2009 Mazda RX-8 Review

Four-seat sports car.

IntroductionIt's been 40 years since Mazda released its first rotary-engine production model, a twin-rotor coupe called Cosmo Sport in mid-1967. By the early 1970s, the rotary seemed poised to conquer the automotive world. That never happened for a long list of reasons, but the lightweight rotary engine found a purpose powering a delightful series of light, nimble, high-revving Mazda sports-touring cars. Over the past four decades, Mazda has manufactured more than 1.9 million rotary-engine vehicles. And we're glad it did.
The latest model in this series, the ingeniously engineered Mazda RX-8, drives like a sports car, with a high-revving engine and near perfect weight distribution for balanced handling, and it has garnered motoring award recognition on four continents.
For 2009 RX-8 receives evolutionary styling updates, a more rigid structure and driveshaft, revised rear suspension and gearing, and a new RX-8 R3 aimed at enthusiasts. Although the R3 powertrain is the same as that of the other RX8s, its sports suspension and cosmetic and functional upgrades qualify it as the best sports value in the line for serious enthusiasts.

The Mazda RX-8 is surprisingly practical. It's capable of taking the kids to soccer practice, with passenger space for four full-size adults. There's enough room for a weekend's worth of luggage or two full-size golf bags, and the small rear doors and relatively spacious trunk make trips to the home improvement center possible. It's not as roomy as a sedan, but it can move people and stuff when needed, while offer the driving experience of a two-seat sports car.
In short, the RX-8 is a true four-seat sports car. And it's the small but powerful rotary engine that makes this possible.
The RX-8 was launched as an all-new model for 2004. Its most significant prior update was the six-speed automatic transmission that arrived for 2006, replacing the previously available four-speed. In addition to two more gears, the six-speed automatic also brought steering-wheel mounted paddle controls for semi-manual shifting; and allowed the engine to be tuned closer to its manual-transmission specification, narrowing the performance gap between the auto-shifting and shift-it-yourself versions.
Still, the manual and automatic models are two different cars. The manual benefits from 232 horsepower at 8500 rpm, while the automatic gets 212 hp at 7500 rpm, albeit with the same 159 pound-feet of torque at 5500 rpm. The bottom line is that the manual model is for driving enthusiasts willing to shift for themselves and those seeking maximum efficiency, while the automatic is for drivers more interested in the look and feel of a sports car than in ultimate performance or heavy stop-and-go commuters.....!

2008 Vespa S 150 Review

In my head there exists an awards ceremony called “The Scooties” and each year my brain nominates contenders for the best in a variety of categories. There’s no red carpet, just me as the orchestra, audience, comedic host, judge and presenter. One of the most prestigious categories is “Best Aesthetics”. Unfortunately, there wasn’t a whole lot of competition for 2008, and since I’m also the Joan Rivers of the ceremony I can let you know that at this year’s show the award for “Best Aesthetics” went to a hot newcomer, the 2008 Vespa S. “Can we tawk?” sorry I couldn’t resist.
There’s something about this tiny scooter that really sets it apart from the rest. Sure, it’s a Vespa so you’d expect it to be visually appealing, but this baby is different. I think what sets her apart is the fact that she was designed to evoke not just the classic Vespa style, but more precisely a specific model; the Vespa Special 50. I even think she has some resemblance to the Vespa that’s in my garage, the T5. I’ve included photos of the two, so you can judge for yourself. The rectangular headlight is a bit ubut it’s the coolest in my opinion.'

