summer rains. A glistening black sandpaper of diamond-sparkles.

I was internally giddy pulling on my already-partly-wet gloves, anticipating what was both routine and idiotic…and now I was mounted and lowering the choke lever, then flipping on the low beam switch—a self-added control which produces a distinctly old fashioned 'click-snap' that can be felt as it toggles over though my glove's fingertip. Unequivocally reassuring in it's miniature spring-and-metal way.

White flakes in the headlight's sudden brightness danced even more merrily—as if they knew they were on a stage, suddenly in a spotlight. Ho Ho Ho, Merry Christmas!

Closing the choke causes the bike to shudder, cough and die, so I thumb the starter a couple of times until the engine catches again, then tenderly rev the throttle to clean out the misfire. It had been idling on full-choke for too long while I'd fiddled with my helmet and gloves. A few smaller twists, then a bigger one and the engine clears and settles down to it's steady tuh-tuh-tuh-tuh idle. A complicated, comforting, reassuring old bass metronome. And finally I was ready to go.

But another late-leaving co-worker is suddenly standing in the middle of the street, five feet away, pointing her cell phone camera at me and the flurry of surrounding snowflakes. In the background her car is idling in the empty lane, it's driver's door wide open. An amusingly thick spindrift of whiteness swirled up between us, again almost as if it somehow knew to increase the flaky performance for her camera. "I don't have enough light." she shouted just above the bike and wind. "It's a cheap phone camera. I'll email it to you if it comes out." "OK. Great! Thanks! Have a nice night!..." She smiled and hurried back to the safety and comfort of the car. Nice lady.

I was anxious, and ready, so I released the clutch and rolled out across the car's two yellow headlight beams, waving with my gloved left hand sweeping upward a few inches from the ribbed handlebar grip. Her open hand replied, waving back from just behind the car's windshield. And then I was off like Zorro...or maybe someone else, just heading home from my job on a wet snowy night.

—Mr. Subjective 11-09

World’s Steepest Street

(Baldwin Street — New Zealand)

Baldwin Street, in a quiet suburban part of New Zealand's southern city of Dunedin, is reputed to be the world's steepest street. It is located in the suburb of North East Valley, 3.5 kilometres northeast of Dunedin's city centre. A short straight street of some 350 metres length, Baldwin Street runs east from the valley of the Lindsay Creek up the side of Signal Hill. Its lower reaches are of only moderate steepness, and the surface is asphalt, but the upper reaches of this cul-de-sac are far steeper, and surfaced in concrete, for ease of maintenance (tar seal would flow down the slope on a warm day) and for safety in Dunedin's frosty winters. At its maximum, the slope of Baldwin Street is approximately 1:2.86 (19° or 35%) - that is, for every 2.86 metres travelled horizontally, the elevation rises by 1 metre. The street's steepness was unintentional. As with many other parts of Dunedin, and indeed New Zealand, streets were laid out in a grid pattern with no consideration for the terrain, usually by planners in London.

— www.oddee.com Duluth's steepest street is 5th Ave West above Mesabi. It rises 1:4 (11.3° or a 25% grade). Lombard St. in SF is on a 12.4° or 27% grade (straight up the hill).

Volume vs. Pressure

Any bicycle hand pump will air up a motorcycle tire, it's just going to take a ton of strokes. High Volume pumps are able to deliver more air at lower pressures for faster overall inflation (less strokes). High Pressure pumps deliver less air per stroke, but offer reduced pumping resistance at higher pressures. Either version will equate to a weeks worth of time at the gym, but both are better than being stranded with no way to air up a flat. Now, where is that patch kit...

Catalog Sections

2012 Catalog Sidebars

Self portrait by Rich Waters

Rich Waters
Self portrait by Rich Waters

"The details about this photo may not be...a wild adventure - but it is a true story.

I went out to hit some of my favorite country roads just about an hour North of Pittsburgh, PA. I could see dark clouds ahead and five minutes into the ride it starting pouring down rain. It rained for about 30 minutes or so and I continued on my ride with confidence that I would be dry.

Years before this ride, I had a similar thing happen to me. I went out for a nice ride and got caught in a downpour.

Only I didn't have my Aerostich back then. My weatherproof riding gear failed and I was soaked! I swore that would never happen again.

I researched motorcycle riding gear and decided on an Aerostich Darien Jacket and a set of AD-1 pants. Once I received my new gear from Aerostich I was in love with it. Finally, I understood first hand why people were so proud to wear Aerostich!

The rain had stopped and the skies were clearing when I reached my favorite back roads. I stopped to take a few pictures and I removed my riding pants. When I got back on my bike, I looked in my mirror and could see the Aerostich logo (on my Darien Jacket). I smiled and thought back to that ride when my gear failed and how happy I now was to be dry. So, I got back off of my bike and grabbed my camera. Sounds crazy, but I wanted to have a picture of myself in my Aerostich."

Rich Waters, a photographer from Pittsburg, Pennsylvania, is able to combine riding and working by using his motorcycle to find unique and interesting photo opportunities. Thanks for sharing your story Rich!

DEMYSTIFYING THE SVEA 123 STOVE, by Rand Rasmussen

The SVEA 123 is a stove with a storied 100 year history. For many years it was virtually the only thing going in the mountain-climbing field. And, although in some ways it has been supplanted by newer, lighter designs, it is still being manufactured (Aerostich carries them @: http://www.aerostich.com/camping/cooking-and-eating/stoves-grills) and it is still the stove of choice for many - me included. If nothing else, the 123 may be the coolest looking stove on the market. To riders who earned their riding chops on EFI-equipped bikes and their camping bona fides on butane stoves with piezo-electronic ignitions, the SVEA may seem complicated and fiddly. To those of who have used the SVEA 123 stove for years—or even for decades—it ranks low on the “gizmo” scale because of its simplicity and reliability.

Descriptively, the SVEA 123 is a “white gas” stove with an internal fuel tank (true, the correct name is “Coleman” fuel or some other band name stove fuel, but most users call it simply “white gas” because, for the most part, that’s what it is). This unitized design means the tank does not have to be attached and detached before and after each use, which makes it slightly simpler. It is self-pressurizing, meaning no pumping is required to use it, also simplifying operation. The main perceived threat surrounding the SVEA 123 seems to involve the mythology about the best way to prime and light it. It is likely that many a camper has been scared away from the 123 because lighting it seemed too complicated or even scary. When looked at objectively, this fuss about the priming and lighting of SVEA 123 stoves has been blown far out of proportion to its actual complexity. And the directions are not a great help--at least they weren’t 20 years ago when I got my first one; maybe they have improved since then.

In order to light a liquid-gas stove, it must be primed. “Priming” describes the initial pressurization of the tank. Most stoves these days include an integral pump, and while there is a pump available for the SVEA 123 which screws into the filler neck, with the relative simplicity of priming and lighting the 123 (once the proper technique is employed) to my mind, the SVEA pump is unnecessary. SVEA had the whole pressurization thing figured out decades ago, without a pump. On the other hand, if you like the idea of just being able to pump up your stove and light it, well, have at it, I guess.

To prime the SVEA 123 without using a pump, a small amount of fuel is placed in the primer pan, which is a shallow indentation on the tank surrounding the base of the “vaporizer” (the vertical member connecting the fuel tank to the burner). That fuel is lighted and, just as the name says, some fuel is vaporized by the heat of the flame. You then light the burner, after which the stove builds and maintains its own pressure throughout the burning process. Ah, but therein lies the rub: what is the best way to prime the SVEA? If you want to start an argument among SVEA users, tell them you know the “best” way to prime one. You’ll be confronted with tales about how this works and that doesn’t, and each will swear on a stack that their method is the best. So let’s look at what we have here.

There are, in fact, several ways to prime a SVEA 123 stove. Besides the pressure pump, other methods include carrying a small container of priming paste (Sterno works great for this), and putting a dab in the primer pan and lighting it. Some bring along a small squirt-bottle of white gas and fill the primer cup that way. Some open the tank and draw out a small amount of gas using an eye dropper. All of these methods work (or at least most of them work; a method I periodically hear proposed, but which I find remarkably inefficient and time-consuming, directs the user to heat the tank by “cupping it in his/her hands.” I have never had this method work, but maybe others have). But, excepting the “cupping” method, all the above-listed priming techniques (including the pressure pump) share the disadvantage of adding small and, in my opinion, unnecessary pieces of equipment to your kit.

The method I advocate and use to light the SVEA 123 stove needs no accoutrements, and is both safe and reliable. I learned this method from the book The Complete Walker by Colin Fletcher, (I believe now in its 9,000th edition) who, as William Sanders points out, stands in relation to back-packing as Luther did to the reformation. This method has several advantages. Firstly, it does not involve using any external fuel source such as priming paste or a small bottle of white gas. Secondly, assuming there is gas in your stove, you need not remove the pot stand/wind screen, or the tank cap. And thirdly, it works well every time. This instructional assumes that your stove has gas in it.**

  1. Make sure you rotate your pot supports (three small “L” shaped pieces of wire which look like they are made from cut-off nails) inward, as it is difficult to do once the stove has been lit.
  2. Open the control key fully, and blow across the stove just underneath the burner. Opening the control fully activates a “pricker” wire which clears the burner jet of any potential blockage, and blowing across it will eliminate any detritus in the area.
  3. Close the control key fully, then open it ¼ of a turn.
  4. Now, take a small piece of paper, a Kleenex, or, if you are Mitt Romney, a dollar bill and light it.
  5. Hold the concave bottom of the stove’s gas tank directly above the flame, so that the flame is touching the bottom of the tank. The idea here is that you are heating the gas in the tank, which will cause liquid gas to expand and run out of the nozzle (jet), and down the vaporizer into the primer pan. Some users simply apply the lighter directly to the bottom of the tank, but before you use the new pencil torch you got for your birthday, or some other semi-welding or soldering implement, remember that not much heat is required and that you are working with a brass tank filled with gasoline. In short, don’t get cute with innovations.
  6. When the primer pan is full, close the controlling key completely, and set your stove down on the paper remnant to assure it is extinguished.
  7. Light the small pool of liquid gas in the primer pan, and avoid the natural impulse to run away in a panic which occurs when you realize you have set the outside of your gas tank on fire!
  8. After 15 or 20 seconds, the flame will begin to atomize the gas in the vaporizer, and will also begin to pressurize the stove’s tank. You will be able to hear small “jetting” noises, but resist opening your control key before the entire pool of gas in the primer pan is consumed as it will result in a weak, guttering flame.
  9. Just before the priming flame dies out, open the gas valve and it will ignite the now-atomized gas shooting out of the nozzle with a pulsing roar. If you miss the window, have a match or small lighter at the ready. The stove will continue to pressurize itself for as long as there is gas in the tank and the flame is maintained.
  10. The “pulsing” roar is normal for this stove.
  11. The burner ring will heat to red, but will not melt. Once the ring is red, it will automatically relight the burner if it is extinguished by a gust of wind.
  12. Avoid trying to simmer until after the burner ring has reached temp.

There is a certain Zen in cooking your food over a camp stove. There is something about using a stove and making one’s own meals which seems to satisfy a motorcyclist’s primordial instincts and which also appeals to her or his attraction to what Indian Larry referred to as mechanical “gizmoness.” You may find, as I do, that there is a certain pleasure in the familiar ritual of priming and lighting your SVEA 123. Don Douglass, the late editor of the BMW Owner’s News wrote an editorial thanking BMW for not locking him out of the (then) new Oilhead engine (the valves retained their mechanical adjustment.) Don’s contention was that such maintenance activities keep a rider in touch with the soul of the machine. For me, lighting and using my old SVEA 123 is like that.

Riders today have lots of options for cooking. At absolutely the simplest, safest end are the alcohol stoves. They weigh practically nothing, have no moving parts and alcohol is a very safe fuel. At the other end of the spectrum are some of the multi-fuel stoves which must be assembled as a sort of “kit” to be used. Right in between is the SVEA 123. And now that you know the “best” way to prime and light it, maybe it will be the best choice for you too.

**You must never allow yourself to be distracted when filling tank, and never, but never put any other-than-approved fuel in your SVEA 123. Don’t ever forget that you are dealing with a pressurized gas stove and any neglect or cutesiness might send you to the Burn Unit.

2011 Catalog Sidebars

Time And Space

by David Allaband

I prefer an analog watch. The analog dial measures time by equating it with distance traveled by hands. For my mind to understand this timepiece I must consider the relationship between time and space. This is a worthy exercise for the mind. That is why I prefer an analog faced watch.

It reminds me of why I like riding a motorcycle. The struggle of surviving the weather is fun and interesting because we have a regular chance to test ourselves. And why not test one's self every day? Occasionally there's a rewarding day, and we enjoy it more for having our bodies adapted more closely with the weather. That's a relationship with nature that we share with anyone who works outside. It was the same when I was a tour guide. When we have to be outside in bad weather we develop a relationship with it. We become closer to the weather.

That's why camping is fun. Our bodies adapt to being outside for longer periods of time.

That's why riding long distances on a motorcycle is interesting. You become immune to the weather and the wind. I remember a few summers ago, when I rode for two months, near the end of the first month I became so used to the weather that nothing bothered me at all anymore. Any wind felt like a breeze.

That's why I prefer an analog face watch. That's why I ride a motorcycle. That is how I understand the relationship between space and time. By becoming one with the process of time, by being aware of the passage of it. We must observe everything, all the time. Only in noticing time can we understand time.

Noticing time is not thinking about the passage of it, but becoming completely absorbed into the moment of it. Only in completely focusing on the moment, and all the things that are part of it, can we join it.

By being one with the moment I become one with time. And in doing that I become one with all material of the universe as well. By experiencing the moment I become one with space and time. I become everything and nothing. And when you are nothing, you have no fear. And when you are everything you are happy, because then you can be with everyone.

—Oct 2010, sundiverpress.com

Mr. Subjective on the Insulated Elkskin Roper Gloves

The Insulated Elk Ropers are different than every other winter riding glove on the market. They are not the bulky thick common cold weather glove ski/snowmobile type glove made in Asia, with a textile and cowhide outer and a fleece inner. They are based on the Elk Ropers (our most popular glove) but feature a knit merino wool lining. The gauntlet section is lined with a slippery nylon knit so it's easier to rotate one's wrists a little without also twisting the sleeve of one's jacket. Which is what happens with unlined deer and elk leather gauntlets.

There is a lot of nuance in this glove. In addition to the thumb visor squeegee, there's a windproof fabric across the back of the hand and fingers positioned between the outer leather and the inner merino wool knit. Farther back, the gauntlet tapers out wider than most cold weather gloves, helping it go over sleeves easer. The gauntlet and wrist have Velcro tab/strap closures that are ergonomically reversed for faster easier off-and-on adjustment. The knuckle pad is made of TF 3 (same as our impact armor).

These gloves are partly deer skin and partly elk skin (palm) because I like how this combination works and feels. They are made in USA, and I did this design over and over to get it the way it is. I bet there were ten or twelve sequentially modified prototypes of this one, over a two year period before I got to this.

Initially they feel a lot different than the common Asian-made winter ski and snowmobile type winter riders gloves. After they break in a little they are very good. The Merino wool liner is warm and long lasting. The leather sort of stretches to fit after a while, just like the Elk Ropers. These are 'old school' riders gloves, designed and sewn to the n'th degree...as much as I and the company that makes them for us could produce.

This ranch glove company and I have been working together for maybe fifteen years. The ranch glove company did not make anything like this at the time we started down this development and design path.

Lastly, they are not the most ultimate warm winter glove. If you commute 10 miles at freeway speeds on 30-45°f days without hand-guards, they are ideal. For all-day very low temp long-distance riding, electric gloves are still the way to go. And some types of the typical snowmobile-ski types and styles are a bit warmer, too. But none of these are as comfortable and perfect for around-town everyday riding when temp ranges are down in the twenties, thirties and forties.

For my commuting and every day errand and transportation riding, these are still my fave's. Not so bulky, and still comfortably warm. I spray the backsides of mine with a silicone based 'leather water repellant' about once every year. I think the pair I have are now three or four years old. And they are still getting better... I think most cooler weather riders would like them.

—Mr. Subjective 10-2010

2010 Catalog Sidebars

Roadcrafter vs. Darien: After the Apocalypse

by Adam Novitt

Vance had always been a post-apocalyptic kind of guy. His favorite movies were Escape From New York and Logan's Run. He didn't like his neighbors and they didn't like him. The unmown lawn, the jury rigged solar panels and propane tanks just didn't sit well in Northampton. Vance wasn't surprised to find his neighbor Sally dead on her doorstep or her husband Teddy slumped behind the wheel of his car. In fact, up and down the street he noticed several cars that appeared to be crashed into telephone poles, trees, and houses. It looked like the inevitable had happened. He was, at last, a post-apocalyptic guy in a post-apocalyptic world. Naturally, Vance hopped on his bike slipped into his Aerostich Roadcrafter and headed towards the supermarket.

Vance was surprised to see Barry at the supermarket when he arrived. Everywhere along the way it'd been the same - bodies, crashed cars just like he'd always imagined. "Why'd you set the Stop and Shop on fire, Barry?" Vance intoned. "I didn't, it was burning when I got here. Anyhow, there's a Shaw's supermarket over the mountain in Pittsfield," Barry said as he leaned against his bike in his Aerostich Darien.

The morning was starting to heat up now, and the fire wasn't helping things. Barry slipped off his jacket (the Darien is a two piece) while they considered the route to Pittsfield. Vance, still astride his mount, unzipped the Roadcrafter, and even though it slipped on and off easily it was still a bit too much to take off for this short amount of time.

Barry's jacket and pants were both thinner and better ventilated than the Roadcrafter, so he felt cooler. This didn't really bother Vance, since he could wear very light street clothing under his Roadcrafter. Just then Vance noticed a group of bikers, The Mean Monsters, a local 1% gang. Shots rang out.

Vance pulled his Smith and Wesson .40 and returned fire. The Roadcrafter had ample pockets for an even larger piece than his giant S&W. The close fit of the Roadcrafter allowed the heavy gun to be carried comfortably, close to the body. Vance was surprised to see Barry pull out a Walther .22 caliber handgun. He didn't think Barry was the sort to carry, but he was glad he did.

After the Monsters went off looking for easier prey he asked Barry what gave. "Well, I stopped by Valley Sporting Goods this morning and threw a rock through their window. I looked at the guns and didn't know what to take. The lighter .22 just felt better in the Darien." Vance smiled thinking of his big gun but Barry knew that he'd deployed the lighter Walther faster and had gotten off more accurate shots due to less recoil. "In the end, it's not the size of the load, it's all about placement," thought Barry.

Both Barry and Vance wanted to get out of town. They motored fast through the wrecked cars. Vance was able to pull ahead since he felt confident in the more protective Roadcrafter. The Roadcrafter's overall shape is better suited to an aggressive street riding position than the Darien.

As they got onto the mountain the going got slower and the Darien began to shine. Barry enjoyed standing and hunting through the rocky terrain. The main road had been totally cut off by a huge pile up and Vance and Barry had to pick their way along forest roads and sometimes even trails. The Darien was better suited to standing and trail riding.

They decided to camp for the night; it was late and it was cool. Overall Barry was more comfortable in his suit making camp than Vance in his 'crafter. The two piece Darien was just easier to move around in and the padding was easily removed. Barry was pleased with the Darien for this application. He even managed to shoot a rabbit for dinner with his Walther, which Vance's .40 would have obliterated.

When it came time to sleep, there was no contest. The Roadcrafter has long been known as the Aerostich Motel. Vance awoke well rested. Barry had even zipped in the optional jacket liner, but the Darien was just less comfortable to sleep in.

In the morning they decided to find some gas. When the dirt roads became pavement again near Dalton they stopped at a trailer home that had two ATVs, a Suburban, a riding mower and three cars out front.

