Calculon

I had no idea Rothmans was a tobacco company, totally get your Nanny State comment. I just looked at the overall design, it looked good to me minus that logo and text, that's all. I get now what it is and why some may have some allegiance but it means nothing to me. That's really nice, the custom paint jobs included in part of the price.

I would buy a Gen 8 today if the RWB version was sold in the US. Don't really care for the Rothman's design, the top of the tank looks good and so does the tail minus that glob of yellow and the other yellow blob on the nose. And get rid of the Rothman's logo and text along the side and it would look really nice and clean... but I get that it's a racing livery. I think it looks nicer like this:

That is a great looking bike, Terry. I would buy one of those today if it were available here. And I agree with VFROZ, totally stylin' in your red attire.

Very nice. What are “Oprah bags”?

This looks interesting. Good luck with your build, sorry can’t offer any advice but will sure pay attention to your work. For my my part I would love a VFR turned into something with the form and ergonomics of a BMW R1200R.

2002 Honda Nighthawk 750. I bought this bike and only owned it for one year. I didn't sell it because it was a bad machine, it was purchased as a second bike so my friend could use it while visiting from out of state when we went to a rally. That's one of the things that makes Nighthawks and in particular 750 versions so great, they are generally owned by mature riders, extremely inexpensive on the used market, rider friendly in terms of power and stone cold reliable. You also get most if not all your money back when you resell. The Nighthawk 750 has an air-cooled inline four making about 75HP. It is the most basic of basics in design and a step backward in features from the previous generations Nighthawk 650 SC and 700 S that came before it. Gone is the shaft drive, dual discs, fuel gauge, gear position indicator and the centerstand became optional equipment. This version of the Nighthawk was built to a price point with the only luxuries being a tachometer and bungee hooks. From a mechanical standpoint they did keep the hydraulic lifters which is great. On the road the bike is super nice to ride, the 757cc motor just purrs along almost as smooth as an electric motor and it is completely understressed, even when pushing the bike you feel that it's not working that hard. I think the handling is better than that of the 650 version of the Nighthawk but it's not as fast and weighs a bit more. A lot of the superior handling comes from the tire choices available compared to the older Nighthawks. The range is improved as the fuel tank is close to five gallons and getting 45 to 50 mpg is pretty easy to do without even thinking about it while riding. Being a UJM it's a completely flexible platform to set up how you like, commuter, tourer, weekend toy whatever you like. There aren't a lot of OEM accessories but the second hand market has plenty of accessories for you to personalize the bike. The Nighthawk 750 is one of those bikes you could buy as your first and keep until you quit riding as long as you're not tempted by shiny new things or gobs of power, the Nighthawk 750 is extremely satisfying in it's rider friendly simplicity.

If they are available, get a Nighthawk 750. Stone cold reliable, understressed in-line 4 cylinder motor that is buttery smooth. It’s a naked standard so if you drop it no big deal. They made them for years so should be easy enough to find cheap. Here is a photo of my old 2002 model. I think they were mostly unchanged for their entire production run that lasted over ten years.

Same with me in regards to both the Maxim and Raiden from Yamaha, always wanted one just cause I liked the looks. That instrument cluster is so 80's, especially with the grid pattern, I fully expect Max Headroom to appear and start jibber-jabbering.

My first proper motorcycle was a 1984 Honda Nighthawk 650 SC. I didn't buy it new, it was already close to twenty years old when it became mine. It had approximately 30k miles on it and other than a slight drip along the gas tank seam it rode reliably for the four years I owned it. I repaired the drip with a sealant kit, tedious work but very effective. About the bike itself, it had an inline four cylinder motor that made about 72HP, the bottom end was very weak with a hit at the top of the rev range. Brakes were weak, especially the rear drum but once you got used to them it was okay, wasn't dangerous. The bike had a lot of great features that were really progressive considering this bike was built in 84 (first model came out in 83). First, it had hydraulic lifters which meant no valve checks or adjustments, maintenance was so easy, change your oil, watch your brake pads and fluids and tires. It had a shaft drive that was virtually maintenance free. The bike had adjustable suspension but by the time I got it age had worn it out and I never did anything to revive the shocks. The instrument cluster had an LCD fuel gauge and a gear position indicator as well as the requisite speed, odo, tach and trip meters. A comfortable standard that I tried to use as a tourer, putting a gps, soft luggage and a windscreen. The bike was pretty good on a long trip with the exception of it's fuel range, around 130 miles and you would have to switch to reserve. I think the farthest I ever pushed it on reserve was to 150 miles. Handling was okay but compared to a modern bike it had a lot to be desired, that said I met a lot of Nighthawk owners that could make their bikes dance through the twisties. I ran the odo up to 51k miles before I sold it. I was reluctant to let it go, I really loved the classic lines, easy maintenance and reliability. You can still find these bikes on CL and most owners are generally older and take decent care of their bikes coupled with the overall stone cold reliability and cheap prices make them great finds.