The dazzling chrome looking bits are a beautiful touch

The ride feels very similar to a model produced earlier, the Vespa LX 150. The suspension feels a bit stiffer, but it has the same engine, same weight, length, fuel capacity and wheel size. As a matter of fact, some have said it’s little more than an LX 150 with a new body kit. I see the similarities under the hood, if you will, but the Vespa S is so much more; or to confuse things, so much less. The sportier, low profile, single passenger corsa (racing) seat is a style that hasn’t been seen on another modern Vespa until the now. It’s a style that must have received a warm welcome because it’s also been included on the new Vespa Super 300 as a two passenger version. There is also an optional touring seat available if you like to have more seating options (shifting toward the front or back of the seat) or would like to comfortably carry a passenger.
Also on the topic of less, the price of the Vespa S is less than that of the LX 150. It was a pleasant surprise to see an MSRP of $4,099; that’s $200 less than the LX. We we’re taken off guard when they announced the price difference, but it could be due to the LX having more metal on her than the S. The S has a plastic front fender, headset and on the upper half of the floorboard is plastic.
Continuing the less is more theme, I’m pleased to see the return of the thinner leg shield as well. Unlike the others in the Vespa line-up, the Vespa S trades the bulkier glove box for a thin profile leg shield and a pair of catch-all trays. You might not miss the removal of the locking glove box they replace because there’s a good amount of storage under the seat. I was actually able to hang my helmet on the under seat hook and store my gloves, armored jacket and reflective vest under the seat. That’s about all the storage I need to run around town. In the event that you need to haul something bigger, you can always add a luggage rack and top case accessory from Vespa, designed to match their scooter paint scheme. A backpack is also a good option, as long as it doesn’t interfere with your riding ability.
The dazzling chrome looking bits are a beautiful touch, but also one of my few complaints. When the sun was high over my shoulder, they were in such a position that they dazzled me as well. Not good when riding through busy intersections at 40 mph. My other complaint is that the seat has its own separate lock. It cannot be unlocked from the ignition switch unlike most of her siblings. Remove the key from the ignition, unlock the seat, pull your stuff out and drop the seat. Next you put the key in the ignition and start her up realizing you forgot to put away your rented DVD. Turn the key, remove it from the ignition, and unlock the seat. Mostly an annoyance, but remember if you have more than one key on the key ring and drop the seat with the key in the seat mounted lock you stand a great chance of scratching up your paint. So be careful.
The twist and go Vespa S is running on the proven LEADER (low emissions) 150cc, 4-stroke, air cooled engine that produces 11.7 bhp at 7750 RPM. That means you’ll get a top speed of just under 60 mph and very respectable fuel economy of around 60-70 mpg. Air cooling is the norm for scooters with displacements of less than 200cc. You can usually expect a little lower torque out of an air cooled engine but the simplicity of air cooling means not having to worry about the related radiators, pumps, hoses and coolant leaks.At 225 lbs the Vespa S is one of the lightest weight 150cc scooters available; even four pounds lighter than the 125cc Yamaha Vino. She handles well on the city streets and the 30.5" seat height helps the rider see and be seen. She has the smallish tires (10" rear, 11" front) you'd expect on a Vespa, great for darting around obstacles and down crowded city streets. Braking is provided by a relatively large (8.66") front hydraulic disc and rear drum. My demo unit was still pretty green, probably explaining why my brakes were a little soft, but at no point did the ride feel unsafe.
The Vespa S is a bit more expensive than other 150cc scooters with an MSRP of $4,099, but when you buy a Vespa you’re also buying desirability and collectability, which means that if you keep her in good shape you’ll have a scooter with a good resale value should you ever decide to part with her.

The Vespa S comes with a one year factory warranty and 24-hour roadside assistance with a two year factory extended warranty available. Oh, one more thing. Vespa colors are known to have pretty limited runs, so if you see one in a color you like you should probably make your move before they discontinue it. I’m especially fond of the new orange Vespa S. She’s the only one with orange colored stitching in the black seat; a very nice touch. Must… fight… desire to put… down… deposit.

2009 Daytona Bike Week Report

Daytona’s Bike Week is a motorcycle spectacle of the highest order, serving up a cornucopia of radical bikes and eccentric characters. It’s a pilgrimage of bikers that kicks off the springtime motorcycle season, bringing in an estimated $300 million to the local economy of Daytona Beach and the surrounding area of Florida.
Fonzie and I flew out to Florida in the Motorcycle.com G5 to attempt to capture the flavor and excitement of the annual riding-season-busting event. If you’re not much of a reader and just want to check out the Bike Week scene in pictures, you’ll want to go directly to our ultra-extensive gallery full of babes, bikes, stunts and the many oddities seen this year.
The chatter surrounding the 2009 edition of Bike Week centered on how the current dismal economy would affect attendance at Daytona. In its best years, Bike Week drew in somewhere up to 500,000 riders and race fans. Although official (and/or accurate) figures are impossible to come by, this year’s event definitely saw a reduction in attendance. The majority of hotels along the beach’s A1A had vacancy signs illuminated, which wasn’t the case a few years ago.