It was then that they were set upon by the Road Rashers, a Mean Monsters satellite club. Unfortunately they'd locked their guns in saddlebags, so it was fisticuffs. The Road Rashers attacked with their trademark sandpaper-covered hockey sticks. The Roadcrafter with it's superior padding definitely held up better and Vance was pleased. Barry's two piece Darien also allowed the rashers to get purchase on Barry and drag him around, potentially getting under the coat and hurting him. Still, overall, they were much better protected than the Rashers in their vests and chaps.

Barry and Vance had both had dated the same Aikido instructor, Linda, whose class they'd both taken. They used that knowledge, and some garden implements, to fight their way back to their bikes. Barry was a bit more beaten up, but OK. Vance hardly noticed it.

When they finally got to the Shaw's supermarket Barry and and Vance went in and filled up with Ramen Noodles and other awesome foodstuff. They drove their bikes right into the store, but Vance was able to pack a bit more into his Roadcrafter than Barry's Darien. That's when Shelly and Brenda appeared. Shelly said, "Wow, we have the same bikes as you guys. It looks like whatever happened just people with dual-purpose bikes and 1% gang members survived." "Thank god, that means no more K bikes at the Yankee Beemers breakfasts" Brenda stated simply.

Shelly was wearing Darien Light and had a .223 carbine rifle slung over her shoulder, and Brenda an Aerostich Transit with a crossbow. The blue Darien Light set off Shelly's fair hair that trailed below her Nolan N103. The Transit accentuated Brenda's graceful form and dark locks. Both looked fetching and imposing.

So, pick your poison. The Roadcrafter is better at high speeds, better for carrying dense weight close to your body, makes a better sleeping bag and offers more protection. The Darien looks and acts more like a normal jacket and pants, is better for dual sport riding and fits looser and offers more freedom of action.

While the .22 lacks stopping power, it's easier and faster to use and potentially more versatile. The big Smith and Wesson may be slower, but one shot is all it ever takes when on target.

Barry thought Brenda's crossbow would be quiet and self contained — no looking for more ammo, just reuse the bolts. Vance thought Shelly and her carbine quite the pretty picture. The gun would still be useful in close quarters, due to it's short length, but deliver incredible stopping power.

Somehow, everyone knew, there amidst the spoiling milk and rotting meat (the power grid gave out that morning) that everything would be OK. Everyone had chosen their gear well; all of these were good choices and it spoke to the intelligence of the group. Though the electrics that ran the store may have been dead there was electricity enough between Barry and Brenda and also between Vance and Shelly. Their loaded bikes awaited, and they rolled out of the supermarket to a life that everyone knew would contain not only adventure riding, but romance as well.

Read more Adam at www.motocommute.blogspot.com

2009 Catalog Sidebars

Camping Trips with a Motorcycle

Recreation, May 1916


The author in camp, showing method of carrying his equipment on his machine - all three waterproof bags

CAMPING TRIPS WITH A MOTORCYCLE

Then I cut loose, stepped on the throttle, so to speak, and did my best to go Hamilton Laing one better by getting together a better camping kit

By W.H. Wallace

Photograph by the Author and Hamilton M. Laing

A few years ago I read in Recreation a charming article entitled "Becoming a Canoeist at Forty-two," the title of which fired my imagination. I did not want to become a conoeist, but I did last year blossom out as an even more devil-may-care recreationist, by becoming a motorcyclist - not only that, but a camper to boot. At - well, I'll not tell my age till I have to.

It is true I had camped before, "full many a time and oft," but the motorcycle called for a much more refined camping outfit. However, with the aid of Mr. Cave's "Boy Scout's Hike Book" and a few suggestions from him, I soon was on the right track of acquiring just the outfit I needed. Being of a practical turn of mind, it was but natural that, like every other camper, I should want to work out some kinks of my own. But with seemingly everything planned for me, there was a small chance, until I got into the midst of my preparations and found, with much joy, that the man who adjusts everything had not completely linked up motorcycling and camping. Then I cut loose, stepped on the throttle, so to speak, and did my best to go Hamilton Laing one better by getting together a better camping kit - inasmuch as against his two trips, from New York to Manitoba and New York to San Francisco and Portland, my little hikes around New England and New York State lay deep in the shade.

The "packing" capacity of a motorcycle is ample for all the requirements of comfort and convenience of the average man. The following list of articles includes everything necessary, and for a two weeks' trip will weigh under fifty pounds. This equipment is the same as the one used by myself in covering more than 1,500 miles, and while it is not claimed to be ideal it served its purpose well at a moderate cost.

Starting with a spring-frame Indian machine, I fitted to it the luggage carrier furnished by the manufacturer and which will safely carry 100 pounds. At Mr. Cave's suggestion I bought a pair of "panniers" and a "carry-all," the same rig recommended to Mr. Laing and which he reported so satisfactory, these being adapted to fasten to the luggage carrier by straps and having a combined capacity about equal to two suit cases. In order to prevent the panniers rubbing against the frame, cleats of wood faced with sole-leather were placed horizontally on the sides next to the frame, and it was also found necessary to place pieces of compo-board inside of the panniers next to the frame to prevent bulging and thus defeating the object of the cleats on the outside. These containers are made of waterproofed canvas and proved ideal for the purpose.

The remaining equipment selected can be divided into three classes, as follows:

SIMPLIFYING THE GRUB QUESTION

FOOD STAPLES. - Flour (prepared), soup stock, egg powder, bacon (sliced), raisins, figs, cereal, sweet chocolate, butter, sugar, salt, pepper, coffee, tea.

TOILET AND MEDICAL. - Shaving outfit, tooth brush and paste, washing soap, wash rag, towel, tr. iodine, adhesive tape, antiseptic gauze, stearate of zinc.

GENERAL. - Tent, poncho, blankets, water bucket, wash basin, candle lantern, camp stove, rubber match box, fry pan, cooking pot, tin cup, tin plate, bread pan, knife and fork, tablespoon, dessert spoon, camp axe, trenching tool, canteen, sweater, change of underwear, cheesecloth, ball of cord.

There are several brands of prepared (self-raising) flour from which very palatable bread can be made by simply mixing to a stiff dough with water and baking over the fire in the fry pan - which should be well greased with butter - one side at a time, like you would bake a hot cake. For best results the dough should not be more than one-half inch thick, and the fire must not be too hot. Soup stock can be had in several different varieties, of which pea is probably the most satisfactory. This is a mixture of desiccated peas and bacon and is one of the most important articles on the food list. The egg powder is simply desiccated eggs and is satisfactory as scrambled eggs or omelette.

The cereal may be either Cream of Wheat, Hecker's Cream Farina or Wheatena, and as the matter of preparing it with the limited cooking outfit might puzzle some I will tell how it may be done with good results. Put three pints of water in the cooking pot and leave the pint measure in it lying down. When the water comes to a boil stand up the measure three-quarters full and after adding one-half teaspoon of salt, stir into it slowly - using a small stick for the purpose - three tablespoonfuls of Cream of Wheat or Hecker's Cream Farina, or four of Wheatena. Continue stirring until it becomes thic, when it is covered with the inverted bread pan and left to cook for twenty minutes or longer, being placed so that the water in the pot boils only moderately. If care is taken not to spill any of the cereal into the water in the pot what remains after cooking the cereal will be all right for the coffee, as "Washington's Coffee," the most convenient kind for camp use, is a perfectly soluble powder that requires only the addition of hot water.

Most people associate cereal with milk and sugar, but my favorite way of eating it is with butter, salt and pepper; which fits in nicely with camping ethics, as milk is more or less of a nuisance any way you take it, unless you can be satisfied with the powdered form. The cereal with bacon and coffee makes a good camp breakfast.

While on the subject of breakfast a few remarks in regard to starting a fire will be timely. The "one best bet" is a small wad of cotton waste saturated with gasoline. Make a bed of sticks on which to lay the waste - or other absorbent material - and after lighting place your best wood on top, starting of course with small pieces. This is peculiarly the motorcyclist's way of starting a fire, as they all have - or should have - a primer gun in the tank so that the matter of getting the gasoline is easy.

Regarding the manner of carrying the food staples, the cereal, flour and sugar are best carried in paraffined food bags, butter and bacon in friction-top tin cans, and salt, tea, etc., in cardboard provision cases. All of these containers can be bought at sporting goods houses.

No comments concerning toilet articles are necessary, but everyone does not know that tr. iodine is the best known germicide for cuts or abrasions of the skin. It will smart, of course, but this is surely better than lock-jaw or blood poison. It is best applied with a camel's hair brush, and in the case of an abrasion should be followed by dusting with the stearate of zinc. The wound should then be covered with antiseptic gauze, which is fastened in place with adhesive tape. This treatment, besides affording immediate comfort, insures against infection and causes the wound to heal much more quickly. This is not camping, but in event of a spill and scratched hands it is worth knowing.

In passing, let me add that adhesive plaster is a dandy thing to have around a motorcycle, much better than electrician's tape for the same purposes, and in addition makes a good emergency repair for punctures or small cuts in the inner tube of a tire. The tube should be thoroughly cleaned with gasoline and a large piece of the plaster pressed on firmly; and it helps to put a second patch over the first.

TENT AND SUNDRY EQUIPMENT

First under the heading of general equipment is the tent. The one selected was of the "tarp" variety and proved so satisfactory that I would not consider any other kind for the purpose. This tent is simply a rectangle of waterproofed cloth and can be pitched in a variety of forms, the most serviceable of which is the semi-pyramid, requiring one pole, cut anywhere, and six pegs.

My sleeping outfit consists of two army blankets and a poncho of pantasote, which is as waterproof as rubber and wears better. The poncho, by the way, is a most useful article of camp equipment, as it can be used as a raincoat, a ground cloth for use under the blankets, a cover for the motorcycle or anything else you want to keep dry, or even as an auxiliary lean-to tent in an emergency. With the latter contingency in mind it is well to risk having your poncho too large rather than too small.

The water bucket and wash basin, while not necessities, are a great convenience and may be of either waterproofed canvas or rubber, the latter being lighter and more compact, but more expensive.

For camp illumination the Stonebridge folding candle lamp is the best and may be had in either tin, sheet-iron or aluminum.

A camp stove is of course not a necessity, but the Stuart "stove" (commonly known as a "cooking jack") is so cheap, light and convenient that it does not pay to be without one. THey cost $1.00 at sporting goods stores and are well worth it. And when you are getting the "stove" do not forget a screw top hard rubber match-box. It is irritating enough to be unable to find dry wood for your fire, but wet matches are the limit.

The finding of a satisfactory mess-kit was rather a difficult job, as all of the "made up" ones I have been able to find have faults, chiefly in the matter of "nesting." My own kit was selected piecemeal from various sporting goods and tinware stores, with the result that the five articles on the list nest so perfectly that there is not even a "rattle."

The trenching tool and canteen were bought from a dealer in second-hand army and navy supplies. Although the former is not a necessity, it is a very handy tool around a camp. As the name indicates, this tool was designed for digging operations, but it may be made to serve for chopping also by sharpening one of the sides.

The cheesecloth is to keep out the mosquitoes when the tent fly is open at night, and I found that a piece about 6x8 feet did the trick nicely. A piece of cord and a little ingenuity is all that is needed to keep it in place.

The equipment as given saw good service last season and includes nothing that I would care to leave out. On the other hand, I sometimes felt the need of a saw, so a saw I shall have.

A Brief History of Silk Scarf Functionality

Timeless in function and fashion, the silk scarf is as utilitarian today as it ever has been. Silk has stood the test of time in all ages and a myriad of activities. It is lustrous, shimmering and durable. It has good absorbency, which makes it comfortable to wear in all seasons. It was first discovered in China around the 27th century BC, and later moved on to other parts of the world. The fiber produced was so treasured that it became a measure of richness.

Silk is the most hypoallergenic of all fabrics because it is a natural protein and contains only 18 amino acids. It is both highly absorbent and easily discharges humidity. So it can keep your skin moist while letting your skin breathe. Silk scarves are an extremely pleasant alternative, in terms of the sensation on the skin, to almost any other material. Silk was the fabric of choice for pilots in the early days of aviation. The soft, supple feel of the silk prevented chafing of the neck from flight suit and jacket collars that were buttoned tightly to prevent drafts. The unique slipperiness against the sensitive neck-skin was important to early riders and pilots alike.

In cold climates and chilly seasons, silk scarves are worn for warmth. They keep the wind, rain and snow away. There are several effective methods to wrap around the neck and make for a cozy ride down the street. Conversely, in drier, warmer regions of the world thin neck scarves are worn to keep the dust out and to provide a quickly accessible filter whenever the wind picks up or you twist a little harder on the throttle. they wrap around the neck and serve as a ready mouth and nose guard, avoiding sand, dust and dirt. Wetted and wrapped around the neck and head, scarves provide a fantastic evaporative cooling experience to combat hot and arid riding conditions.

Whatever a person's reason for wearing a silk scarf, they are in good company whenever donning this piece of clothing. Scarves have been worn in all times and places and as long as people have necks this will continue to be the case.

Mr. Subjective on Combat Touring Boots (web only)

Durability and Design Considerations.

Like many products that are the originals, Aerostich Combat Touring Boots have become a classic. They were the world's first riding boot specifically intended for hard-use sport, sport touring and adventure-riding applications. This unique design is essentially a lighter, simpler MX-style boot without the hard armor, decorative styling, and multiple buckles. The boots are manufactured exclusively for Aerostich in Romania, by Sidi, an Italian company. Sidi's own motorcycle 'adventure' boot (and all other similar boots) were developed about ten years after the CBTB's were first introduced, when the market niche for this type of boot broadened. The first CBTB's are now over twenty years old, so some are now well-worn. A few questions have come up about resoling, repairs and durability.

With regular leather care Combat Touring Boots last a long time. Three areas typically wear; the soles, the inner speed laces and the hook and loop closures. Matching replacement soles are available from Aerostich, and acceptable replacement work-boot type soles are available locally at most shoe repair businesses. Replacement inner speed laces and hook and loop areas are also available from Aerostich or may also be substituted locally. The CBTB arch straps occasionally fail, and these are available from Aerostich.

As with all manufactured products, there are multiple (and subjective...) cost and design compromises and trade-offs. For example, the and upper hook and loop areas provide a reliable, easy-to-use, fast, low-profile closure which reduces the boots cost, weight and bulkiness. This helps the boot be easier to put on and remove, and works better underneath jeans and street pants. Those advantages outweigh any slight durability concerns, and in actual use the hook and loop provides an effective closure for many years of wear. And if the hook an loop areas ever need replacing (after fifteen + years?), this is a simple, inexpensive job. Good quality hook and loop lasts for tens of thousands of 'peels' before needing replacement. (The companies making this material test and rate various types for 'peel', 'sheer', durability, and many other characteristics.)

Beginning about twenty years ago I've worn three pair of CBTB's. And as you'd guess, I've been mostly satisfied with the various CBTB +'s and -'s. (I recognize this boot is not perfect.) I ride between 5,000 and 15,000mi/yr, and wear the boots mostly for all-day and longer trips, with some general wear use...but not every day. For my short three mile daily commute I usually wear a lighter ankle-high general-purpose lace work boot, which Aerostich does not sell. CBTB's were designed to function first as heavy duty 'touring' boots. (This probably means different things to different riders...) Here are my individual experiences:

  • My first pair. Prototypes. Over twenty years old now. I wore them for two years. Hook and loop was fine the entire time I evaluated them. Afterward they were given to a friend who still wears them. The hook and loop may need replacing, but I don't know. I think they've been resoled several times, and maybe the lace has been replaced once or twice. Not sure. The leather lining may also have worn in a couple of places, but these boots are still in use.
  • My second pair. I wore these for about twelve to fifteen years. Resoled once or twice. Speed lace replaced once, I think (?). Hook and loop was always functional, though slightly weaker at the end than when new. Again, these boots were given to another rider, but I've forgotten whom. (Funny to know the friend who still wears the prototypes, but not this pair...) These boots were replaced only because my foot size changed (Left foot lengthened, apparently age-related). They were in good overall condition when I replaced them, and I was grumpy being forced to break in a new pair.
  • My third pair. In current use for the past three or four years. Hook and loop in excellent condition. Resoled last fall. Broke the buckle strap on this pair about a month ago. First time I've broken one of these straps on any of the three pairs.

My Combat Touring Boots took a little more time and effort to break in than some boots, but for me and many riders the extra work is worthwhile because these boots have no decorative styling or trim, were put together using as few separate pieces of leather as possible, have no areas of thin leather or pleated gussets, as few stitched seams as possible, and no hidden waterproof membranes. Combat Touring Boots are a simple, heavy-duty all purpose riders boot, designed to be as comfortable, protective, easy to wear and durable as possible. I hope you will give a pair a try. 6/09

2008 Catalog Sidebars

The Secret World of Carbs

by Paul Bryant, Viking Exhaust

The basic secret of carb function is that inside each carb are thousands of tiny gnomes; each with a small bucket. As you open the throttle, more of these gnomes are allowed out of their house and into the float bowl, where they fill the buckets and climb up the carb's passages to the intake, where they empty their buckets into the air stream. But, if you don't ride the bike for a while, bad things can happen.

Tiny bats take up residence in the chambers of the carb, and before long the passages are plugged up with guano. This creates a gnome traffic jam, and so not enough bucketfuls of fuel can get to the engine. If it gets bad enough, the gnomes simply give up and go take a nap. The engine won't run at all at this point. Sometimes you'll have a single dedicated gnome still on the job, which is why the bike will occasionally fire as the gnome tosses his lone bucket load down the intake.

There has been some research into using tiny dwarves in modern carbs. The advantage is that unlike gnomes, dwarves are miners and can often re-open a clogged passage. Unfortunately, dwarves have a natural fear of earthquakes, as any miner should. In recent tests, the engine vibrations caused the dwarves to evacuate the Harley Davidson test vehicle and make a beeline for the nearest BMW dealership. Sadly, BMW's are fuel injected and so the poor dwarves met an unfortunate end in the rollers of a Bosch fuel pump.

Other carb problems can also occur. If the level of fuel in the float bowl rises too high, it will wipe out the poorer gnome housing in the lower parts of the carb. The more affluent gnomes build their homes in the diaphragm chamber, and so are unaffected. This is why the bike is said to be "running rich".

If the fuel bowl level drops, then the gnomes have to walk farther to get a bucketful of fuel. This means less fuel gets to the engine. Because the gnomes get quite a workout from this additional distance, this condition is known as "running lean".

The use of the device known only as the 'choke' has finally been banned by PETG (People for the Ethical Treatment of Gnomes) and replaced by a new carb circuit that simply allows more gnomes to carry fuel at once when the engine needs to start or warm up. In the interests of decorum, I prefer not to explain how the 'choke' operated. You would rather not know anyway.

So, that's how a carburetor works. You may wish to join us here next week for basics of electricity or, "How your bike creates cold fusion inside the stator, and why the government doesn't want you to know about it."

-From "Setting Up Amal Carburetors", Norton News (Spring, 2005). International Norton Owners Association (www.inoanorton.com)

Tank Pannier Splint

I just wanted to let you know of an unexpected use that my Aerostitch Panniers were put to during a dual sport ride in New Mexico in March, 2002.

Six of us from Minnesota in need of some motorcycle riding headed for Las Cruces, NM for a week of dual sport riding. The first day found us headed for Kilbourne Hole, a steam volcano, that produced a depression of about 300 feet and 1 1/2 mile across when the steam vented and the molten lava collapsed. A few route options were available and arriving at the Hole by automobile was possible - ideally in a rented car but none the less possible. We were off to a good start with pavement left behind, a couple of gates already opened, and directions from a ranch wife that included an arm raised, pointed over her shoulder, and the words "over that way a ways."

The day was in the 70's but winds were 30-40 MPH, so drifting, blowing sand was present. Upon arriving at Kilbourne Hole, one of the crew found a large thorn protruding from their front tire. With the words "don't pull it out" being uttered by an observer, the thorn was pulled and a resulting hiss meant we were going to be fixing a tire. Care was taken to prevent sand from getting in the bearings, tire, eyes, mouth, etc., but that was all pretty much in vain as the sand was blowing everywhere. The repair was effective and so off we went again with Deming as the goal.