2012 Kawasaki Ninja 650. This was the third generation of the Ninja 650 line and a big departure from the previous. Completely new frame, updated exhaust, improved brakes, two piece seat and a retuned motor. The bike makes somewhere in the low 60's hp at the rear wheel, a few more ponies than the Versys 650. It weighs around 475lbs curb weight. The suspension is basic but decent. It's interesting to compare to my Versys as they share the same motor. The Ninja is a LOT more twitchy and fun to hustle from side to side. Great to throw into a corner but the Versys is more confidence inspiring as it holds it's line better. I like the tuning on the Ninja motor more than the Versys. I find the gearbox more useable at slower speeds and it's noticeably quicker off the line. The ergonomics are odd, it has a tubular handlebar that gives it an almost standard/upright reach however the footpegs are a bit high and back and are more sporty. Great for cornering but can get a bit uncomfortable for all day rides. The bike has a fairly large tank, 4.2 gallons and it's easy to get 175 miles and have reached 190+ a few times before the fuel gauge begins flashing. Between the range and comfort the bike makes a decent sport tourer, just drop some soft saddlebags on it and ride towards the horizon. I had done two 2,000+ miles trips on this bike, rode it through rain, snow and up mountains and it never let me down. I always thought it was a big miss that Kawasaki never made a version of this bike with the same hard saddlebags they have for the Versys and the Ninja 1000. Matter of fact the 4th gen and current version of the bike has tilted more towards the sporty side than my 3rd gen so the big K doesn't really see this as a mid-size sport tourer as many owners had. There really aren't any serious negatives about this bike considering it's price point and mission design. A comfortable, great handling bike that I think looks pretty good too.

The vibration is almost gone with the third generation.

2016 Kawasaki Versys 650 LT Wet weight with luggage is right around 500lbs., makes about 63 HP at the rear wheel, classification... umm, a tall standard, a road adventure bike, sorta sporty, touring light machine. The Versys 650 is funny that way, it doesn't really fit neatly into any category. Looks like an adventure bike at first glance but with it's alloy wheels, underslung exhaust, street tires and exposed bits of everything it has no business off a well groomed fire road. The LT model is a touring bike for sure but it lacks almost every nicety most tourers come with and some would say underpowered (I wouldn't). It has sporty half fairings and leans into corners like nobody's business with complete confidence but it lacks power and posture. It probably has most in common with the UJM's of the 70's and 80's, a capable do-it-all bike that just grew a bit too tall. Specifically the bike has a parallel twin motor that is fairly torquey but the factory fueling is somewhat bungled. Trying to ride in any gear higher than second in the city and the bike will bog down wheezing for fuel. This is probably the bike's worst attribute, so much so that getting a new fuel map is just about the best modification you can do. Out on the twisty highways and backroads the bike is just a peach and completely in it's element. Completely neutral when leaned over into a turn you will feel complete confidence especially if you are a rookie rider. The OEM luggage system is keyed to the ignition with lockable, easily removable and discretely integrated luggage. No tubular frames just two indents molded into the tail section of the bike and a rubber boot near the passenger pegs. Each saddlebag has about 28 liters capacity and will easily hold a full-face helmet. The only knock on the luggage is the odd shape, fine for carrying most stuff but if you are a commuter and need to pack a laptop you could be having trouble. In a nutshell the bike is extremely comfortable, excellent range (250 miles theoretically possible but I usually fill up around 210), adjustable windscreen, handguards and trip computers that measure range and fuel mileage. Just a neat package and when I bought it in Spring of 2017 it only cost $8,000 brand new as it was last year's model. What would make it better, decent fueling as I mentioned before and a factory centerstand, even if it were only an option. Also a bit tall and top heavy, especially with a full tank of gas.

The New England area has some truly remarkable roads, this is true. I am a big fan of the Great River Road along the Mississippi in your neck of the woods, especially as you approach Wyalusing State Park in Wisconsin.

I don’t believe the newer R1200R’s have the duolever, almost certain the one I rode had standard forks. Which makes the ride difference even more a mystery.

Getting back to the R1200RS, I had a longish test ride back to back with an R1200R. Really wanted to love the RS but it simply did not handle as well as the R. Before the ride I was almost certain the RS would be a future bike for me but now considering the R kitted out for touring. Also had seat time on S1000XR, seat height was okay for me, thought the bike was near perfect just a bit too expensive for my budget. It’s one of those bikes that make me feel like I’m a better rider than I actually am.