CarGurus' 1967 Ford Thunderbird

Ford redesigned its Thunderbird sports performance line from the ground up in 1967. The new look models were called the 'Glamor Birds,' to reflect their bold, flashy lines. The 1967 Ford Thunderbird was bigger than its predecessors: the growing success of the Mustang had inspired the guys in Dearborn to differentiate the TBird from its hot-selling Pony car, so the Thunderbird got a makeover and an upsizing toward the 'luxury car' class.The '67 Thunderbird had a completely different look from past models. A futuristic re-envisioning of the front end drew its inspiration from aeronautics: the grille layout, with its recessed headlights, were meant to suggest a jet engine's intake. The convertible option was discontinued, and the 1967 Thunderbird was the first to offer a four-door body style (the rear-opening 'suicide doors' never quite caught on with the buying public, though). Under the hood, the '67 Ford Thunderbird came off the line with a 6.3 liter/390 cubic inch V-8 that delivered 315 horsepower; buyers could upgrade to a 7.0 liter/428 cubic inch V8 with a 345-horsepower output. The '67 T-Bird is a real muscle car, with great performance in street and stock racing. But it's the wacky and distinctive design details (like sequential taillights, narrow rear window, and blocky C-pillars) that earned it the name 'Glamour Bird'.

Jaguar XJ Diesel Wins Best Luxury Car In The 2006 Fleet World Honours

The Jaguar XJ has picked up the award for Best Luxury car in the 2006 Fleet World Awards for a third consecutive year. The trophy was presented at a special ceremony held at the Royal Automobile Club, Pall Mall on TThe awards are judged by a panel of experts representing the leasing industry, fleet managers, motoring journalists, residual value guides and Fleet World’s own editorial team. The judges took several factors into account, including residual values, maintenance costs, reliability, driver appeal and manufacturer back-up. The judging panel is chaired by industry professional, George Emmerson, who has managed fleets at IBM, NHBC and Black Horse Agencies.
Managing Director of Jaguar in the UK, Geoff Cousins said: "We are honoured to win this award for the third year running, and particularly pleased that it is the diesel engine that has impressed so soon after going on sale in September last year. With XJ sales up almost 40% on last year in the UK, and 55% of these are diesel sales, introducing a diesel derivative to the XJ range has certainly been a great success."
In the UK, the Jaguar XJ boasts just over 20% share of the large luxury segment and has historically outsold all of its major competitors since launch in 2002. Growing sales figures in 2006 demonstrate that the XJ is a car that continues to attract more and more buyers.
Commenting on the award, George Emmerson said: "To a fleet manager the term 'Luxury Car' often means the car for the Managing Director over which fleet managers often have little input. However, the Jaguar XJ is a popular choice for the very senior staff and being a previous winner of this segment, fleet managers can have no qualms whatsoever regarding anyone choosing this vehicle as it is a truly first-class package in every respect."
Recently, the Jaguar XJ Diesel travelled just over 1,000 miles on just one tank of fuel on a journey from John O'Groats to Land's End. The distance is 840 miles, but the XJ kept going to 1000.2 miles before the tank ran dry - the average fuel consumption hitting 53.5mpg* which equates to 139g/km of CO2. This remarkable achievement is testament to the XJ's inherent technological strengths, which include advanced aluminium body construction and a state-of-the-art twin-turbocharged V6 diesel engine.
Additionally, the XJ was recently voted Best Large Executive Car at the Auto Express Used Car Honours for 2006, where judges were particularly impressed with resale values, reliability, specification and availability.
In April, the sound-deadening technology 'Vibramount' fitted to the XJ Diesel and supplied by Avon was nominated for an innovation award at the Automotive News PACE (Premier Automotive Suppliers' Contributions to Excellence) Awards in New York. 'Vibramount' has helped the XJ Diesel gain its reputation for world-class smoothness and quietness by countering engine movements to eliminate vibration and noise. Refinement has been improved whilst allowing ride and handling to be optimised.
From the introduction of the XJ 2.7 litre V6 turbodiesel engine to a host of other groundbreaking advances for every model, such as acoustic laminated glass and Bluetooth wireless connectivity, the new 2006 XJ will keep Jaguar at the forefront of the premium saloon market.
The XJ 2.7 TDVi costs from £43,995 on-the-road - petrol engines are also available.
*Readings from the Jaguar on-board computer.
After setting off from John O’Groat’s with the XJ’s 18.7 gallon (85-litre) tank full, the team of five rotated driving duties between them every 60-90mins and the XJ was always carrying a passenger for safety.hursday 18 May.