The route got very rocky and the day was quickly drawing to an end. Sharp black lava rocks, red rocks, round rocks, bedrock, rocks of all kinds. The trail split but with a quick exploratory ride, the left leg was determined to be the correct route. I was last to the trail fork so I waited for the other five to all get going on the correct route. A short distance down the trail, a large cloud of dust was raised by the rider in front of me. I thought that this wasn't a good sign but clearly didn't appreciate how serious it was to become.

The rider was still on the ground as I rounded the right hand curve with his right leg resting on the small fairing on his DR 400 Suzuki and in obvious pain. He quickly told me that it was bad, he had heard a snap, and it really hurt. I unzipped his Roadcrafter pants' leg, pulled up his jeans, and unzipped his boot. After carefully removing his boot, it was obvious that his foot was able to pivot about six to eight inches above his ankle. No obvious wound or blood but nonetheless a serious fracture was my conclusion based on Red Cross first aid training I had been through.

I was getting a fleece jacket out of my pack to put under his leg when one of the other riders returned to check on us. A quick discussion between the two of us concluded with him leaving us a space blanket and small fleece from his seat while he set of to tell the others of the situation and to seek professional aid. I started looking for splinting material but the only natural things of any substance that I could find had thorns growing out of them and were not useable.

As I was mentally going over the spartan provisions carried on my ATK, I remembered the plastic pieces that give the Aerostich Panniers their shape. They were quickly removed and although my first attempt to use them for a splint wasn't successful due to the tape getting tangled in the high winds, two nylon straps were used and the splinting process completed. The downed rider indicated that the splint was very effective in reducing his pain. With the leg stabilized, we proceeded to prepare for an expected wait for the professional rescue effort. Fluids, a couple of energy bars, another long sleeved shirt, an Aerostich fleece, his Roadcrafter jacket, and a space blanket proved to be adequate protection from the high desert night temperatures. My fleece was used for a pillow to support the injured leg.

Our location was thought to be 20-40 miles from Deming, NM and we could see lights from the direction we assumed to be Deming. Our rescue was uncertain at this point in time so we tried to prepare for a long wait in temperatures expected to be in the high 30s to low 40s. The stars were spectacular, lots of commercial air traffic overhead, and one satelite was observed traveling west to east. We both stared at lights in the distance and mentally got them to move, indicating rescue was on the way, when in fact it was so dark that our perspective was incorrect and after a few minutes we knew the lights were in fact stationery.

After about five hours when the rescue effort did appear, it was quite abrupt. The brush and the rescuers' route brought them up a dry wash and around a small bluff, preventing us from seeing their headlights until they were quite close to us. It was a Jeep station wagon and Ford Bronco, both 4x4, from Columbus, NM. The rescue team, made up of EMT, fire department, and law enforcement all admitted to never having been on that particular trail past a point about a mile from our location, because it was too rough.

The EMT commented on the effectiveness of the splint constructed from the plastic in the Panniers and applied an air splint over the top. The rider was secured in a plastic toboggan with a nylon harness and he was loaded into the back of the old Jeep station wagon. About 45 minutes was needed to cover something just short of a mile due to the rocks being driven on and the discomfort of the rider with the broken leg. After the rocks, it was loose sand following the same dry wash. Eight to ten miles down the dry wash, the ambulance was waiting and provided the transport from there to Deming and ultimately on to El Paso, TX for an orthopedic surgeon that would mend the fracture of both bones with stainless steel and screws.

Aerostich Panniers work very well for transport of items needed for traveling in the high desert with a dirt bike but in addition can provide materials much needed to prevent further injury to someone with a fractured leg or arm. Both Deming and El Paso medical staffs commented very favorably on the effective splinting job that was done as a result of having four pieces of fairly rigid plastic and two nylon straps. It's a real advantage to have items along on a dual sport adventure that can serve multiple purposes. The Aerostich Panniers did exactly that. A very useful and effective product.

- Milo Bjerke (2002), Aerostich Customer

Feebates

"Governments, (...to get us off our addiction to oil) starting at a state level, should use 'feebates' - that is a combination of a fee and a rebate - to broaden the price spread of models with different efficiencies at a given size. So you go to the dealer to buy a vehicle of the size you want and there are more or less efficient models of that size, and [for] the less efficient ones [you] pay a fee. The more efficient ones [offer] a rebate paid for by the fees on the inefficient ones. Fuel taxes are a much weaker way to affect how efficient a car you buy because they are diluted, roughly seven-to-one, by the other costs of owning and running the car, and then they are heavily discounted. So, for a typical buyer, looking at a year or two of fuel savings is about as unimportant as whether to buy floor mats. Fuel taxes encourage you to drive less, but they're a very weak signal to buy an efficient car in the first place."

- Rocky Mountain Institute founder Amory Lovings, interviewed in Newsweek, Aug 6, 07

So, uh, sportbikes would get efficiency-rebates from the taxes on touring bikes (etc...) ? - Mr. Subjective

Lashing Out

Poor little motorcycle. You weren't a dangerously fast Ducati, built for speed. Your design, as it happened, wasn't for long cruises among wide-open spaces - yours was not the pedigree of a BMW, or even a Honda "Gold Wing." You probably never met a Harley-Davidson in your short, brief life.

Rather, all you wanted to do was be a humble little motorcycle, in the streets of Pakistan. It's not much of a life, but it was YOUR life, and I hope that, while it lasted, you enjoyed it.

People, as you know, are strange, peculiar beings. They don't change your oil, let alone put air in your tires. But you never complained about your slipping clutch, nor did you ever have any agenda other than to go, to start, to roll...

And this was your reward.

You deserved better, little motorcycle dude. If there is a motorcycle heaven, it's my hope that an adorable, svelte, beautiful Kawasaki nicknamed "Doris" will find your scars, and your humble nature, irresistible.

Ride on, little motorcycle. Those people who beat you, and set you on fire are idiots. (Trust me. I know these things.) In the end, we all live in service to our dreams, and die trying to satisfy our needs. You did both, with fine style, little motorcycle. Sorry for the pain.

Namaste,

"Fat Elvis"

"We were sitting in a restaurant at Mid-Ohio. I was wearing Fat Elvis (my one piece red 'stich) when a woman at another table leaned over to tell me that I was wearing the most direputable 'stich she had ever seen! I told her to watch her mouth. That was talking about the one and only Fat Elvis - a suit that had saved two riders' hides and held up to tell the tale itself. But I was proud. Elvis was no cut-rate import. No nambly pamby Eurotrash design. Fat Elvis was an All-American suit. Baptized in beer. Battered in maple syrup. Covered in fruit jams and bolstered by barbecue. ...He met a heroic end saving me... You would have been proud of him."

- George B Mastovich via email October, 2007.

"Traffic Lights"

"I lived in Hanoi when they introduced traffic lights. The pre-lights system was wonderful, the cyclists and motorbikes all slowing down and politely weaving through each other. Each individual vehicle was like a drop of water - we functioned as a unit, not as separate entities. But one aggressive youth on a motorbike could throw that all off and force everyone else to come to a crashing halt. Then the motorbikes and general traffic increased and now it would be impossible without the signals. Yet there is something beautiful people can learn and experience without signals. It worked great when there were fewer vehicles as there was room to maneuver around the pedestrian. But the streets are too crowded for that now, and there is never a break in the flow of motorbikes turning or going straight."

- Debra Efroymson, letter to the editor, Carbusters

Packing & Protection Made Simple

For protection from impact and vibration, put your cameras, radios, tape or CD players and all delicate things into our fleece bags and then throw them all into a dry bag duffel. Add a pair of shorts or long pants, a sweatshirt or fleece jacket (depending on the weather at the moment), and our bathroom kit. Strap the dry bag to your rack or saddle and take off. Aerostich fleece bags make packing and protecting your delicate electronic or optical things simple: Just bag the stuff and toss it into your duffel. This is much easier than having to carefully pack each fragile item between soft things, and it also makes on the road access to your stuff faster and less frustrating.

On Soft Luggage

Learning how to expertly carry gear neatly and securely is part of the challenge - and the fun - of using soft luggage. Creating a lean way to carry your kit gets a little easier with each practice. After you've refined systems that are neat and simple to use, your motorcycle will be tight, minimal, cool-looking, and clean. It will be safer and more nimble, too, especially when the road is rough or demanding. A lighter, simpler, well-contained pack is a satisfaction you can see as you look at your loaded bike, and feel as you ride.

Most longer trips involve experimentally determining how to securely strap, clip and bungee purpose-built soft bags - and how to load them right. Luggage combinations can be optimized for particular trips: Overnights mean a tank bag and small dry bag duffel strapped crosswise on the passenger saddle. Three and four day rides are the same, but with a slightly larger Dry Bag Duffel, or the waterproof Rack Bag (#9030). Camping trips and longer journeys usually involve the addition of saddle bags sized for the season and length of the trip. Smaller always seems better.

I enjoy many luxuries on the road (good things to read, a comfortable place to sit, flask of scotch, etc..) but minimalize and simplify so the soft luggage required is smaller, rather than larger. For example, on even longer camping trips the medium duffel plus the 4" wide Thincase Dry Bag Saddlebags (#9005) provide enough space.

Part of the enjoyment of traveling long distances on a motorcycle may be similar to the challengees and satisfactions of trying to land large fish on lightweight tackle, or hunt with a bow, rather than a gun. For some, a soft saddlebag is more than simply a bag. It is the logistical expression of a uniquely personal, stylized minimalism. Using such gear well can be a craft filled with poetry and grace.

- Mr. Subjective (March, 2008)

Fonda Headline

"Headline: Fonda to auction Easy Rider memorabilia. ...Actor Peter Fonda is auctioning off some of his memorabilia from Easy Rider, including the American flag taken from the back of the jacket he wore throughout the film. Fonda, who was producer, co-writer and co-star of the groundbreaking 1969 movie, 'just decided it was time to share some of his treasures with collectors and fans,' said Doug Norwine, director of music and entertainment memorabilia at Heritage Auction Galleries in Dallas. The flag has an estimated value of $50,000. Other items up for auction on Oct. 6 will include a Department of Defense pin that adorned the jacket, Fonda's gold record for the film's soundtrack album and his collection for six movie posters, including those for Easy Rider. In one scene from 1969's Easy Rider, Fonda's character throws his wristwatch away. But it wasn't the Rolex that Fonda wore in the movie's earliest scenes, which is part of the auction. 'There was no way Peter was going to risk damaging the watch, naturally, so a different one was used for the scene where his character tosses it away,' the catalog listing explains."

- Duluth News Tribune, 9/16/07.

"The thirty year upward cruiser/HD/'biker' market has now just past it's apogee. This is the signal."

- Mr. Subjective 9/07

"How often do you ride?"

"Q: How often do you ride? A: Damn near every day. Q: Do you ride for the women or the gas mileage? A: Chicks and Glory! Actually, man, that's a good question because it taps into something that I've been pushing at for a while now. Here's the thing: we live in a world in which more and more people are becoming increasingly aware of the impact we're having on the environment. That being said, not everyone out there can afford a Prius, but anyone who can afford some beat up, used automobile can afford a brand new motorcycle, or scooter. Think about it, for roughly eight grand, you can throw your leg over something that will smoke any quarter million dollar exotic sports car off the line, and get thirty-five to forty miles per gallon doing it. For myself, that adds up to an equation that's hard to beat. Less emissions, less space, amazing fuel economy and beautiful power are the major reasons I ride, and why I'm trying to make more people aware of our presently somewhat niche world. And, yeah, women dig it, too."

- Actor John Hensley (Matt in 'Nip/Tuck') in Two Wheel Tuner magazine 1/08

The Clock's Ticking

"I'm suggesting that this is the year to get out there and log some long miles with a clear conscience even as the lawn goes to hell and the house plants wither and the cat takes off in search of a better situation. Load up the bike and get out on the road while it still retains some vestiges of its old Americana charm, while there are still some lingering drive-ins and tourist courts and rail car diners and eccentric roadside attractions. Get out there before the pall of national chain franchise business creeps into every corner of the land with its bland homogeneity, focus-group menus, calculated decors and cynical parodies of Main Street America. The clock's ticking."

- Terry Roorda, American Rider, June 07

The Motor Bicycle

"In the motor bicycle we have the cheapest, handiest, lightest and simplest power-propelled vehicle that has yet been introduced. The majority of cyclists have followed the motor movement from its inception, and wherever motor events take place one will always find present the inevitable little crowd of interested cyclists. To many thousands of riders of cycles, the luxurious motorcar is a forbidden pleasure on account of its prime cost and the expense of maintenance. But in the motor bicycle, the cyclist has a vehicle that particularly appeals to his fancy, and his pocket. It is a machine he can ride and drive at once; it is a vehicle he can keep in the house like an ordinary safety bicycle, and he can always get home on it should anything by chance go wrong."

- Editorial, Motorcycling and Motor (UK), Edmund Dangerfield and Walter Groves, Editors, Feb. 1902

Murphy's Laws of Motorcycling
  1. The farther it is to the next gas stop, the larger the bug that will hit your shield exactly on the sight line.
  2. When you dry out after riding through some rain, it will start raining again just when you begin to feel comfortable.
  3. The chance that your bike insurer will find out about that big ticket received in a non-reciprocal state is 100%.
  4. If you run out of gas, no matter which way you decide to push, the closest gas station will always be uphill and in the other direction. Corollary: The likelihood of running out increases when all of the nearby gas stations are closed.
  5. The chance of your helmet dropping hard onto a rough concrete or asphalt surface is proportional to its newness and expense.
  6. You only realize the bike's keys are in your street pants pocket after you've put on all of your riding gear.
  7. The more riders around, the more likely you will: a. Forget the kill switch is in the off position while trying to start your bike; b. Ride off with the sidestand down; c. Ride off with the petcock closed; d. Ride along for miles with the turn signal on; e. Get stung by a bee and do a roadside crazy dance shedding your riding gear.
  8. The scarcity of motels and camping spots depends on how late in the day it is.
  9. Your first successful multi-gear wheelie will be past a heretofore unobserved police officer who dislikes motorcycles.
  10. How long it takes to receive any back ordered part is proportional to how badly it is needed. When your throttle cable snaps, you will always coast to a halt in front of a crack-house bust in progress.
  11. The patch-wearing guy named "Tiny" really DOES want to know what you are looking at. Your battery will die at the exact same time something else on the bike breaks and you will think they are related.
  12. The cute girl is probably talking to you despite the fact you own a bike.
  13. The chance of rain depends on how accessible your rain gear is.
  14. A bad day of riding is better than a good day at work.

2007 Catalog Sidebars

Bluetooth Primer

A Quick Road Map Through the Modern Maze of Bluetooth

A Primer and Perspective on Bluetooth, Wireless Audio and Remote Control. A basic fact about Bluetooth and similar standards is that their ultimate purpose in life is to promote compatibility between devices made by different manufacturers. At its essence, Bluetooth is about standardization of short-range wireless data exchange. The A2DP profile is about CD-quality stereo audio. The AVRCP profile is about remote control of audio/video devices. There is also an intercom profile, which can be used for rider-passenger intercom, but if I said more about that, this wouldn't be a primer.

iPod accessories that broadcast the audio to your FM radio are highly popular. Many of them also provide remote control of the iPod, and they demonstrate that you don't have to use Bluetooth for remote control. More recently, a different sort of iPod accessory has started to gain popularity. Instead of broadcasting the audio to an FM radio, it uses the Bluetooth A2DP profile to transmit the audio to a Bluetooth-enabled stereo headset. As with the FM radio gadgets, the Bluetooth accessories connect to the iPod at the docking port, in order to provide remote control of the iPod. Because these devices are designed around Bluetooth, they naturally use the AVRCP profile for remote control. These devices are great, but I find one very significant drawback to them: because the A2DP audio transmitter is integrated with the AVRCP remote control receiver, the integrated unit connects to the iPod at its docking port, and you end up with an A2DP transmitter that won't work with anything else, i.e., anything other than the iPod.

The A2DP transmitter that I use (Jabra A120s) works with any audio source that provides a standard 3.5mm headphone jack. It is smaller than most key fobs, and has a 3.5 mm stereo headphone plug dangling from a short length of coiled cord. You have to use care when setting the volume level at the source because this transmitter doesn't have automatic gain control, and its A/D converter has a ceiling, which, if exceeded, will result in horrendous distortion.

If you are considering one of the new Bluetooth helmets, and if you want to listen to music, you of course want to make certain it supports the A2DP profile. But if you expect to be able to hear the music, you'll want to use earphones that fit snugly into your ear canal. The best designs, in my opinion, are the A2DP receivers that allow you to use your own headphones, i.e., the ones that provide a 3.5 mm stereo headphone jack, in lieu of headphones that are wired directly and permanently to the receiver module. The module itself either clips to your shirt pocket or hangs from a neck lanyard. At least two such devices are presently available, and both of them support cell phone use as well as A2DP. Anyone who anticipates making phone calls while wearing a helmet (…) should pay attention to whether the microphone arrangement will accommodate the need to hook-n-loop the mic into the chin bar after putting on the helmet. The Jabra model has a microphone located in the module along with the buttons. The other one, from Satechi, has that, but also offers the option of using the included earphones, which have an in-line mic that overrides the mic in the main module. That one also happens to be unusually rugged, it doesn't exhibit any erratic behaviors, and its power gain is truly impressive.

Even though both of these A2DP receivers use AVRCP for remote control, that capability will not likely be useful unless you have a cell phone that doubles as your MP3 player, or unless your A2DP transmitter is iPod-specific, etc. If your A2DP transmitter is like mine and connects to the audio source via a 3.5 mm stereo headphone jack, and if you want to add remote control functionality for the iPod, there are dedicated iPod remote controls, such as the iJet remote, that do not concern themselves with audio transmission (or with Bluetooth). You can attach the remote transmitter (the part with the buttons) to the top of your tank bag, and instead of awkward, multi-purpose buttons, the button layout emulates the familiar and intuitive iPod layout.

— By Tom Barber, used with permission.

The Gift

"It is better to be lucky. But I would rather be exact. Then when luck comes you are ready" - Santiago (The Old Man and the Sea, Hemingway)

It is 2:30 on a late October afternoon. I am on my way home to North Dakota from a meeting in Minneapolis. The temperature must be in the high 60's. No clouds in the sky. The air has a fresh, autumnal scent as I barrel along on a northwesterly track at 75 miles per hour. The warmth of the day combined with my early morning wakeup makes me begin to feel sleepy while I ride. I pull off at the rest stop just southeast of Alexandria and shut off my machine. All is quiet now. There are no time pressures and no pressures of any other type either. I stretch out under a maple tree, still dressed in my Aerostich, and the late autumn sun warms me to sleep as I think about the gift that is this day. Gift days always occur in the fall. One never knows at the time whether the day will be a gift day or a day from hell until it is too late to do anything about it. The day is a gift when I choose desire over common sense and ride when everything logical suggests that I shouldn't, and my boldness/idiocy is unexpectedly rewarded with a gorgeous day. Today is just such a day. But it didn't start that way.

This morning everything argued against taking the bike. And first and foremost were my sore shoulder and bruised spleen. The reason for the sore shoulder and bruised spleen was that I flopped my bike two weeks ago. A flop, as opposed to a high side, low side or wipe out, is when one is riding along in a straight line one minute, and is suddenly and without warning on the road the next. The cause of my flop was mud on the road. The occasion was what is known in the Red River Valley (of the north) as the "annual sugar beet harvest" in the long version, and just "beets" in the abbreviated version. The beet trucks pull into the fields to get loaded up with beets, and track that good Red River Valley, jet black soil onto the roads. All of that is well and good—as long as it is dry. But let there be so much as a smattering of rain and the road becomes a hockey rink.

I had left work under threatening skies, headed for a doctor's appointment. I needed to choose between the heavily patrolled but probably cleaner St. HWY 75, and the county roads I usually take. Because both have beet fields and beet yards anyway, I reasoned, I would take the county roads which have much lighter traffic. I was fine for the first ten miles, but after that it began to rain fairly aggressively. Nearing the Scandia beet yard I was down to about 10 MPH and barely keeping purchase. I had already decided that I needed to cut over to 75… if only I could make the two miles to the first cross road. Just before the Scandia beet yard (where all of the trucks go to pile the beets, and consequently, where the mud is the worst) I pulled into the left lane and waved a loaded semi past me. Twenty seconds later I was on my face, in the mud, on the road with my bike sliding slowly ahead of me. There was no warning, no slip. One minute I was riding and the next I was sliding and that was that. I could tell that nothing life threatening had occurred, so I leapt to my feet and got my bike on its feet and off to the side of the road (40,000 lbs of beet truck bearing down vests a man with incredible, instant strength). By riding on the unpaved shoulder for next couple of miles I made it to the crossroad, which was mercifully clean, and over to 75 which, it soon became clear, should have been my choice in the first place. But on a motorcycle you make choices and, right or wrong, you live with the results. Well, I made it to my doc's and now he had two new things to diagnose: 1) separated left shoulder; 2) bruised left rib and spleen. Despite all, two weeks later my sore shoulder, bruised spleen and I were speeding through a misting rain at 75 miles per hour in the pre-dawn light on our way to my monthly meeting in Minneapolis, some 250 miles distant. Although I was dressed for it with layers and layers of clothing topped off by my rain suit, it was only 35 degrees outside and I knew I was in trouble if it set in to rain all day, although it was not supposed to. The gentle spatters of rain were not enough for me to close my face shield. I was glad. I ride with the shield open in all but the coldest or wettest of weather; I like the contact with the environment. I like the smell and feel of the cool moist air and the taste of the occasional splashes of cold water which make it past the spoiler and wet my lips. It reminds me that I am alive.

In spite of the not-all-that-hardship of weather I was enjoying myself immensely. I sped past Fergus Falls as the leaden sky lightened in the east. Miles of space between me and other cars out here, so despite the rain, safety was never a concern. The Giali electric gloves were a comfort, keeping my hands both warm and dry. I glanced at the laminated school pictures of my four grandchildren clipped to the left and right edges of my windshield and I was beguiled by an array of the gap-toothed smiles of the innocent. Those pictures, changed every year, remind me to not take extra risks, and to drive like I have a target on my back. In part, I have watched my babies grow up from the seat of my motorcycle at 75 miles per hour.

Every rider arranges his or her machine in whatever way seems natural and personal to them. I took inventory of the rest of the cockpit and thought for a moment about the appointments that made it my bike alone. Besides the pictures, there was my Mag Lite flashlight in its holder on the left side of the Hannigan SS fairing, and my water bottle holder on the right. Stuck to the left side of the windshield with its two little suction cups was my $1.99 kitchen window thermometer which was supposed to be a temporary installation last spring, but which remained throughout the season to become a valued part of the bike. Besides, it was the only thermometer with numbers big enough for me to read while riding. Up on the dash were my Coleman NightSight watch, glasses case, and of course my "cell phone." Partly in protest of cell phones and partly as a joke a few years ago I stole from my granddaughter's toy box a Play Skool, four button, white plastic cell phone, which used to play music when you pressed the buttons. The funny part about that phone is the number of people who ask if it's real. I usually tell them that it is but that it only works with a Fisher Price adaptor. Some get the joke and some smile weakly and nod uncertainly. But the best response came from the former owner of this particular bike.

I bought this machine from a woman who had painted it a non-stock blue and had set it up like a café racer with a small fairing, etc. After I bought it I had it painted avus black and I set it up for touring with a large fairing. At the Hiawatha Rally that year she came over to see what I "had done to her bike." "I really hate that big fairing." (Nothing like starting off the conversation with an insult, I always say). "That's okay, Karen. It isn't your bike anymore so you don't have to like the way I have it set up." She agreed. "You know, that cell phone won't work down in these valleys." "Ah, Karen? This phone is a toy, see? So it wouldn't work anywhere." "Well even if it was real it wouldn't work down here." I couldn't help but wonder why we were having a conversation about the lack of reception on my toy phone.

At Alexandria I took my one break and bought some gas. As I had to be at my meeting at 10:00 I had little margin for error and so I was back on the road in a timed 10 minutes. It was full light at 8:00 and I could start to see evidence of a clearing sky and sun, appearing as a thin strip of light on the far western horizon. I made the 60 miles between Alexandria and St. Cloud in 45 minutes; after that I entered the beginnings of the tail end of the Twin Cities' rush hour. I have always disliked that part of the ride. I have grown unused to the hand-to-hand combat skills needed to ride in a large city. I was driving at plus 70 miles per hour with fewer than 50 feet between the car in front of me and the car behind me. Perhaps counter-intuitively, I have found that if I move slightly faster than traffic I actually feel safer, for then I am constantly choosing my position rather than letting the traffic around choose for me.

By the time I neared the University of Minnesota campus commuter traffic had thinned. I was buoyed by the thought that after a brief two hour meeting I would be back on the road. Only then I would be headed in the right direction: OUT of the city. The parking ramp allowed cycles to park right near the exit. I slipped out of my riding kit and locked it safely away in bags and trunk. I entered my meeting at the stroke of 10. This was a pretty good meeting as meetings go. It started and ended on time and it actually accomplished something in the middle. I found as the time neared noon I actually got excited at the thought of the ride home! One might think that after 20 years of riding including a full season this year one might get a bit jaded, but not me. Even though there were tons of things to do on the huge campus, I had only three things on my mind:

  1. getting on my bike and riding;
  2. getting OUT of the city;
  3. lunching at my favorite restaurant in St. Cloud.

I strolled quickly across campus, cut through the massive Coffman Student Union and back into the West Bank parking garage. I put on only about half the amount of clothing I had on this morning, started the bike and headed for the exit. I carefully threaded my way down Washington Avenue and across the mighty Mississippi. I hooked left onto I-35 south for only a few hundred meters and veered right onto I-94. Almost immediately I dived into the semi-darkness of the Lowery Hill tunnel, and as I cleared the other side of the tunnel the sun burst out of the clouds as though it was all planned for my riding pleasure. The heat was felt immediately and it was very pleasant. Seven or so miles later I crossed the Mississippi again and blasted onto 94 west, outbound for Fargo. The sun was out, the temperature was coming up and I was finally in my element: headed away from the city and toward open prairie.

Beyond Monticello traffic thinned and the country began to open up once more. Having made this trip hundreds and hundreds of times in my life, it has become a "touchstone" ride, something that is familiar and reassuring rather than boring; a trip which is freighted with memory and nuance. Memories of trips past came in fragments. Cold rides, hot ones, my first trip this way on my new-to-me bike in 1993, all were remembered, and each one contributed its weight to the joy of this ride. I stopped at St. Cloud, at a restaurant called "Dong Kahn," out by the Crossroads Mall. Susan and I discovered this place many years ago when, appropriately, we were on a bike trip. Now I will suffer almost any pains to get a meal there. After lunch I gassed up the bike and proceeded northwest on Division St. I passed through the town of St. Joseph, MN, and entered the freeway only a few miles from the St. John's/Collegeville exit.

Avon, Albany, Melrose, Sauk Center. The sun was warm and I began to get sleepy. This used to present a problem for me as I couldn't sleep during the day no matter how hard I tried, but somewhere along the line I learned to take catnaps. The ability to catnap (or powernap in today's vernacular) has been a real boon to my riding, for now I can take off at virtually any time of day or night, on any amount of sleep, because I can always stop to sleep if I get tired. This is especially handy when I have trouble sleeping on the night before a big trip; now I just get up and go. Then, a mile or ten or a hundred down the road when my excitement is under control and fatigue sets in I sleep better. Just southeast of Alexandria I pulled off to take a catnap at the rest stop which brings me back to the beginning of this story.

Twenty five minutes later I arise feeling rested and grateful for the day. I use the restroom and mount up again. Now I am torn. On the one hand I'd like to get home; on the other hand, it is the third week of October and the chances that I will get another day like this before next May are slender. Add to this the fact that I am enjoying the opportunity to ride 500 miles in a day while "on the clock" AND getting mileage for the whole deal, and I am left to conclude that there are worse ways to spend a day. That makes me want to milk this one as long as I can. But, after all, I am homebound, and that always, always wins out. Anyway, it's Friday, and that means that Susan and the grandbabies are waiting for me, so in the end I resolve to enjoy the trip for what it is, neither adding to nor subtracting from the final distance. I mount up in that clear, redolent autumn air, trail out of the rest stop and get full-on the throttle so that I am up to 70 miles per hour by the time I clear the entrance ramp. Four o'clock is rolling past as I bend around Alexandria.

There is something different about autumn sunlight. It seems warmer, softer somehow. The sun lights up the wheat stubble on the rolling fields, putting me in mind of Sting's song, Fields of Gold. The shadows of the occasional trees along the freeway are longer now, and I can feel the air cool slightly as I pass through them. Even though it is only 650 cc, my BMW R-65 is practically asleep at a mere 70, but that only adds to the general feeling of relaxation. Nothing is busy, not my mind, not my bike, not even the weather. I pass the final real city of any sort, Fergus Falls, in a ride-induced reverie. I flirt briefly with the idea of taking county roads the rest of the way, but why tamper with success?

A few miles down the road my trance is broken by a pair of headlights in my mirrors. Soon enough a couple of Harleys sweep by on my left. I wonder if they always travel at these speeds or if they saw my bike ahead and "hunted" me. The answer soon becomes apparent as I wick up to 80 and tuck in behind them. They push it to 85…then 90…then 95 and finally 100 MPH. I stick with them (hey, who ever said I was mature?). I know for a fact that there aren't many stock V-Twin Harleys that are comfortable at 100 miles per hour, which leads me to believe that either these aren't stock HD's or that the riders are paying a price for this pace. I do notice that they keep looking back to see if I am still on them. My bike, on the other hand, will run comfortably all day at 7,250 RPM. But what I know and they don't (or maybe like me they are also at the end of their throttles) is that if they put on 5 more MPH they will lose me. The standoff finally ends after 40 miles when they pull off at the Moorhead exit, just one exit before my own. My little foray back into adolescence has gotten me home in about 30 minutes instead of the usual 45, plus I got to needle a couple of Harley guys who thought they were the baddest thing on the road.

I choose to ride through town for my last five miles, amazed that it was just this morning that I had left in the foggy, misty, dark. It seems longer ago. I pull into my driveway, shut off the engine and switch off the gas. Susan comes out and asks me how my trip went. "It was a gift," I say.

— Rand Rasmussen (2005)

Wash In Water Repellants & Washing Gear In General

WASH-IN WATER REPELLENTS & WASHING GEAR IN GENERAL

I don't think there is a 'best' wash-in water repellent, but that doesn't mean there isn't. The Gore-Tex® company has laboratories with rows of washing machines and dryers (looking like a high tech Laundromat...) and all kinds of test apparatuses. They can probably determine which of the wash-in products was the best.... and similarly each of the manufacturers of these products must also have their own laboratories. All these labs are probably able to provide comparisons that would be useful to determining a 'best'. We don't have that capability. I use the Nikwax products, more out of habit than anything else. I've used these products for about the last ten years. Before that I used spray-on Heavy Duty Scotchguard for a water repellent treatment, and Tide powder for laundering.

My friend Henry S. Winkour recently asked about re-waterproofing midway through a season, and I told him this is a 'Mr. Subjective' question. I re-waterproof every time I wash my gear, but I do not wash my gear too often. Washing gear is hard on it in terms of the ultimate life of the fabric, stitching and taping (washing a vehicle too frequently is the same...). This does not mean it doesn't feel good to have a clean bike or a clean riding suit. It does. But I have not washed my current darien pants in over a year. They are filthy and could sure use a wash. When I do it next, I'll use Nikwax for water repellent to boost the water repellent that was in the fibers of the Cordura when the fabric was manufactured. How often you wash and use repellents is subjective. This year I did not wash my bike once. I rode about 10,000 miles, which is average. As winter approached I told myself I really needed to clean it up before putting it away. Fall came. The leaves fell. The ground froze. Turkey was eaten. And now it is 20 degrees and there's snow all around my home and the bike is still unwashed. I did all the oil changes and tire changes and regular maintenance it needed during the summer, and at all the appropriate times, but I never got around to washing it. Now I go down to the garage and look and it's dark and thickly covered with that ugly gray film of road filth that motor vehicles get if you don't wash them for a long time. Plus bugs and brake dust and a crust of oil in a few places around gaskets. It's a dirty, grubby, worn bike - and now I'll have to look at it this way until spring, probably.

— Mr. Subjective (November, 2006)

The Gear You Use

"Your gear says a lot about you, just as your bike and your riding behaviors do. Something worth buying should be worth repairing. It's ok to be sentimental about your stuff. In fact, it's desirable. Such feelings provide both individual economic advantage and the broader benefits of shared environmental stewardship."

— Mr. Subjective (January, 2007)

Travel Times

"Travel times: The average American takes 22.4 minutes to drive (by car) to work. Marylanders take the longest, 27 minutes, and South Dakotans and those in Wyoming are the fastest at 13.8 minutes. In El Ayee it takes 26.5 minutes for the average commuter to get to work. Drive faster (?) or switch to your motorcycle? Hmmm..."

— Mr. Subjective

Old Modern Poem

"Hey diddle, diddle

The bicycle riddle—

The strangest part of the deal.

Just keep your accounts

And add the amounts

The 'sundries' cost more than the wheel."

— Anonymous 1896 poem

(which applies to MC's and MC gear perfectly…Mr. Subjective)

Ha Ha

"A motorcycle cannot stand on its own because it's two tired."

— Mr. Subjective. (The worst motorcycle pun ever...)

Legacy Gear

"Wearing stuff out over a log period is very satisfying. Our world of technology changes faster and faster — and it is always work to apprehend and incorporate every form of newness into one's life. Fun work, certainly, but still work. It's nice to be lazy and keep the same old familiar bike and gear, year after year, just maintaining, repairing and rebuilding it as needed. This leaves more time to explore many other kinds of equally interesting things... involving riding and bikes, of course."

— Mr. Subjective, August 2006

2006 Catalog Sidebars

Shorts Under Suits

In the past we have recommended wearing long sleeve shirts and long pants underneath Aerostich suits. We still do, but after seeing thousands of crash-damaged suits, I'm more relaxed about wearing shorts and a t-shirt underneath. Especially for casual riding, touring, and traveling. There are trade-offs but wearing shorts under Aerostich suits can make warm weather rides a lot more comfortable. The shorts can be cotton, synthetic or blended fabrics. Shorts are also great at any roadside stops or destinations after your suit is off. Combined with tall riding boots they make an attractively hip look, right?

— Mr. Subjective 2/06

Shane Smith 2005 Ironbutt Rally Champion

Dear Aerostich, I recently had a low side accident in the North Georgia Mountains. I was riding on Hwy 19/129 near Neal's Gap, on Blood Mountain. I was exiting out of a right hand turn and touched some Oil/Diesel in the road. The next thing I knew, I was sliding on my back behind my motorcycle. It has been nearly 500,000 miles since I have had a major crash on a street bike, but I always wear the proper gear when I ride (Helmet, Boots, Gloves, and Aerostich Suit). I have always wondered how the Aerostich suit would protect me in the event of a crash, but have never really wanted to test it! Since I am now a Crash Dummy for Aerostich, I can speak from experience. I did not have a scratch or bruise on me! The Suit worked as advertised, it is heavily damaged, but it will be cheaper to repair or replace than my skin would be. Thank-you for making such a quality piece of gear, I have always been a good spokes person for your company, but will be even more so in the future.

Your friend and customer for life,

Shane Smith 2005 Ironbutt Rally Champion 11/05

Survived The Storm...

Just a quick thank you. My wife and I have been wearing the Roadcrafter two piece suits for years. As members of HSTA since 1982 we have enjoyed riding all over the country and never without the protection of Aerostitch. On August 28th we left our home because Katrina was fast approaching. As a New Orleans Police Captain leaving the city was out of the question and why should we, the storm would pass and we would be returning the next morning. Well it took eighteen days before the water got low enough for us to enter the house. It took another seven days before we could get anything of value out. Every piece of clothing we owned was destroyed. Cloth had rotted, salt water had eaten through nearly everything including leather. It took another day before we got to the Roadcrafters. There they were, rust stained, filty, and covered with mud. I removed the attached bibs, took out my wife back brace, and removed all the padding. The next step was to get them into a commercial washer and pray. I'll send you pictures when I can. The suits may not look as good as they did, and they still don't smell great but they survived the storm. I'll be ordering new padding for both suits and a new back brace for the wife's suit that was the only part that did not survive. Add a little scotchguard for the cloth and silicone for the zippers and we should be back in business. The storm took all of our bikes so it will be a while before we hit the road again but when we do we will still be wearing Roadcrafter II's Thanks for an extraordinary product.

Juan and Beryl Quinton

Robin R. Haywood

Robin Haywood

Dear Aerostich gang,

I've been wanting to send you this picture. I was riding through Death Valley in January 2005. This picture was taken by some folks I had never met, as you can see they were following me and thought the wagging tail and ears were funny and took several pictures. When I stopped at Furnace Creek for a break they saw me and said they'd send the pictures.

What you can't see are the heated grips, Elkskin Roper gloves (3rd set), Electric Liner or the many other little gadgets I acquired from you. Cool stuff.

I gota tell yah, I just love this Hi-Viz jacket. I ride about 30,000 miles a year and this thing gives me a feeling of "False Security". I noticed right off the air space around me seemed to increase by 30%. Cars move a bit further from the dividing line.

What's the best is when I'm coming up behind someone, once they look in their rear view mirror and see me they pull over to the next lane. I'm sure they think I'm some kind of emergency vehicle or something. Then as I pass by with my tail and ears wagging in the wind they must figure they've been had.

Thanks for being there.

Sincerely,

Robin R. Haywood

2005 Holiday Sidebars

Riding In Low Light Conditions

Being anywhere on the road at this time of year is more difficult and dangerous. Many drivers become even more awful when twilight falls. Our eyes don't immediately adjust to the greatly expanded hours of dimness that occur every afternoon, and it takes a full twenty minutes for vision to readjust whenever we leave illuminated buildings. During the fall and winter seasons:

  1. Fewer motorcycles are on the road, so drivers aren't expecting to see you.
  2. Twilight lasts much longer, and it occurs during the busiest traffic periods.
  3. There are more total hours of darkness. December 21st is the shortest day.

Visor shield products will help you see better into a winter afternoon's low-hanging sun, and should help myopic drivers see you a little earlier. Hopefully they will pick out your glowing, irregular, reflective shape well before you are banging your fists and helmet across the hood of their thirsty horseless carriage. Riding longer and riding more is better. Perversely, it makes you happier especially when it is dark and the weather is just atrocious.

— Mr. Subjective 9/05

A Note On Energy Conservation

(How Riding Helps)

Advancing economically and socially always involves increasing mobility — from walking to bicycling to motorcycling, and eventually to automobiles. While the benefits of this progress are obvious, we also face ever increasing difficulties of too high fuel costs, declining resources, excessive road congestion and insufficient parking availability.

More specifically, statistics show that the U.S. has made no progress in lowering fuel consumption over the past 14 years. CAFE, the Combined Average Fuel Economy, is worse now than it was in 1999. Cars and trucks account for about 40% of total the U.S. fuel consumption and our dependence on imported oil continues to increase — from 37% in 1980 to 56% in 2003.

For all journeys from point A to B, motorcycles and scooters are more efficient, faster and a lot less consumptive than almost all cars and trucks — and we riders know motorcycling is more fun. The nano-routines and everyday rituals of motorbiking always become easier and more automatic the more you ride (it probably becomes safer per-mile traveled, too).