2011 Land Rover LRX Review and Prices

What We Know About the 2011 Land Rover LRX

The recent sale of Land Rover and sister company Jaguar seems a happy deal for both sides. The seller, Ford Motor Company, nets $1.7 billion in much-needed cash. The buyer, India’s Tata Motors, takes charge of two iconic British brands with several intriguing products in the works. Among them is a new Land Rover compact SUV based on the well-received LRX concept that bowed at the 2008 Detroit Auto Show looking virtually showroom-ready. Though the Tata takeover clouds the status of existing Jaguar-Land Rover projects, many sources expect to see the LRX as a 2011 model bowing in late 2010.The 2011 Land Rover LRX should closely mirror the concept as a sporty two-door crossover based on the company’s four-door LR2. The concept showcases several new Land Rover ideas for making SUVs more eco-friendly, and some of these should transfer to the production model and other future Land Rovers. The LRX name probably won’t make it; we’d look for something like LR4 or LRS.Sources expect the 2011 Land Rover LRX to arrive with the LR2’s 3.2-liter V6, 6-speed automatic transmission, and standard all-wheel drive with Land Rover’s Terrain Response System (TRS). A hybrid option is rumored for sometime later, possibly a diesel/electric powertrain, as on the concept. This involves a 2.0-liter turbocharged 4-cylinder engine that runs on biodiesel fuel and works with an electric motor powered by advanced lithium-ion (LI) batteries. The system also includes what Land Rover calls an Electric Rear Axle Drive (ERAD) that provides rear-wheel electric-only operation up to 20 mph. As in other hybrids, an integrated starter-generator shuts off the engine at stoplights to minimize emissions and save fuel, then fires it up on applying the accelerator. A regenerative-braking function, another commonplace hybrid feature, charges the batteries when coasting and decelerating, but there’s evidently no provision for plug-in charging, as on General Motors’ upcoming Chevrolet Volt. However, the LRX concept’s Terrain Response System adds a fifth, “eco” mode that’s claimed to optimize powertrain operation for best fuel economy, principally on-road. This will almost surely appear on other future Land Rovers.Land Rover has not yet said if the diesel/electric drive will be available for the production LRX, let alone quoted fuel economy numbers. The system seems to be a response to the European Union’s proposed cap on CO2 emissions (at 120 grams/kilometer, expected to take effect in 2012). Because many Americans are still diesel-averse, a U.S. hybrid option--if there is one--would probably be gasoline/electric. This could be plucked from the Ford Escape/Mercury Mariner Hybrid SUVs, as Ford has agreed to supply powertrains to Land Rover for at least five years.Predictably, the 2011 Land Rover LRX should more or less duplicate the concept’s sporty two-door styling. (Think gym-body Range Rover Sport.) The design preserves traditional brand visuals in a sleeker style to minimize fuel-wasting wind resistance. This explains the tapered nose, lower roofline, smoother body contours, and a whopping 8.1-inch reduction in overall height versus the LR2. Wheelbase is unchanged from the 4-door, but the 2-door is nearly 6 inches shorter. Despite that, Land Rover says the LRX doesn’t sacrifice utility, though it isn’t yet quoting interior dimensions, either. The concept was outfitted with four individual seats, doubtless due to the bulky battery pack of its hybrid drive, but the conventionally powered production version would doubtless up the passenger count to five via a normal three-person rear bench seat. As on the high-end Range Rovers, the LRX has a liftgate and separate drop-down tailgate.Like LR2, the 2011 Land Rover LRX will come with four-wheel antilock disc brakes, stability/traction control, front side airbags, curtain side airbags, and 18-inch standard tires with a 19-inch option. The LRX concept rolled on 20-inch rims, and those might be available too. Other extras should match the LR2’s list, including rear-obstacle detection, sunroof, bi-xenon headlamps, electrically heated windshield, and navigation system.The concept drew attention with several jazzy features, such as “3D” electronic instrumentation, dual touch-screen displays, and removable, power-adjustable speakers at the rear of the cargo bay. It also sported a gee-whiz “ambient lighting” system that changes from blue to red with the vehicle in Sport driving mode, or to green in the Terrain Response System’s “eco” mode. We suspect the production model will drop most of these gimmicks for cost reasons. So, too, the concept’s fairly heavy use of lightweight structural materials as another aid to fuel economy, though we do expect a few weight-saving aluminum body panels and plenty of bright alloy trim inside.Land Rover touts the LRX concept as a “powerful message that we are as serious about sustainability as we are confident about the continuing relevance and desirability of our vehicles. LRX is in every respect a Land Rover, but it’s a very different Land Rover.” All that should apply to the showroom version and doubtless other future Land Rovers. So overall, Britain’s SUV specialist seems to be moving with the times at last, and that’s a happy deal for consumers and the world we live in.