There are over five million bikes in the country. Motorcycle companies would like to sell even more of them. Here's how you can ride more and help motorcycling at the same time: Add one of these license plate frames or bases to your bike. Or wear one of these shirts. Let others know how great riding feels, how it works, and how it helps.

--Mr. Subjective 9/05

On XM Satellite Radio...

"I listen to XM about 25% of the time. The rest of the time it is off. I use earspeakers, just standard Etymotics for the last several years. I have several custom molded ones, but the Etymotics work fine. As good or better. I shortened the wire so it is about the same length as corded earplugs. I use a short coil cord from this to the XM receiver.

Getting the wire and earspeakers set so that nothing fouls on the jacket or tank bag always takes a little experimenting. On my last trip I got it right by mid-morning and then it was fine the whole time. I could stand on the pegs, hang off, turn my head both ways, etc.. and the cord was fine. At first it was catching occasionally on something but I changed the position of the cord slightly and then it was perfect.

For years I had a waterproof cassette deck with an am/fm stereo. Then just an am/fm stereo and no cd or cassettes. The XM is the best solution so far. Satellite signals don't fade with distance.

In the rain the XM is safe under the tank bag cover, but using its controls through the triple digit glove rain covers is hit-and-miss. The On, Off and preset channels are ok, but using the Koss thumbwheel volume control is pretty impossible.

The XM is the best when it is dark or on a long lonely highway. Sometimes a song will come up that is just perfect accompaniment for the road or the moment. Like the Frank Sinatra stuff that was on late Friday night."

--Mr. Subjective 8/05

2005 Catalog Sidebars

Minnesota plans to straighten out highway 1

THE MINNESOTA DEPARTMENT OF TRANSPORTATION
PLANS TO STRAIGHTEN OUT HIGHWAY 1

Was the Department of Transportation
Created to break our starved hearts?
So it would seem. They bulldoze dreams.
Once, where we blasted across a high bridge
And glimpsed, through a lattice of steel,
The flash of the black-and-blue river,
A raft of bluebills aswim in a swirl,
The thrashing white rapids below,
Our looks now boomerang off a blank wall,
The highway turned hallway, one more
Aesthetic atrocity committed, one more
Beauty spot blotted out.

And now they intend to tame Highway 1,
That sweet prime number, that first and best
Rambunctious trunk through the trees,
That primitive, asphalt snake in the woods,
That whoopdedoo carnival ride of a road.
Oh, say it ain't so! Oh, no, no, no.
Didn't these planners have fathers at all
To tell them the journey itself is the goal?
Were their poor mothers so hooked on speed
They could only whisper, "Efficiency!"?
Oh, say it ain't so. Oh, no.

Will we allow them to level the lift
And fall, the swoop and drop,
The rockabye-baby ocean motion
Singing through our spinning wheels,
The lilt of the lullaby lay of the land?

No, no. No more tilt-a-whirl, watch out,
Hit the gas, touch the brake, wake up,
Hug the curve, sliding, gliding off on the bowbend,
Double back, hairpin, stop-and-go waltz?
Will all this be lost? To what end, pray tell.
To arrive more quickly at a gravel pit
Or the big blue nothing of Lake Superior?

Whoa, nelly. Don't tell me
We should speed past trees that took
Two hundred years and more to be
The colossal candelabras they've slowly become

Says who? Should MNDOT reduce
Our chance to flush a flustered grouse,
Waken a wolf, startle a deer, frighten a fox,
Or collide with the sudden broad side of a moose?

Save us, preserve us from Euclid's dream,
The gleam in the architect's eye. Leave us
This road like a river's meander through popple and pine.
Let planners surrender their pens, resign.

Duluth writer Barton Sutter is the author of five books, including My Father's War and Other Stories, Cold Comfort: Life at the Top of the Map, and The Book of Names: New and Selected Poems, all three of which have won Minnesota Book Awards. His new collection of poems, Farewell to the Starlight in Whiskey, is scheduled for publication this fall. More info about MN1's reconstruction at http://www.dot.state.mn.us/roadwork/bynum50.html

2004 Catalog Sidebars

Top 11 reason not to ride to work addressed

1. HOW CAN I LEARN THIS?

Riding to work and for transportation is not as simple as using a car or public transit. Seek experienced commuting or transportation riders for lessons, information and mentoring. You’ll find commute-savvy riders by networking at local motorcycle groups, shops and clubs.

2. TAKES TOO MUCH EXTRA TIME.

Studies show that net motorcycle commuting times are the same as, or slightly faster than commuting by car. So even with the extra steps of dressing in riding gear, you’ll be ahead. To prove it, motorcycle every day for two weeks. The first week will be practice to establish riding routines. Time each trip during the second week and average them. Then drive for a week and average those times. Compare the two averages.

3. THERE IS NO SAFE PLACE TO LEAVE MY BIKE AT WORK.

This is common. Work with your employer or with a nearby property owner to arrange a suitable place. Ideally, it should be secure from theft and tampering, shaded, and convenient to your work area. Offer (or be willing) to pay for a good place. Leave a cover or lock permanently stationed at your spot. A locker or plastic bin can be secured to a fence or wall to contain both items, or store other gear.

4. ERRANDS.

Kids, groceries, shopping... you can use packs, courier bags, saddlebags, tank bags, bungees, and racks to carry a surprising amount. Most school age children can be readily transported by bike, but you’ll need to carry their gear (helmet/jacket/gloves) for them. Children of all ages are routine bike and scooter passengers in many countries outside of the USA. If you’ve been buying a month of groceries with your car, change to buying a week’s worth on your bike.

5. WORK CLOTHING IS NOT SUITABLE.

Keep a sport coat, suit, uniform or changes of work-suitable clothing at work. Or pack a change of work clothing along in a courier bag or duffel. Or wear a coverall-type riding suit.

6. EMPLOYER SAYS NO.

Explain how riding energizes and leaves one more alert. Regular motorcycle commuting improves concentration, risk management skills and overall health. You can also provide documentation from motorcycling advocacy sources like The Daily Rider www.ridetowork.org about the broader societal values, too. Use creative methods like sending a plant with an environmental pro-riding note. Follow up a few weeks later with a box of candies and another note about parking advantages. Send a fruit basket with a third note about health benefits a month later, and so on.

7. COMMUTE DISTANCE IS TOO LONG OR SHORT.

Get a more comfortable motorcycle. Lots of people do daily 100+ mile commutes on touring bikes. Lots of people do one mile commutes on small scooters.

8. NO CELL PHONE AUDIO AND COFFEE.

Weatherproof radios, helmet speakers, or ear-speaker systems are all available, as are various functional cup holders and hands-fee phone brackets. Look for these (and more) in motorcycle magazine advertisements and from accessory catalogs or at shops.

9. RIDING IS TOO DIRTY.

Wash your face and hands upon arriving at work. Wear protective clothing when riding. Change clothing as needed.

10. TRAFFIC IS DANGEROUS.

Damn straight it is. But if you can drive to work for years without an accident, you can learn to do it just as safely on a motorcycle. Ride paranoid and keep your riding skills sharp and you should never have a problem. Without an automobile capsule, you’ll need to be visible and wear protective gear.

11. IT'S TOO MUCH WORK. AND SOMETIMES IT RAINS.

Get over it. And get a rain suit.

Repellents: Wash-in Spray-on

We generally encourage Nikwax (or Tectron wash-in) over ScotchGard spray-on. Nikwax is easier. It is one less thing to do, since it goes in while the suit is being washed. With ScotchGard the suit needs to be hung up somewhere and sprayed. It takes a while to do this correctly because a good job involves flipping open the various flaps and spraying into the underarm zippers and around all the folds and hidden places. Nikwax goes everywhere during the wash. Few people take the time to hand seal the knit zipper tapes and stitching where water can enter in the lap area, and that it is easy to overlook getting ScotchGard into and around these areas. Nikwax saturates all the zipper tapes and helps prevent leaks in these areas. Nikwax is not as durable as hand seam sealing with a urethane seam sealant, but it still makes a noticeable difference in how much water will wick through a zipper's knit tape. Even a little drip leaves a big wet spot.

--Mr. Subjective

Wet Weather Glove Problems 2.0

Most riders have glove problems in wet weather. Leather becomes soaked and then stays wet for a long time after the rain ends. Gloves with waterproof inner membranes can still get sweaty. This type also doesn’t solve the problem of saturated outer leather remaining wet for a long time. Waterproof liners are also fragile. They can tear in the course of ordinary wear, usually long before the glove has worn out.

Rubber over-glove covers keep leather dry but interfere with good control feel. During long rain periods, gloves underneath eventually become damp because these rain covers are not breathable. Neoprene foam gloves are uncomfortable to wear for extended periods. They cause muscle fatigue because of their springy pre-formed shapes, lessen control feel and don’t breathe or provide abrasion resistance in a crash.

Try different approaches for different wet weather circumstances. For most riding I like our Elkskin Ropers with a touch of Heavy Duty Scotchgard sprayed across the knuckles, fingers and backsides of the glove. proofing spray provides some wetting resistance. Even if not, I sometimes continue riding anyway, allowing the gloves to gradually become wet, knowing they will have time to dry later. If it looks like a long day of wet riding is ahead, I put on Aerostich Triple Digit Rain Covers before starting out. On days when it looks like it may rain intermittently, I will carry the left raincover in a left side Darien pocket and the right one in the other side. On a smooth, straight road without much traffic, and when I’m not going too fast, I'll sometimes put on the rain covers over my regular gloves as I ride. After seeing bad sky conditions ahead, it takes about a mile to get them on. Do not try this. It is easy to wobble off the road and crash. Normally my rain gloves live in the tank bag and I pull over to put them on.

For commuting on wet days I like synthetic motocross gloves because they dry so quickly. Unfortunately, these types have limited abrasion resistance and are not suitable for riding at higher speeds.

Mr. Subjective

2003 Catalog Sidebars

Darien Versus Roadcrafter

The Roadcrafter seems to be about twenty percent more abrasion resistant than the Darien because it provides more layers of fabric over a larger area of the garment. These layers include both the elbow/shoulder/knee areas of ballistics nylon and the additional pockets on the Roadcrafter design. On the other hand, the Darien is slightly lighter and cooler to wear. We have seen DarienLight jackets that did well at 70 mph, and many regular Dariens that have functioned in crashes at even higher speeds. (Most crash events occur between 30 and 70 mph. Within this range the Darien, DarienLight and Roadcrafter all seem to provide useful abrasion protection. All provide more than jeans and windbreaker jackets.)

Riders on powerful sport bikes will prefer the closer fit and greater protection a Roadcrafter suit offers. Mr Subjective: For commuting around this smaller city, I often wear a DarienLight jacket, an open face helmet, denim jeans and ankle high shoes. On weekend rides, I normally wear a regular Darien outfit or Roadcrafter suit, and a full-face helmet and boots. For a day at a track school, I have only worn a Roadcrafter with all the optional pads something I would seldom choose for my local everyday surface-street riding. On overnight trips, I use a Darien or DarienLight outfit, depending on where I am going, and how long the trip will be. For many years I wore only a one piece Roadcrafter everywhere, including weeks-long road trips. That's still a favorite, but for my current everyday urban riding I mostly choose a Darien. If you want a two piece suit, go with the Darien. For a one piece suit, go with the Roadcrafter. If you have questions abou the decision, call and talk with us about your everyday riding patterns and applications.

Mail Order Sizing and Fitting?

We are experts at providing a great fit. We have lots of practice. Since 1983 we’ve talked to thousands of riders about their size, bike, climate and riding applications. Now we use a form that was developed to help our staff ask the right questions so you'll get your suit or Darien size perfect. Our most experienced associates do this successfully 98% of the time and our newer staff members are well coached. Every new order is double checked. Ordering factory direct gives you access to more sizes than are available at a shop or from a distributor catalog. The one piece Roadcrafter comes in twenty-seven different off-the-rack standard sizes. Let us help you find the one that provides the most perfect, precise fit. You will not be disappointed.

Buying Sight Unseen?

Things bought mailorder can sometimes be dissatisfying. Smaller than pictured. Or cheaply made. Or just-not-nice somehow. Aerostich was established to pioneer textile riders clothing. The RiderWearHouse catalog was created to sell riding tools and gear that make motorcycling better. Nothing here is included solely for business/profit/money reasons. You will find goods made with quality, integrity, long service, a little fun... and real value. When you open the box, we want your order to be better than you expected. We want your business and value your trust.

Care of Aerostich Textile Gear

{and most Others}

Maintaining Breathable Fabric

After the manufacturing process that bonds the breathable/waterproof membrane to the Cordura fabric, a DWR (Durable Water Repellent) chemical treatment is applied that prevents water from being absorbed into the Cordura’s fibers. Water should bead and run off the outer surface of your suit’s fabric so moisture vapor from the inside can pass through the membrane. Keeping your suit clean will allow it to perform better. If the outer Cordura fibers become saturated in wet conditions, the water layer forms a barrier that causes vapor to condense on the inside surfaces of the garment so you become wet, even though no water is passing into the garment through the membrane.

Over time and after extended wear, this original DWR treatment wears away and must be renewed. By periodically laundering your suit with a wash-in treatment like Nikwax TX Direct® (see below), or by applying a post-wash water repellent product like Scotchgard®, Revivex® or Tectron®, you can insure that water will bead and run off the fabric, and that vapor will always be able to pass through, even in wet conditions. Maintaining the DWR also helps your suit dry faster after being in rain.

Cleaning/Laundering

Do not dry clean unless clear distilled solvent and a spray repellent are used. Machine washing is recommended. Remove the TF pads and the contents of all the pockets. Close all vent zippers. Wash using the regular cycle, and a “warm” water setting. Use only mild liquid detergents, wash-in water repellent products, or non-detergent soaps formulated specifically for outdoor fabrics. When using mild detergents, run the complete wash/rinse cycle a second or third time with no detergent. The second or third water-only rinse is required to remove any residual detergent. Hang dry or machine dry at a medium temperature. When dry, tumble your garment on warm dryer setting for 20 minutes to reactivate the DWR (Durable Water Repellent) treatment. Do not use anti-static products if using a dryer. Reinsert the TF pads. Hook and loop fasteners may pick up lint when washed, this can be removed using a fine comb. If applying additional spray-on or wash-in water repellent products, follow the directions on the product label. Small stains can be removed using ‘spot cleaning’ stain removal products. Citrus based cleaners work well for cleaning oil stains.

Increasing Water Resistance of Roadcrafter Main Zippers

The Roadcrafter’s unique zipper arrangement is a key to it’s convenience and function for everyday riding. This design can become a source of water entry in extremely wet conditions. To dramatically improve Roadcrafter suit performance in severe rain conditions use either a wash-in water repellent or hand seal three areas: 1) The perimeter stitching and knit zipper tape around both underarm zips; 2.) The stitching and knit zipper tape along the right leg zipper from the top to a few inches below the knee; 3.) The stitching and knit zipper tape along the left leg zipper from two inches above the bottom of the hook and loop flap to three inches below the knee.

Wash-in repellents like Nikwax TX Direct® penetrate all fabric fibers, stitching and knit zipper tapes during laundering. In addition to improving breathable fabric function in wet conditions, they are an effective way to minimize leaks around zippers. Hand applied liquid seam sealing products like Seam Grip®, should be thinned enough to completely soak into the fabric, thread, and stitching. (Liquid sealants are thinned with Cotol® or toulene.) Apply two coatings and allow the sealer to dry between applications. Apply sealant to both the knit zipper tape and the stitching attaching the zipper to the garment. The seam sealer should soak into the knit and dry invisibly. Excess sealant will interfere with the operation of the zipper slider.

Color Durability

Weather and strong direct sunlight may cause some color fading of the dye used in the manufacture of the Roadcrafter and Darien’s Cordura Plus nylon fabric. Similar fading can occur in all types of clothing from leathers to blue jeans. Fabric manufacturers consider this to be normal wear and does not affect the strength, waterproofness or overall performance of this garment. Red dyes show color loss faster than blues, hi-viz, blacks or grays. Colorfastness can be maximized by washing with milder soaps, drying at low temperatures and occasionally re-applying a water and stain repellent and/or a sunscreen and UV inhibitor product like UV Tech®.

Why You Need an Electric Vest

or Fundamentals of Biological Cooling in Mammals

When you were a kid, your mom yelled at you to wear your hat and boots, even made you wear those dorky mittens attached to your coat with strings. When you asked why, she just said “Because I told you to.”

Mom had the right idea, but here’s a better explanation. When you get cold, your body automatically decreases the amount of blood circulating to your limbs and skin in order to decrease the rate of heat loss and protect the head and vital organs for the longest possible time. So when you’re riding through a damp 55° evening and your hands and feet feel frozen, it’s because your body is trying to protect you by shutting off some of the blood to your extremities. An electric vest will ‘fake out’ your body by keeping your trunk warm, then plenty of warm blood will be allowed to circulate to your fingers and toes, letting you ride in greater comfort and control.

The difference is so dramatic that you may never take another trip without an electric vest. You’ll find that hooking up an electric vest to your bike is a snap. If you can check your bike’s oil, you can install the hookup.

Wet Weather Glove Problems

Most riders have glove problems in wet weather. Leather becomes soaked and then stays wet for a long time after the rain ends. Gloves with waterproof interlinings can feel 'slipperier' and seem less comfortable. This type also doesn't solve the problem of saturated leather remaining wet for a long time. Waterproof interlinings are also relatively fragile. They can tear in the course of ordinary wear, usually long before the rest of the glove has worn out.

Rubber over-glove rain covers keep leather gloves dry but interfere with good control feel. During long rain periods, leather gloves underneath eventually become damp because these rain covers are not breathable enough to vent all of the moisture hands can produce. Neoprene type gloves are uncomfortable to wear for extended periods. They cause muscle fatigue because of their springy pre-formed shapes, and they do not provide precise control feel because of their spongy-ness. Also, they don't breathe or provide much abrasion resistance in a crash.

I use different approaches for different wet weather circumstances. For most riding I like our Elkskin Ropers with a touch of Heavy Duty Scotchgard sprayed across the back of the knuckles, fingers and backsides of the glove. In many situations the waterproofing spray provides just enough wetting resistance. Even if not, I sometimes decide to continue riding anyway, allowing the gloves to gradually become wet, knowing they will have time to dry later. If it looks like a long day of wet riding is ahead and I want to stay as dry as possible for as long as possible (or if the temperature is slightly cooler), I put on Aerostich Triple Digit Rain Covers before starting out. On days when it looks like it may rain intermittently, I will carry the left raincover in a left side Darien pocket and the right one in the other side. On a smooth, straight road without much traffic, when I'm not going too fast, I sometimes put on the rain covers over my regular gloves as I ride. After seeing bad sky conditions ahead, it takes about a mile to get them on. Do not try this. It is easy to wobble off the road and crash. Normally my rain gloves live in the tank bag and I pull over to put them on.

For commuting on wet days I like synthetic motocross gloves because they dry so quickly. Unfortunately, these types of gloves have limited abrasion resistance and are not suitable for protection at higher speeds. One model I like is the Cold Pro, but there are many others.

-Mr. Subjective 1995

Saddle Cushion Tech

Engineered saddle pads enhance comfort on long trips and are quickly removable for everyday riding. These fit nicely on all saddle shapes and will stay securely in place without shifting.

Produced by a medical products company, the Airhawk's unique multiple air cell design uses a Patented Dry Flotation® technology first developed for health care applications such as preventing pressure related problems in long-term patients. It distributes weight evenly and lets air circulate easily. Each 1.2" square air cell is connected to the other cells so pressure is equalized and the pad can conform to any shape. The neoprene air cells are extremely tough and durable. My Airhawk is years old and has been on many long trips. Zero problems.

Sheepskin also allows a comfortable layer of air to circulate between the motorcycle saddle and your seat. It's springy woolen fibers are naturally crimped in a unique way that is both supportive and cushiony. This luxurious nappyness is a long lasting characteristic of quality sheepskin. The pad stays securely in place with a grippy laminated neoprene bottom and system of adjustable bungees.

Both of these pads are much lighter than gel or foam types. (Which can feel like you're sitting on a slab of meat.) For aggressive sport and dual sport riders, sheepskin is noticeably more secure feeling, especially if you are moving around a lot. There's a slight 'inflato-jiggly' sensation on the Airhawk, but you quickly adjust to it and will appreciate the comfort advantage it provides. Both pads fold and pack away small when not needed.

- Mr. Subjective

Packing Made Simple

For protection from impact and vibration, put your cameras, radios, tape or CD players and all delicate things into our fleece bags and then throw them all into a dry bag duffel. Add a pair of shorts or long pants, a sweatshirt or fleece jacket (depending on the weather at the moment), and your bathroom kit. Strap the dry bag to your rack or saddle and take off. Aerostich fleece bags make packing and protecting your delicate electronic or optical things simple: Just bag the stuff and toss it into your duffel. This is much easier than having to carefully pack each fragile item between soft things, and it also makes on the road access to your stuff faster and less frustrating.

Murphy's Laws of Motorcycling
  1. The farther it is to the next gas stop, the larger the bug that will hit your shield exactly on the sight line.
  2. When you dry out after riding through some rain, it will start raining again just when you begin to feel comfortable.
  3. The chance that your bike insurer will find out about that big ticket received in a non-reciprocal state is 100%.
  4. If you run out of gas, no matter which way you decide to push, the closest gas station will always be uphill and in the other direction. Corollary: The likelihood of running out increases when all of the nearby gas stations are closed.
  5. The chance of your helmet dropping hard onto a rough concrete or asphalt surface is proportional to it's newness and expense.
  6. You only realize the bike's keys are in your pants pocket after you've put on all of your riding gear.
  7. The more riders around, the more likely you will:
    • Forget the kill switch is in the off position while trying to start your bike;
    • Ride off with the sidestand down;
    • Ride off with the petcock closed;
    • Ride along for miles with the turn signal on;
    • Get stung by a bee and do a roadside crazy dance shedding your riding gear.
  8. The scarcity of motels and camping spots depends on how late in the day it is.
  9. Your first successful multi-gear wheelie will be past a heretofore unobserved police officer who dislikes motorcycles.
  10. How long it takes to receive any back ordered part is proportional to how badly it is needed.
  11. When your throttle cable snaps, you will always coast to a halt in front of a crack-house bust in progress.
  12. The patch-wearing guy named 'Tiny' really DOES want to know what you are looking at.
  13. Your battery will die at the exact same time something else on the bike breaks and you will think they are related.
  14. The cute girl is probably talking to you despite the fact you own a bike.
  15. The chance of rain depends on how accessible your rain gear is.
  16. A bad day of riding is better than a good day at work.
Earplug/Speaker Solutions

For good sound quality on sport and unfaired motorcycles, earplug speakers beat helmet speakers. If Koss earplug speakers (#3081 $17.00) do not fit snugly enough, an improved version can be made by combining a pair of Etymotic earplugs (#1030 $15.00) with the Koss speakers*. The Etymotic earplug's silicone ear pieces remove with just a bit of force and no damage. Shorten the Koss plastic sound tubes to half the original length and insert them into the Etymotic's silicone ear pieces. The fit is perfect, they stay in ears better, and the sound is unaffected. The modified earspeaker is sensitive to proper insertion, so care is needed to get them in right. A bit of saliva on the mushroom pieces can help. Putting them in too far may close the passage through the Etymotics and kill the sound, but when inserted correctly they provide a significant noise reduction and excellent sound. Donning a helmet usually does not affect placement but it can. Many other types of ear plugs may be combined with Koss earplug speakers, so experimenting can produce a personalized setup.

Jabra ear Gels (#3078 $9.00) work well with most 'ear bud' type speakers. They can also be modified for improved fit and function. Use a moto tool or a sharp knife blade and sandpaper to remove any pressure points that are causing discomfort.

Audio cords are not difficult to modify. Longer cords can sometimes unexpectedly catch on tank bags or riding clothing and be distracting. The ideal cord is just long enough to go from the audio output to the ear speakers, without restricting a full range of head movement in all directions and for all riding positions, including riding while standing up. Some riders like to have the ear speaker cords end at mid-chest, and then use a separate stretch coil cord to reach the audio output source. The parts and tools needed (solder, heat shrink, jacks, plugs, etc...) to make these modifications are available at most technical electronics shops (Radio Shack, etc...).

* Suggested by Robert Pierson

Warning! Some of these devices block out ambient sounds important for safe riding. Do not use where other road users may be present. Some of these devices may not be legal for road use in your area. Check local laws before using. If in doubt about safe usage, do not use. We do not encourage use of some of these items on public roads. Some items may interfere with your ability to hear stuff that is going on around you, and that stuff may hurt or kill you.

Speakers for Helmets

Why add tunes to your riding? Because it's relatively easy, and you'll probably enjoy having it. How do you get the music to your ears with minimal kludge? Anything that's effective above 70 mph on an unfaired machine is a challenge. Everything depends on starting with a quiet helmet.

I prefer using earmold or earplug speakers, but helmet speakers are more convenient for everyday use and commuting. If you want speakers built into your helmet (instead of the kind you simply Velcro to the liner's fabric) then you'll need about two hours and a soldering iron. This tool will allow you to remove some of the helmet's polystyrene impact-absorbent material (if needed) to make room for speakers. Obviously, this will adversely affect the helmet's safety. On most helmets, the entire cranial section stays in the helmet and the ear-to-chinbar-to-ear piece comes out as a single horseshoe-shaped unit (after breaking a dot of glue at the center of the chinbar). Bending the sides of the "horseshoe" inward allows you to move this piece toward the back and remove it without damage. Close study will usually reveal how any helmet comes apart. After pulling back the soft liner fabric and comfort foam backing, mark the EPS where material needs to be removed and use the tip of a soldering iron to melt a cavity shaped to accept the speaker. The foam shrinks cleanly away from the heated tip of the tool. Attach the speakers with double stick tape or an adhesive; then redo the upholstery and install the wires so the plug exits at a handy location. Do not work on your helmet unless you are confident you can get it back together so that it will retain its primary safety function, and are also willing to accept all responsibility for its failure to provide that function as a result of any changes you make. It is impossible to retain 100% of a helmet's safety function after installing speakers.

SAFETY WARNING: This paragraph of information about installing speakers in helmets is an account of personal experience only. It is not intended as a recommendation or instruction. Any alteration of your helmet exposes you to significant health risks, up to and including your death. If your helmet has been modified it is not safe to use. This article is for entertainment only.

Road Communications

A variety of overlapping communication technologies are available for motorcyclists. Cell Phones, Citizens Band radios and FRS radios - each offer a different kind of performance and functionality.

A Cell Phone is great to have along for emergency 911 calls and for making sure your hotel still has your room reservation. All cell phones and all cellular networks will accept 911 calls, even if the phones are not activated. Cellular telephones need to be located within a cellular service network to work. They are not normally used for bike-to-bike or rider-to passenger communication, and away from home the connection time can be expensive.

Family Radio Service (FRS) radios work best for bike-to-bike communication. The radios need to be the full 500 mw power models, and be capable of operation on all 14 available channels. A two mile range is often advertised, but bike-to-bike you will get about a mile depending on curves and hills. The disadvantages of FRS radios are that you cannot expect to contact anyone not in your party, and you won't receive any kind of roadway condition, traffic report, Smokey report, or emergency assistance communication. Because FRS radios are on the FM frequency, they provide the clearest signal. Few user conflicts and clean sound make this technology the best available for rider-to-rider and rider-to-passenger communication.

Today's CB Radio has come full circle. Years ago all 23 of the original channels were packed with aimless chatter. The band was so busy that the FCC opened more channels, which made a total of 40 available. At some point, the FCC gave up trying to regulate the CB, and stopped issuing call signs and requiring station licenses. The truckers who started the whole thing turned the radios off and listened to the stereo. Now, the FCC could probably turn the CB into a three channel radio service. There are few non-truck users. Thirty-nine channels have only hiss. Despite this, CB has some great advantages for the stealth driver. CB's normally will cover 4 miles or so on a roadway. CB is now again the truckers' professional radio. While you will still have to put up with some local color, the content is a long way from the garbage of the past. The trucker's network is a wonderful source of traffic conditions, alternate routes, and yes, Smokey reports. The CB is the best means of knowing what is ahead of you,...and you can usually get emergency help easily. Most people monitoring CB will also have a cell phone and be able to call 911 in an emergency. It is worth hooking up a CB for any long trip. If you can put up with AM frequency's static and noise, a CB will be a reliable travel companion on any long stretch of interstate highway.

Adapted from an article by Casey Raskob

National Motorists Association News ; Volume 11, Issue 3; May/June 2000; page 3

Protecting Eye Candy

"Anything that makes the departure and arrival rituals less time-consuming and annoying helps makes the m/c a more useful tool for actual transportation." -Steven L. Thompson

Daily ridden bikes stand out more than ever as attractive high value crime targets for vandals and thieves. When riding for transportation and you are away from your bike for short periods, having to use a secondary apparatus is a pain. If you don't want to deal with the inconvenience of a cable, chain, disc or U lock, then consider an anti-tampering and anti-theft alarm system. Though not a substitute for a cover and a big lock, an alarm system will help make your bike more secure.

Almost all new cars have a key fob door lock remote. A button is much easer to use five times a day, than a manual lock. On motorcycles they make even more sense. Simply stop at your destination, turn off the key, extend the side stand, and walk away...while removing your helmet and gloves and 'buttoning-on' a motion or pager alarm.

Few employers, retailers, landlords or governmental units provide secure motorcycle parking areas. A motion-detecting alarm will let you feel better about leaving your bike in front of a store (or anyplace else...) while inside. Imagine your alarm's pager going off while browsing in a video store and then running outside and seeing creeps rolling your bike into a van. Yikes! In this scenario, you have the presence of mind to get the truck license number and immediately call 911. Three miles away the thief's are arrested...and you get your bike back.

What about the broad backlash against alarms? NYC is planning stiff penalties for the owners of alarms that don't reset quickly. An isolated alarm tone meant to decrease crime and tampering is far different than a continuous 'loud pipe' noise meant to augment performance or display prowess. With an alarm you'll feel more comfortable about leaving your motorcycle in a mall lot, urban ramp, or street parking space. With an alarm you will ride more every day.

-Mr. Subjective

2002 Catalog Sidebars

Darien Versus Roadcrafter?

The Roadcrafter seems to be about twenty percent more abrasion resistant than the Darien because it provides more layers of fabric over a larger area of the garment. These layers include both the elbow/shoulder/knee areas of ballistics nylon and the additional pockets on the Roadcrafter design. On the other hand, the Darien is slightly lighter and cooler to wear. We have seen one DarienLight jacket that did well at an estimated 70 mph, and many regular Dariens that have functioned in crashes at even higher speeds. (Most crash events occur between 30 and 70 mph. Within this range the Darien, DarienLight and Roadcrafter all seem to provide useful abrasion protection. All provide more than jeans and windbreaker jackets.)

Riders on powerful sport bikes will prefer the closer fit and greater protection a Roadcrafter suit offers. For commuting around this smaller city, I often wear a DarienLight jacket, an open face helmet, denim jeans and ankle high shoes. On weekend rides, I normally wear a regular Darien outfit or Roadcrafter suit, and a full-face helmet and boots. For a day at a track school, I have only worn a Roadcrafter - with all the optional pads - something I would seldom choose for my local everyday surface-street riding here. On overnight trips, I use a Darien or DarienLight outfit, depending on where I am going, and how long the trip will be. For many years I wore only a one piece Roadcrafter everywhere, including on weeks-long road trips. That's still a favorite, but for my current everyday urban riding I mostly choose a Darien. If you want a two piece suit, go with the Darien. For a one piece suit, go with the Roadcrafter. If you already have it down to these two choices and cannot make a decision, call. Talk with us about your everyday riding patterns and applications.

Mail Order Sizing and Fitting?

We are experts at providing a great fit. We have lots of practice. Since 1983 we've talked to thousands of riders about their size, bike, climate and riding applications. Now we use a form that was developed to help our staff ask the right questions so you'll get your suit or Darien size perfect. Our most experienced associates do this successfully 98% of the time and our newer staff members are well coached. Every new order is double checked. Ordering factory direct gives you access to more sizes than are available at a shop or from a distributor catalog. The one piece Roadcrafter comes in twenty-seven different off-the-rack standard sizes. Let us help you find the one that provides the most perfect, precise fit. You will not be disappointed.

Buying Sight Unseen?

Things bought mail order can sometimes be dissatisfying. Smaller than pictured. Or cheaply made. Or just-not-nice somehow. Aerostich was established to pioneer textile riders clothing. The RiderWearHouse catalog was created to sell riding tools and gear that make motorcycling better. Nothing here is included solely for business/profit/money reasons. You will find goods made with quality, integrity, long service, a little fun... and real value. When you open the box, we want your order to be better than you expected. We want your business and value your trust.

America's Byways

America's BywaysThese fifteen roads are special. They have been declared All American Roads, the highest federal highway designation. They were chosen based on scenic, cultural, historic, archiological, recreational and natural characteristics. All American Roads are considered destinations unto themselves that best represent the United States. For additional information https://www.byways.org/.

ROAD START FINISH ROUTE
The Seaward Hwy. Anchorage, AK Seward, AK Ak1 to Ak9
Nanchez Trace Parkway Nanchez, MS Nashville, TN NCP MI, AL, TN
Selma-Montgomery March Selma, AL Montgomery, AL AL 80
Rt.1, Big Sur Coast Carmel, CA San Luis Obispo, CA US Hwy 1
San Juan Skyway Durango, CO Durango, CO CO 160 - Cortez
CO 145 - Sawpit
CO 62 - Ridgeway
CO 550 - Durango
Trail Ridge/Beaver Meadow Rd. Estes Park, CO Grand Lake, CO CO 36 - CO 34
Acadia ByWay Trenton, ME Acadia NP, ME ME 3 Circles - Acadia NP
Northshore Scenic Drive Two Harbors, MN Grand Portage, MN MN 61
Bearthooth Scenic ByWay Red Lodge, MT Yellowstone, NP MT 212
Blue Ridge Parkway Great Smokey Mt. NP Shenandoah NP Blue Ridge Parkway
Las Vegas Strip Russel Road Sahara Avenue Las Vegas Blvd.
Hells Canyon Scenic ByWay Baker City, OR LaGrande, OR OR 86 - FR 39
FR 39 - Enterprise
OR 82 - LaGrande
Historic Columbia River Hwy Troutdale, OR The Dales, OR Scenic Hwy w/ US 84
Volcanic Legacy Scenic ByWay Bear Valley, NWR OR, CA Border Winnema Nat'l Forest OR 62 - Crater L. NP
OR 138 - Diamond Lake Junciton
Mather Memorial Parkway Enumclaw, WA Natchez, WA SR 410
Season of the Bike

By Dave Karlotski

There is cold, and there is cold on a motorcycle. Cold on a motorcycle is like being beaten with cold hammers while being kicked with cold boots, a bone bruising cold. The wind's big hands squeeze the heat out of my body and whisk it away; caught in a cold October rain, the drops don't even feel like water. They feel like shards of bone fallen from the skies of Hell to pock my face. I expect to arrive with my cheeks and forehead streaked with blood, but that's just an illusion, just the misery of nerves not designed for highway speeds.

Despite this, it's hard to give up my motorcycle in the fall and I rush to get it on the road again in the spring; lapses of sanity like this are common among motorcyclists. When you let a motorcycle into your life you're changed forever. The letters "MC" are stamped on your driver's license right next to your sex and height as if "motorcycle" was just another of your physical characteristics, or maybe a mental condition.

But when warm weather finally does come around all those cold snaps and rainstorms are paid in full because a motorcycle summer is worth any price. A motorcycle is not just a two-wheeled car; the difference between driving a car and climbing onto a motorcycle is the difference between watching TV and actually living your life. We spend all our time sealed in boxes and cars are just the rolling boxes that shuffle us languidly from home-box to work-box to store-box and back, the whole time entombed in stale air, temperature regulated, sound insulated, and smelling of carpets.

On a motorcycle I know I'm alive. When I ride, even the familiar seems strange and glorious. The air has weight and substance as I push through it and its touch is as intimate as water to a swimmer. I feel the cool wells of air that pool under trees and the warm spokes of sunlight that fall through them. I can see everything in a sweeping 360 degrees, up, down and around, wider than PanaVision and higher than IMAX and unrestricted by ceiling or dashboard.

Sometimes I even hear music. It's like hearing phantom telephones in the shower or false doorbells when vacuuming; the pattern-loving brain, seeking signals in the noise, raises acoustic ghosts out of the wind's roar. But on a motorcycle I hear whole songs: rock 'n roll, dark orchestras, women's voices, all hidden in the air and released by speed.

At 30 miles an hour and up, smells become uncannily vivid. All the individual tree-smells and flower-smells and grass-smells flit by like chemical notes in a great plant symphony. Sometimes the smells evoke memories so strongly that it's as though the past hangs invisible in the air around me, wanting only the most casual of rumbling time machines to unlock it. A ride on a summer afternoon can border on the rapturous. The sheer volume and variety of stimuli is like a bath for my nervous system, an electrical massage for my brain, a systems check for my soul. It tears smiles out of me: a minute ago I was dour, depressed, apathetic, numb, but now, on two wheels, big, ragged, windy smiles flap against the side of my face, billowing out of me like air from a decompressing plane. Transportation is only a secondary function. A motorcycle is a joy machine. It's a machine of wonders, a metal bird, a motorized prosthetic. It's light and dark and shiny and dirty and warm and cold lapping over each other; it's a conduit of grace, it's a catalyst for bonding the gritty and the holy.

I still think of myself as a motorcycle amateur, but by now I've had a handful of bikes over a half dozen years and slept under my share of bridges. I wouldn't trade one second of either the good times or the misery. Learning to ride was one of the best things I've done.

Cars lie to us and tell us we're safe, powerful, and in control. The air-conditioning fans murmur empty assurances and whisper, "Sleep, sleep." Motorcycles tell us a more useful truth: we are small and exposed, and probably moving too fast for our own good, but that's no reason not to enjoy every minute of the ride.

Stories Wanted: Send us your stories of Aerostich and Riderwearhouse gear in use, or other motorcycling related stories you'd like for possible publication in future catalogs. Please e-mail text files to [email protected].

Ricardo's Wallet

I ride into town and go directly to Lalo's office. I wait for a few minutes while he takes care of a customer, then follow him to a shop, I suppose. We go to the outskirts of town. Not a very nice neighborhood. We stop at a humble house on a dirt street, where a few old trucks and motorcycles laying around. A strange looking old guy comes out, he's wearing a funny hat and an even more funny mustache and he's followed by even more funnier looking small dogs. What kind of place is this? Lalo takes me aside and tells me not to worry, this guy is an excellent mechanic and he charges very cheaply, then introduces me to Mr. Larco. The old guy starts talking about races and then about our common friend, Walter, from La Paz, Bolivia. This conversation calms me down, and we decide to leave the bike in his hands while we go have some lunch, after what I'm suppose to come back to work on the bike with the old guy. We get all the stuff on Lalo's car and head to his house. When we get there I discover horrified that I have left my Aerostich jacket on Mr. Larcos's neighbor's front wall. We drive back as fast as the small car allows, I'm suffering like an idiot, not only would I loose the jacket, but also the bunch of stuff I have inside the pockets, including my wallet.

When we get there I'm almost crying, I don't really care about the stuff, but please, not my jacket. That would really ruin my trip. For incredible that it may seem, the jacket still is in the same place where I stupidly left it. When I pick up the jacket, a couple of kids from the terrace tell me: "there is your jacket sir, nobody has touched it". Of course, the wallet is not in its pocket. Mr. Larco bursts into flame. He kicks open the neighbor house door and start yelling and screaming to a couple of ladies to return my wallet. Then runs into his house and gets back carrying an old Remington rifle and a single bullet which he loads into the weapon. The ladies inside are crying and saying they didn't take the wallet. My lawyer friend, horrified, orders the old guy to get rid of the rifle, which he then hands to me!! I hide the weapon as well as I can in the driveway, since there is a lot of people already gathering to see what the scandal is all about. Then the lady of the house shows up with a video camera directing it to the yelling old guy and us. Oh my god, what a mess! On top of it all, a police truck stops, and Mr. Larco calls the cops and accuses the neighbor lady, saying that she has stolen things from him in the past.

Ok. Ok. I've lost another wallet, but my "dummy" wallet with originals of my personal documents is safely stored in my clothes backpack. Sorry Dr. Greg! I'm so glad I didn't loose my beloved Aerostich jacket, that I'm willing to forget about the $150 I had in the wallet. Plus I can get immediate replacement for my credit card. We leave the scene hoping for things to calm down, and when we are back, after an hour or so, the bike seems not to have been touched. Oh damn it, now I'm gonna have to do all the work myself. Larco comes out smiling, and tells me to go test it. What did you do to it? He says, I was not going far with my inlet valves almost close. I test it and she's running great. He even installs a left side view mirror that is missing from the bike. How much? 10 bucks, Thank you very much. 10 bucks plus another stolen wallet.

Ricardo Rocco Paz Alrededor del Mundo por la PAZ,
Around the World for PEACE

Motorcycle Tour Services

Note: this was a one year only program, and these listings may not be current.

Aerostich RiderWearHouse is the official supplier and outfitter for these motorcycle guided tour companies:

Alaska Motorcycle Adventures

Tour in the land of the midnight sun! BMW rentals for independent travelers and Edelweiss fully guided tours. Mid-May to mid-September (unless you’re very hardy.)
https://www.akmotoadv.com/
907 376 4513

Alaska Rider Tours

Explore Alaska on a dual-sport motorcycle. Walk on a glacier, catch wild salmon, and laugh around a campfire in remote parts of Alaska with us. All inclusive tours: motorcycle rental, food, gas, support vehicle and guide. B&B and Camp Tours.
https://www.motoquest.com/
800 756 1990

Ball O’ String Custom Adventure Tours

Custom guided or self guided tours in western U.S., Canada, and Europe. Assistance in motorcycle shipping or rental arrangements. Make the most of your vacation time. Free brochure available.
http://www.ballostring.com/
970 328 7347

Classic Motorcycle Adventures

Provider of all-inclusive, upscale motorcycle tours of the western U.S. and Canada. Epic routes, charming accommodations, and fine dining distinguish these small group adventures.
www.cmatours.com
888 339 4262

Freedom Tours

Deluxe motorcycle tours of Colorado, Utah, New Mexico and Arizona. Unique lodging and meals. Includes a support vehicle for luggage, as well as professional, knowledgable guides that give insight to local history and legends.
www.twisty-roads.com
303 682 9482

Highway Pegs

Harley-Davidson rentals and tours on beautiful Cape Cod in Massachusetts. Visit our website or call.
www.highwaypegs.com
508 790 1718

You and the Motorcycle

*Excerpts from 'You and the Motorcycle; Excelsior-Henderson' circa 1914:

Nervous energy is your most priceless earthly asset. Save it. Accumulate it. Replenish your zip tank every day with a spin in the country on a motorcycle. Get out in the open where there is no boundary. Enlarge your horizon. Its radius is all up to you. With a motorcycle you can stick to your job till the day's work is finished, and then in fifteen minutes put yourself out in the wide open. An hour on the road will blow the clinkers out of your lungs. See the fields once every twenty-four hours - and all day every Sunday and on vacation. A motorcycle will make this possible. You can beat it out to some heretofore distant stream, and fish for a while before breakfast - if you own a motorcycle. You can be at the ballpark, root with the bunch almost instantly after you have climbed out of your overalls or closed your roll top - if you have a motorcycle. Air spray your brain by using a motorcycle. Come down to work clean and fresh on a motorcycle, and you will attack it with a vim born of fresh air and red blood. A motorcycle gives you snap. Men with motorcycles are live wires. They do things. They are well, and they do their work well. Their competitors fear them, because they are effective, powerful, healthy chaps. And this effectiveness is operative over a wide field, because the man with the motorcycle has no mile. He lives everywhere. His zone is practically unlimited.

The horse has received half his setback into the ranks of the obsolete at the hands of the motorcycle. The first cost of a good horse exceeds that of a motorcycle, and its maintenance is decidedly higher. The horse must be fed and cared for. Give the motorcycle a bit of gasoline and a mite of oil and it is at your service for a mile or a hundred miles. The horse is slow, the motorcycle is swift. The horse has a mind of his own - you are the motorcycle's. The horse must be shielded - it is subject to exhaustion and you feel for it, and half the pleasure of your drive is spoiled through consideration for the brute which pulls you. Not so with the motorcycle. It has no nerves, it never falters, it is as willing at the day's end as it was in the early hours of the morning. The horse stops on the bad hills - the motorcycle eats them alive.

Gasoline is Cupid's best friend, and the motorcycle is the little God's choice of gasoline gigs.

The twentieth century has heard the call of the motorcycle and answered it. Even the automobile has been forced to admit that it has a real peer in its agile little contemporary.

Here is a little schedule for you - not that it is the best. It is simply given to suggest to you what can be done with a motorcycle.

Up at six thirty.

A five mile spin in the country before breakfast.

Back in twenty minutes, allowing time for dressing, etc. You have two big healthy lungs under your shirt, both full of ozone; color in your cheeks that wasn't there yesterday, red blood in your veins, and an appetite like a horse.

Seven thirty - you are off for work with fight in your eyes - ready to meet the old world on his homeground and make him say "Uncle." You feel fresh and clean - for there are motorcycles as clean as enclosed coupes.

Eight o'clock - you are on the job like a glutton. Let them bring on their perplexities, their trying moments. You are equal to anything, you have absorbed enough horse power to talk you over any hill that the boss can take in his big limousine. All day long you go ahead cutting and slashing.

At five o'clock you have a hundred percent day on you back track with a song in your heart. That is satisfaction. The other fellow wonders what has gotten into you. Let him wonder.

Home to dinner, on your motorcycle, then an hour or two in the wide open, and then to bed where you will sleep like a six month old child.

The next day you repeat the dose - put another dent in old Nemesis.

Now multiply this one hundred percent work day of yours by six, just to get an idea of what you can do for yourself in a week, after you have taken to the motorcycle.

Multiply this day by twenty-eight. Figure out where you will stand at the end of the month, and then multiply it by twelve. This gives you a line on your first big motorcycle year. It means success - a roll top and push buttons, if you care for those things.

The other fellow has been lost in your dust.

For the sake of your health, your chances, your balance at the bank, your tomorrow - get a motorcycle. A motorcycle will take you up on Easy Street.

Lessons from the Lower 48

LESSONS I HAVE LEARNED FROM RIDING IN MOST OF THE LOWER 48

  • I still say Kansas is an exquisite form of slow torture.
  • The people in Maine can barely tolerate people from Massachusetts.
  • The people in Vermont can barely tolerate people from New York City.
  • New Hampshire roads are not as interesting as ones in Vermont.
  • I can't think of a reason to ride in Connecticut, except the Vanilla Bean in Pomfret. (Apologies to the Martins, the nicest people I know from the Nutmeg State.)
  • From "The Unforgiven": 'I thought I was dead once, but I was just in Nebraska.' True, true, true.
  • Like the Eskimos, the people in south Texas have 27 words to describe 'flat'.
  • Oklahoma is not OK, except that they have terrific steaks. In some counties, though, you can't get a beer to wash it down.
  • South Dakota is the only state that makes you glad to get to Iowa.
  • Louisiana has the best bugs.
  • Mississippi has the worst pizza.
  • Georgia has the most diabolical tar snakes.
  • North Carolina has the best roads in the Southeast, but north Georgia has less traffic.
  • Virginia has the sneakiest cops outside of New Jersey, where I refuse to ride anymore.
  • Ohio isn't as bad as you think. The southern part of the state has some terrific roads, but you should always avoid Toledo. If you like airplanes, visit the Wright Patterson AFB in Dayton and see the museum.
  • Pennsylvania will never be completed. I-80 will never be fully paved and it always rains in Scranton.
  • Northern Alabama is vastly underrated in the geographical beauty sweepstakes. The Barber Museum is not to be missed in Birmingham.
  • New Orleans is kind of sad during the day, but pretty lively at night, kind of like a nightclub.
  • They serve cheese on everything in Wisconsin except coffee.
  • Michigan is flat in the lower peninsula, but has trees and fruit orchards.
  • Idaho has some pretty nice scenery and an amazing dearth of potato fields.
  • New York state is bigger than it appears and has some vicious crosswinds. The vineyards in the Finger Lakes produce some terrific wine. Lamoreaux Landing is my favorite.
  • Colorado is awfully nice, but is kinda like New Hampshire. Lots more people than you'd expect for a rural state and an unnaturally high occurrence of SUVs, though at least there they have a purpose besides intimidation.
  • Montana proves that even high speed gets boring on the interstate after a while.
  • Wyoming is full of people that don't look stupid wearing a cowboy hat and driving a pickup truck.
  • The folks in Utah are pretty damn friendly. They sell beer 24-7 at the gas stations in spite of the strong Mormon population, and give precise and correct directions.
  • The roads in California may be the finest in the country, but they have no discernable rhythm for the most part. Some of the people we ran into were as rude as folks from NYC.
  • Indiana has a cool Auburn Cord Dusenburg museum that is worth the detour.
  • Minnesota has 10,000 lakes and each breeds 10,000 mosquitoes that can carry off a two-year-old child.
  • How come all motorcycle campgrounds are down south?
  • Everything in Arizona is sun-faded.
  • New Mexico has the best sopapillas.
  • Rt. 50 in Nevada is kind of fun. Cops coming the other way wave, even if you're going over 100.
  • It is always nice to come home.

Dave Swider; Boxer Shorts (Yankee Beemers Club newsletter), October 1999.

2001 Catalog Sidebars

Darien Versus Roadcrafter I

Darien or Roadcrafter? To be or not to be*..... The Roadcrafter suit is designed to combine some of the best features of leathers and rainsuits in a single coverall type garment that can be worn over street clothing for sport riding, commuting, sport touring, and all around riding. It offers superb wearing convenience, abrasion protection, and comfort for everyday riding conditions. It also offers significant foul weather protection. If you ride a sport or sport touring bike, or if you often ride fast and corner hard, then you should consider the Road crafter suit's excellent abrasion performance and its leather-like fit and styling. Roadcrafter: More weatherproof and comfortable than leathers yet with excellent abrasion resistance and crash protection. Perfect for high speed long distance commuters and sport riders.

The Darien jacket and pants are designed to be an all-weather touring suit ideal for commuting and everyday riding. If you ride a dual sport, standard or touring type motorcycle, and if maximum warmth, dryness and all-weather performance is a priority, then this garment makes an ideal choice. The Darien combines significant abrasion resistance with superb wearing comfort for all climates and weather conditions. It's a loose-fitting lightweight riding outfit for wear on extended tours that's also perfect for year around everyday riding. Darien: A tough all-weather/all-season waterproof rider's parka and pants excellent for touring and living on your bike every day. Perfect for riding to the end of the earth in bad weather....or just going around the corner on an errand.

*where I come from, Shakespeare is famous for making fishing poles.

Darien Versus Roadcrafter II

Mr Subjective On Darien Versus Roadcrafter

All protective clothing performance is relative, and all crashes are unique. Our crash performance information comes from examining the garments that have been sent back to us for repair. The Roadcrafter seems to be about 20% better than the Darien because it provides more layers of fabric over a larger area of the garment. These layers include both the elbow/shoulder/knee areas of ballistics nylon and the additional pockets that are on the Roadcrafter design. The sewing integrity and the Cordura fabric are the same in both garments. Neither was designed as a substitute for competition leathers.

We have seen one Darien Light (160 Denier Cordura) jacket that did well at an estimated 70 mph, and many regular Dariens (500 Denier Cordura) that have functioned in crashes at even higher speeds. The highest crash speed that we have ever seen was around 120 mph for a Roadcrafter. Most damaged garments received are from crash events occurring between 30 and 70 mph. Within this range the Darien, Darien Light and Roadcrafter designs all seem to be effective at providing useful abrasion protection. The Darien Light offers the least and the Roadcrafter the most, but all provide a lot more than typical jeans and street clothing jackets. This is because of the toughness of our fabrics, and the inclusion of hard shell pad systems at areas of greatest impact and abrasion contact. Like an auto airbag, Aerostich garments are supposed to be sacrificial in an accident. We are able to economically repair just about all of the damaged ones that are sent back to us, but if the cost is more than half of the replacement price, we 'total' the garment and do not repair it. This does not occur often.

Rider clothing safety is subjective. Those riding powerful sport bikes will prefer the closer fit and greater protection a Roadcrafter suit offers. For commuting around this small (100,000 population) city, I often wear a Darien Light jacket, an open face helmet, denim jeans and ankle high shoes. For weekend rides, I normally wear a regular Darien outfit or Roadcrafter suit, and a full-face helmet and boots. For a day at a racetrack school, I have only worn a Roadcrafter. . . with all the optional pads. . . something I would not choose for everyday surface-street riding here. On overnight trips, I use a Darien or Darien light outfit, (depending on where I am going, what I will be doing there, and how long the trip will be). For many years I wore only a one piece Roadcrafter everywhere, including on weeks-long road trips. That is still a favorite, but for my current everyday urban riding I mostly choose a Darien.

A possible long-term wardrobe for an everyday commuting, sport riding, and touring motorcyclist might include a one piece Roadcrafter, a Darien (or Darien Light) outer jacket and pants, an Unobtainium Darien jacket liner, an Unobtainium electric vest, a Polartec 100 sweater, a black leather jacket, Elkskin Roper gloves, medium weight insulated gloves, Combat Touring boots, ankle high light boots, newer denim jeans, a full face helmet, and an open face helmet with clear glasses or goggles. Riders investing in a large selection of gear like this should expect to use it for years of traveling and everyday riding. Woof.

The Straight Story on Kevlar

Aero Design (Aerostich Riderwearhouse) pioneered abrasion-resistant motorcycle riders' suits made of advanced technology fabrics, and we continue to be a world leader in this field. So we're often asked why we choose Cordura® nylon, ballistic nylon, and Gore-Tex® laminates for our Roadcrafter and Darien garments. Why not Kevlar®?

We'd heard good things about Kevlar's® qualities when we started our work, but back then Kevlar® simply wasn't available in a useable form, so we chose the most effective materials available. Our rigorous original testing and subsequent experience (as well as our customers') has shown Cordura® nylon's abrasion resistance is not merely sufficient, but it has far surpassed riders' needs and expectations.* We've examined and repaired hundreds of crashed suits, some tested at over 100 mph. Visit our shop sometime and we'll show you actual crash tested suits and our abrasion testing materials and apparatus. Today Kevlar® is manufactured in a useable form only by Schoeller Textile Company in Switzerland. It's readily available and used by other makers of protective riders' clothing.

We still choose Cordura®, not Kevlar®. Here's why: Its advantages just don't make up for its disadvantages.

In pure, undiluted form, Kevlar® is lighter than nylon and has greater tensile strength. It won't melt like nylon after touching a hot muffler (or from the friction-generated heat of a high speed slide on hot pavement). Unfortunately, it's expensive and difficult to work with, which limits design and construction possibilities. And believe it or not, pure Kevlar® fabric actually is much less abrasion-resistant than Cordura® nylon. Kevlar® fibers have far less elasticity than Cordura® nylon fibers, a crucial handicap in a crash. Even the smoothest pavements have a rough aggregate surface that causes abrasive pulling. Nylon's stretchy fibers will elongate, ride over the surface irregularities, then snap back into the weave (like a tree bending in a strong wind), but Kevlar® fibers quickly reach their tensile limit and snap.

To solve these problems, manufacturers blend Kevlar® with Lycra® and nylon. In this blend, "Kevlar®" is only about one third actual Kevlar®. This creates problems. Because of the additional nylon and Lycra®, much of its slight weight advantage over Cordura® is lost. It also loses some of its fire-resistant qualities. The blended Kevlar® fabric may burn or melt (just like nylon) when it comes in contact with a flame, hot component, or high frictional heat.

Some Kevlar® suits may provide good crash performance because they are specifically designed for sanctioned competitive roadracing. Roadcrafter suits aren't, but fortunately they're designed for everything else, including abrasion resistance at highway speeds.

We've tested (and will continue to test) Cordura® nylon against the alternatives. Its superior comfort, easy workability and excellent abrasion resistance make it our choice for quality, versatile, high performance riders' clothing. You've got a choice between the Roadcrafter and its proven record of outstanding abrasion performance, and something that costs more and delivers less. Guess what we recommend.

* For detailed information on leather vs. nylon vs. Kevlar®, see the September 1989 issue of Cycle. In the cover story, the editors duplicated the Aero Design tests developed for the first Roadcrafter suits. The April 1993 issue of Motorcyclist also has a feature on comparative abrasion resistance of various materials.

Skippy

By John Atkins (1999)

While returning to Minnesota on our recent 3 week 6000 mile trip to San Francisco, we wound our way through the glacial lakes area of northeastern South Dakota (the area the locals used to call “the first rise of the hills”) and were attempting to cross over the Bois de Sioux river using a bridge on a little known road that, eventually, leads to Wheaton. This day the bridge was closed for repairs which elicited some discussion about our proposed route and it seemed, for some reason, that we just had to get to Wheaton. So, the detour was followed and Wheaton (with its converted hotel/cafe -- across from the old depot) was attained.

Incidents, like detours, aren't much cause for alarm after weeks on the road sticking mainly to secondary routes whenever possible and/or convenient. Little, seldom traveled, roads like: S.D. 1804 on the east side of the Missouri river north of Mobridge, or the road to Mullen south of Valentine, or the extraterrestrial highway in Nevada, or the almost one lane roads in California's coastal range-like Morgan Territory Road, are where we prefer to spend our touring miles; and with mid-sized bikes like the '94 Yamaha Seca II (in yellow) and the '98 Suzuki Katana 750 (in tasteful black) there's little problem - as well as anything else from city centers to interstates. But, I digress. There we were, once again enjoying a home-cooked meal (me the blue plate special and Mary, fried chicken) -- the trip had become a gastronomical tour-de-force with hardly a meal taken in anything like a national restaurant chain, with the accompanying next belt hole....but, back to Wheaton.

Suddenly, there was a flurry of activity in the fairly full cafe as an octogenarian in a multicolored billcap, aided by a walker, crossed the room and headed for the table he thought seated the motorcyclists. Shaking with palsy, he asked the waitress, “Are these the motorcyclists?” I interceded, "That's us." While introducing himself as “Skippy” he proceeded to tell his life story -- a shortened rendition. He told us about touring the country border to border; about buying a new Harley Davidson in '42 and not spending the extra $50 for the overhead valve engine (they were new and unproven), but spending an extra $50 for the leather saddlebag option. He put 'SKIPPY' in chrome letters on the tops of both bags. He told about later owning and riding BMW’s and Honda’s and trikes -- before the hip replacement. He told about taking a gal to Yellowstone one summer on the back of his bike. I interjected, “You brought her back, didn't you?” “Yea sure,” he said, “she's still alive, you know.” The two diners at the table immediately exchanged a glance. He said, looking out the window at our parked bikes (complete with light luggage and minimum camping gear). “You guys are doing it right, I used to travel like that -- that's the best way.” “How big are the motors?”, he asked. I told him, “Just right.” Skippy continued, “Oh, I've tried those big bikes and, yes, they're more luxury -- but, all in all, yours are the best size.” We couldn't have agreed more. After snow on Lassen, Winnemucca range fires, camping near Sturgis, and all that happened in between, we knew exactly what he was talking about.

Eventually, Mary left the table while I got up to pay; and, amazingly, Skippy was at the till, too. He said to the waitress, “I want to pay their check.” I protested politely but conceded as he, with constantly shaking hands, dug bills out of his wallet and coins from a well-worn coin purse. He said, “I want to do this for all the people who've been good to me out on the road.” When Mary returned to the table, the waitress (bussing the dishes) asked, “Do you know him?” Mary answered, “No, never met him before.” “Well,” the waitress said, “he bought your lunch.”

So, here's to you -- Skippy. May your remaining days be filled with wonderful memories of places you've seen and people you've met on the road -- as ours will be.

Stories Wanted: Send us your stories of Aerostich and Riderwearhouse gear in use, or other motorcycling related stories you'd like for possible publication in future catalogs. Please e-mail text files to [email protected].

Zen Glove Maintenance

Riding gloves should fit close for comfort and control, but if they get wet and then dry too quickly they may be ruined. Many leathers can harden and shrink as they dry. To prevent this, and to help protect your gloves through rain showers, try this leather treatment:

  1. Wear your new gloves without any treatment until they fit your hand.

  2. Put both gloves on and while wearing them, spray lightly (all over) with Camp Dry or similar silicone waterproofing.

  3. Leather colors other than black will darken when sprayed, but will later return to their original color as solvents evaporate. Do not soak or saturate your gloves or they will be ruined. Just one light spray. Too much will limit your gloves ability to breathe and absorb perspiration.

  4. After spraying, flex the gloves on your hands for several minutes then remove them...then put them right back on backwards, i.e., put the left glove on your right hand and the right glove on your left hand. You will look ridiculous.

  5. Carefully get a small gob of Snow Seal, Mink Oil, or similar waxy shoe grease (using one backwards gloved finger) and smear it between your palms, (onto the backside of the gloves only). Now rub your hands together energetically, keeping them flat like clapping or praying.

    The object is to work a small quantity (less than half of a restaurant pat of butter) of waterproofing into only the backside of each glove, (especially across the knuckles and on the back of the fingers) without getting any grease on the palm and fingertip side.

    Let them dry for a day, then enjoy improved waterproofing and a good grip.

Y'All Inna Heapa Trouble

Y'ALL INNA HEAPA TROUBLE, BOY

State Highway patrol statute violation numbers useful for personalized plates that may still be available in your state. (Every cop, knows these by heart Registering your bike's license plate as a violation number may amuse the police officer or state trooper enough to help you receive a reduced ticket.)

California
Speeding 22350
Excessive Speed (over 100 mph) 22348B
Violation of Maximum Speed (65 mph) 22349A
Florida
Unlawful Speeding 316.183
Aggravated Fleeing and Eluding 316.1935
Racing on Highway 316.191
Georgia
Speed 40-6-181
Too Fast for Conditions 40-6-226
New York
Exceeding Maximimum Speed Limit 1180(d)
Exceeding Reasonable and Prudent
Speed 1180(a)
Engage in/aid/abet Speed Contests and Races 1182(I)
Minnesota
Speed 169.194
Speeding on Highway 169.141
Missouri
Exceeded Uniform Maximum Speed Limit 304.010
Operate Vehicle in a Careless and Imprudent Manner 304.012
New Jersey
Racing on Highway 39-4-52
Speeding 39:4-98
Washington
Speeding Over Posted Limits 46.61.400
Speed Too Fast for Conditions 46.61.400.1
Attempting to Elude Police Vehicle 46.61.024
To Do More Ridin'

  1. Commute. Keep a weather radio in your bathroom. Install an indoor/outdoor thermometer in the bedroom. Leave a cover or lock at your job’s parking place. Carry a garage door opener or parking ramp card that’s usable without dismounting. Arrange security in advance and be willing to pay for it. Once a week take a longer than necessary route to work.
  2. Arrange your gear by the door or garage. Separate out your trip and camping stuff. Have your gloves and boots setup for selecting, depending on the days destination and weather conditions.
  3. Get a smaller size motorcycle. Modern small bikes can do what old big ones did, easier cheaper and more fun to ride. Just like cars.
  4. Ride in the rain. Go on purpose when nobody else is outdoors. Ride around for a look. If you get wet you won’t drown.
  5. Ride at night. If you don’t have to get up for work the next morning there is nothing like enjoying a two am stop at a lonely all-night coffee shop, after a hundred miles of scary back roads. Full moons are best. Watch for deer and small animals.
  6. Always have a way to haul stuff. Wear a Courier bag or backpack. Carry a bungee net, bungee buddy, an empty tank bag or some bungee cords. As a last resort, leave saddlebags on all the time.
  7. Get a ‘beater’ motorcycle. Or make your bike into one. True beaters can be interesting and fun to ride and don’t attract vandals or thiefs. TT500’s, Ascot’s, Sabres, Interceptors, Titans, GS’s, /5’s, etc... Like blue jeans, most cycles are better when they show some wear. (Too much bike polishing leads to idolatry. Moses shatters the original 10 commandments...)
  8. Have two or three different helmets at the ready. An expensive full coverage one for serious rides and an easy to use open or hinged chinbar type for everyday urban riding or use on super-hot days. Having several types of gloves, boots, jackets, etc...for different situations is also good.
  9. Plan rides. One Sunday a month do an all-day local ride or an overnight. Invent some game of it. In cities, try riding only alleys or only to overlooks or only across all the bridges. What is the longest continuous street in your city? Have you ever ridden it end to end? Put a marked map or list on the tankbag or in your pocket, and carry a compass. Out on the road, go to the smallest roads, to the small places.
  10. Ride very early in the morning. Dawn rides can be the best hour of your day. No traffic, clean air, good sights and sensations. A shower and breakfast after a sunrise ride are wonderful. This is best done when the days are the longest in June and July. It does not apply if your bike has open pipes, especially if you ride an H2 with chambers. Then, stay in bed.

Philosophy bonus A: Ignore what everyone else thinks. Riding is a better way to get around. Ride paranoid and keep your skills sharp.

Philosophy bonus B: Ride with somebody who’s better than you. You will pick up a handy trick or new skill just about every time you are out.

Philosophy on Music Systems

Philosophy on Music Systems for Sportbikes

Why add tunes to your riding? Because it’s relatively easy to do, and once it’s there, you’ll use it. But not all the time. If the road is scenic or challenging, or there are a bunch of other riders with me, I don’t listen. But alone...a late October night...down familiar roads headed for home...well, cranking up some Junior Brown is as good for my ride as electric grips. Music can make those thousand-mile days across featureless miles of Midwestern superslab a bit less boring too.

How do you get the music to your ears with minimal kludge? Anything that’s effective above 70 mph on an unfaired machine is a real challenge, but everything depends on starting with a quiet helmet like the two featured on pages 28 and 29.

If you are a pretty good model builder, you can disassemble your helmet’s upholstery and install effective speakers. I’ve done it at least ten times. For longer distance traveling, I prefer using earmold or earplug speakers but helmet speakers are more convenient for everyday use and commuting. If you want speakers built into your helmet (instead of the kind you simply Velcro into place on the liner’s fabric) then you’ll need about two hours of time and a soldering iron. This will allow you to remove some of the helmet’s polystyrene impact-absorbent material to make room for the speakers. Obviously, this will adversely affect the helmet’s safety. On Shoei X-9 series helmets, the entire cranial section stays in the helmet and the ear-to-chinbar-to-ear piece comes out as a single horseshoe-shaped unit (after breaking a dot of glue at the center of the chinbar). Bending the back sides of the “horseshoe” inward allows you to move this piece toward the back and then remove it without breaking it. Many other helmets are similar. Close study will usually reveal how any helmet comes apart. Absolutely do not work on your helmet unless you are very confident you can get it back together so that it will retain its primary safety function, and are also willing to accept responsibility for its failure to provide that function as a result of any changes you make. It is impossible to retain 100% of a helmet’s safety function after installing speakers.

If your helmet fits close at the sides you may need to make a recessed space in the polystyrene impact material. After pulling back the soft liner fabric and foam backing, use the tip of a soldering iron to make a cavity shaped to accept the speaker. The foam shrinks cleanly away from the heated tip of the tool. Attach the speakers; then redo the upholstery and install the wires so the plug exits at a handy location.

If you experience a lot of wind noise around your helmet and use foam earplugs which make it hard to hear helmet speakers clearly through them, try melting a 1/8" inch hole through the ear plugs using a hot finishing nail held with a pair of pliers. This converts them into noise attenuators that allow part of the sound through to your ears. Even after all this, you might have trouble above about 70 mph on an unfaired bike, but hearing the radio isn’t as important as hearing the radar detector in those situations.

SAFETY WARNING: The previous information about installing speakers in helmets is an account of my personal experience only. It is not intended as a recommendation or as instruction. Any alteration of your helmet exposes you to significant health risks, up to and including your death. If your helmet has been modified it is not safe to use. The previous information is for your amusement only. "Do not try this at home!"

Radicalized Readings

Mr. Subjective's Recommended Readings For The Radicalized

When these appear in your mailbox, it will be a happy mailbox. One title even mails in a plain brown wrapper and has the F word in some places. Not too much nudity in any, but not 'Martha Stewart Living' either. More stars are better.

*** Performance Bikes (England's bible of sportbike anarchy and hooliganism)
Bushfield House, Orton Centre Peterborough, PE2 5UW England
011,44, 1733-237111 Fax: 011,44,1733-231137

*** The Horse/Backsteet Choppers (The antidote for rhinestoned-HD-garage-buddha-owned-by-old-yuppie-dentist overload.)
PO Box 182501 Shelby TWP. MI 48318-2501
(810) 566-0306 www.ironcross.net

*** Twistgrip (The last, best hope of Mr. Subjective. All young-ish and fresh-ish bikey stuff.)
P.O. Box 4145 Hayward, CA 94580
No longer in print, but you can find their 'zine at www.twistgrip.com

*** Scoot Quarterly (Hip, hip, tragically-hip hippsters and immersion scooter hip lifestyles. Hip...)
Box 640510, San Francisco, CA of course…94164
(415) 885-6421 Fax: (415) 674-8889 Email: [email protected]

** Motocycho (Lame ass street grunge biker zine with bonus music stuff for rider-hipsters.)
Box 1564 Point Roberts, WA 98281
(604) 733-1646 Email: [email protected]

*** CityBike (San Francisco's erudite commuters and sport riders 2 wheeled kulture.)
1124 Kearney St. San Francisco, CA 94133
(415) 982-7242 Fax: (415) 861-1117

** Racer X (Moto Cross and freeride nonsense with a little sportbike grilled on the side.)
Route 12 Box 267 Morgantown, WV 26505
(304) 284-0080 Fax: (304) 284-0081

** Bike Culture (Bicycles for transportation. No moto's. Elegant elitist fantasies but still cool.)
(213) 468-1080 Fax: (213) 462-4359 Email: [email protected]

* Auto Free Times (Swell radical diatribes against our transportation infrastructure.)
Box 4347 Arcata, CA 95518

Hangouts, Times and Places

THE USUAL HANGOUTS, TIMES AND PLACES:

Name / Atmosphere / When / Directions / Notes

Cafe Veloce (SEATTLE) Italian restaurant with all kinds of bikes. Weekend evenings. Locals, Lazy B mechs, and destination diners. I-405 N to 12514 120th Ave NE, Kirkland WA. 425-814-2972

Alki Tavern (SEATTLE) Taco Thursday.

8th Street Sports Bar & Grill (SEATTLE) Sportbike Night 206-747-7360

Rock Store (LA) Convenience store. Exit West off 101(Kanan Rd.), go South, left 0n Troutdale Rd. Right on Molholland Highway. Saturdays and Sundays. World's best poseurs on every kind of bike plus assorted real regulars and everyday hardcore riders.

Newcombs Ranch (LA) Restaurant-ski chalet. Exit the 210 Freeway west of Pasadena at Angels Crest Highway exit. Sunday around lunchtime. Mostly sportbikes. Go on to the tunnels and get someone with a Duck to ride through fast. Take your helmet off and enjoy God’s own reverb.

Cooks Corner (LA) Roadhouse restaurant & bar. Saturdays and Sundays. 7 am-9 pm. Breakfast, lunch, dinner. I 5 to El Toro Rd, go east 6-7 mi to Cooks Corner. Lots of Hardly Ableson's in the sunshine and also the occasional sportsy bike collection.

Lookout Roadhouse (LA) Restaurant, bar and B&B. 8 am-7 pm everyday, Saturday and Sunday mornings. Sportbikes, sportbiques, n’sportsyheads. I-5 or I-15 to Cal 74, 32107 Ortega Hwy, Lake Elsinore, CA. 909-678-9010 Ask for Barbara (owner).

Bleachers (SACRAMENTO) Sport Bike Night. Sport bikes, duh. 900 University Ave. 916 373-1557 or www.sportbikenight.com

The Wall (SF) Scenic overlook turn out. Sportbikes, hardcore commuters. Daily, late afternoons until just after sunset. I-80 to 580 to US Hwy 24 north to Fish Ranch Rd, exit North to Grizzly Peak Blvd (rt), turnout is 3 miles on bay side. Only overlook with actual wall you can sit on.

Zeitgeist (SF) Friday night & Sunday afternoons are best (and most weeknights). Urban bike bar with bicycle & motorcycle couriers. 199 Valencia (at Duboce St.) Hwy 101N to Mission St. Exit, straight 2 blocks on right side. Across From Scuderia West shop. 415-255-7505.

Alice's Restaurant (SF) Sunday mornings. All kinds of bikes and bikers.... Scott Flying Squirrels to AMF Harley mo-ped’s. Roadside restaurant. 101 to Hwy 84 west 4 miles to Hwy 35 and you're there (at this crossroad). Also check out ‘The Merry Prankster’ restaurant another 8 miles west down 84. It’s across from ‘Applejacks’ a popular H-D hangout where they do a good Sunday afternoon bbq.

PJ’s & Co. (RENO) / Saloon and restaurant menu / every Wednesday night yeararound, with only a few in the winter, but over a hundred in the summer / all kind of cool rides, with some fast’n sporty ones...it’s Nevada, duh / 1590 S. Wells Ave. 702 323-6366

Dulonos Pizza (MPLS) Pizza restaurant. First Thursday of the month. TCNOC (Twin Cities Norton Owners Assoc.) started it, now there can be 500+ weird bikes of all types in the parking lot in the summer, less in winter, but always a few,..no matter what. From 5-11 pm. 607 W Lake St. 612-827-1726

Bob’s Java Hut (MPLS) Coffee bar + sandwiches. Lyndale Ave North of Lake St. Thrasher Vespa sidewalk surfboard haulers to immac wings (not!). Lots of older everyday rider bikes and seventies euro stuff. All the time, especially weekend am’s.

Fuel Cafe (MILWAUKEE) Sandwiches & soft drinks. 7-12 weekdays, 9-12 Sat-Sun. Casual to punk. Kids. A nice variety of urban skoots come and go...but there’s no special gathering time. 818 E Center St, Milwaukee, WI 53212. 414-374-3835. I-94 to I-43N to Locust exit right to Humboldt Ave to Center St, then right 2-3 blocks to 818 E (on the right side, center of block).

Highland House (CHICAGO) Restaurant. Sunday mornings. Intersection of Hwys 22 and 41. Hogs, Wings, Sportbikes, and everything else having two tires which hold air. North on I-94 to US 41, then continue on 41 about 6 mi to Hwy 22. Located on East side of 41.

Bucktown Tap (CHICAGO) Neighborhood Bar. High-end biquers with Vincent's and other tasty toys plus a regular crowd of growed up sporting riders mixed with non riders and eclectic theater types. Friday nights. Exit Kennedy Expressway at Armitage. Go West to Paulina and head South to Courtland. On the corner of Courtland and Pulina.

Cassoday (CASSODAY) Small Town. Tons of motorcycles. First Sunday of every month. Home of the Prairie Chicken? 45 mi NE of Wichita KS off of I-35.

Sports Page Inn (ST. LOUIS, IL) South of Dupo. Evenings. First Tues of each month. Monthly EuroUnion MC meeting anchors a classic, sport and eurobiker crowd. Second Tues. MCRA meets, a sport-touring and sport bike crowd, promoting racing. At I-255 exit #9(Dupo), go S on East Outer Road (2 miles), Sports Page on West side of road. 618-286-5628.

James Coney Island (HOUSTON) Hot dog chain fast food / Saturday nights late, esp. summer when the air’s a little cooler then / Sportbikes, poseurs and hot cars (!) / 5745 Westheimer, Houston 713 785 9333

Jo’s (AUSTIN) Coffee shop with sandwiches and beer, too/First and third wednesdays of the month, 7pm to about 9pm/All kinds of bikes from sport to kruzers/1300 S. Congress Ave. (Across from the Contental Club)

Marcus Dairy (NYC) Restaurant. Sugar Hollow Road, Fair Mall exit off I-84 at Danbury, CT. Mixed: cruisers, tourer's, sport, etc... Sunday am’s. 4 Sundays are “Superride” events which are huge crowds. (A hype-rally-scene with paid admission fundraiser.)

The Ear Inn (NYC) Restaurant. Sport, euro urban warriors, poseurs, pro racers. Every Tuesday year 'round. 8-11 pm. 326 Spring Street (between Greenwich and Washington), Soho (Manhattan).

The Bach Dor Cafe (HARTFORD) Roadhouse tavern and cafe. Weekends. Lots of HD’s, but well seasoned with a generous sprinkling of euro, sport and touring bikes. Intersection of Rt 6 and 98 in Chaplin, CT.

The Cloisters (PHILLY) Restaurant. Sport, euro and some cruisers. First Sunday of month, am. On US 322, Ephrata PA.

The Haag Hotel (PHILLY) Hotel & Cafe. Sportbikes’n tourers’n cruisers - backroaders to superslabbers. Mornings to mid-day on the second Sunday of the month. Good breakfast specials. South side of 3rd St. Sharlesville, PA. Exit 8 off I-78 between Harrisburg and Allentown. 610-488-6692

Loch Raven Reservoir (BALTO) Parking lot overlook and turnout. Sportbikes. Saturday and Sunday am.

Crow Bar (D.C.) 1006 20th St NW Washington D.C. Biker bar for sport/euro/hip biker kulture. Thursday is “cafe racer night”.

Whites Ferry (D.C.) Roadhouse restaurant and convenience store. Weekends. Sport, Euro, Hogs, general adult type motors. On Whites Ferry Rd, 6 mi S of Rt 28 and 4 mi N of Leesburg.

Michaels Bar & Grill (CHAPEL HILL) / Good’ol merican food and drinks / all kinds of good’ol motor bikers / Sunday am / Locals, and assorted curves-r-us friends /Cole Park Plazy, Hwy 15-501, South of Chapel Hill NC / 919 942 6904

Happy Days (POMPANO BEACH) Fifties fast food diner. Exclusively Rokon Trailbreakers and MZ Silver Stars, yeah that’s it...Rokons and MZ’s...uh huh. Last Saturday of the month. 7:30 pm til 9 pm, shine or shine only. 351 SW 12th Ave. Pompano Beach, FL. 954-784-0055

Top Dog Cafe (STUART) Upscale bar & cafe... Upscale usually means Hardly-Ableson's. Thursdays 6-9 pm. Exit I-95 East to Stuart. At US100 left into Publics Shopping Center, Top Dog is on the left side. 860 S Federal Hwy, Stuart FL 34994. 561-287-9110.

Denny’s (ORLANDO-Apopka) /Coffe Shop Restaurant/ Sunday mornings by 8/Brit,Italian, German and other sporty bikes/ NW from Orlando on I-441 to Apopka - right beside the highway.

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