A Notable Feature of the 2011 Land Rover LRX

Though some may find it odd that an Indian company should own the venerated Land Rover and Jaguar brands, Tata is a fast-growing, multifaceted international concern with big ambitions and deep pockets. Named for its founding family, Tata began in 1945 as a locomotive manufacturer, then added commercial-vehicle production for the India market in a 1954 joint venture with Germany’s Daimler-Benz. The first Tata-designed trucks didn’t roll out until 1977, however, and the company’s involvement with passenger cars came only in 1994, when it began local production of various Mercedes-Benz models. Yet just four years later, Tata introduced the first all-India passenger car, the aptly named Indica subcompact. More models soon followed. Fast forward to early 2008, when Tata made major news by unveiling the world’s cheapest car, the tiny Nano, conceived by CEO Ratan Tata to replace small motorcycles as affordable family transport for India and other emerging markets. Designed to sell for a scarcely believable $2500, the Nano has already attracted close scrutiny by major automakers as an exercise in low-cost engineering that could well change the global industry landscape.Given this background, it’s no surprise that CEO Tata--who some see as a 21st century Henry Ford, ironically enough--is taking a respectful, hands-off approach to the new jewels in his corporate crown. Indeed, he has gone out of his way to reassure employees, investors, and the general public that Land Rover and Jaguar will remain as British as bulldogs, continuing to operate in England under existing managers, but with a level of financial support that Ford can no longer provide. So it’s business as usual and full speed ahead for future products like the LRX, at least for the near term--welcome news for Land Rover and Jaguar fans who had been fearing the worst.Buying Advice for the 2011 Land Rover LRX
The LRX may be a kinder, gentler Land Rover, but the 2-door configuration looms as a handicap, at least in America. Remember the Isuzu Vehi-CROSS? Same idea and a sales dud. Still, the LRX could succeed on the strength of its dashing lines and other assets, not to mention Land Rover’s strong brand prestige, which persists despite a widespread reputation for mediocre reliability and indifferent build quality. The LRX will certainly be an interesting new choice among premium-compact-SUVs. But that fast-growing class already includes strong 4-door contenders like the Acura RDX, BMW X3, and Infiniti EX. And more are on the way, notably Audi’s Q5 and the Mercedes-Benz GLK. With all this, smart buyers will want to check all the contestants to see which best fits their needs.2011 Land Rover LRX Release Date: The predicted late-2010 introduction assumes Tata hews to the timing set under Ford. Though the new owner did its expected due-diligence digging in negotiating the sale and seems eager to proceed with projects in the pipeline, the 2011 Land Rover LRX could be delayed by unexpected engineering glitches, supplier issues, and other “birth pangs.” From what we know now, however, the new model is set to debut as originally scheduled.2011 Land Rover LRX First Test Drive: Assuming the above timing proves out, ride-and-drive media previews would likely be staged in the summer or early fall of 2010.2011 Land Rover LRX Prices: One source predicts the LRX will start at $35,000 with a conventional V6/automatic powerteam. That’s about the same as you’d pay now for the uplevel HSE version of the related four-door LR2, which suggests the newcomer will be positioned to plug the big price gap between LR2 and the larger LR3. A hybrid LRX, if there is one, would likely run $40,000, perhaps more.X

ROADTEST: Johnny Pag 250 Spyder

Unleashing the Ultimate-Bang-for-the-Buck Bike?

China’s been in the news big time, not just lately but for the past couple thousand years. People there came up with everything from gunpowder to the compass to paper and ink. They needed lots of paper and ink since the Chinese language consists of 80,000 different symbols. And about that gunpowder. It was discovered by accident while an emperor was looking for the secret to the elixir of life. But it’s no accident that Southern California veteran custom bike builder, Johnny Pag has now brought home from China a new motorcycle, the Spyder 250, that just might take the Ultimate Most Bang for the Buck Award. While the bike is assembled in China, specifically at a 650,000 sq. ft. manufacturing plant near the city of Wenzhou, its design is definitely Made in America, all components drafted up by Johnny to his exacting specifications, and not by e-mail or telephone. Johnny’s a hands-on kind of guy and spent six months out of the year working on location in China on the project. His son, JR, joined him on the long distance work commute and in fact began taking Chinese language lessons.
Johnny wanted to design a bike to American standards but have it manufactured and assembled overseas to bring the price down to the bone and make it accessible to anybody. Says Johnny, “We were looking to offer a bike that first time riders can enjoy, for people on a budget, for ladies who want to get off the passenger seat and onto their own wheels, for people who like to sit on a bike with their feet flat on the ground, and for people looking for a full custom bike without the big price tag.”
Not to shorten the suspense, but the bike seen here has an MSRP of $3295. We’ll say it again…$3295.
One reason for Johnny’s success, where others have merely dreamed of such an endeavor, is the rapport Johnny established with his partners, the Chinese manufacturers. As a result of the mutual trust and respect built on several years of working friendship, the 250 Spyder was born. And the miles of red tape, bureaucracy, government regs and EPA/DOT compliance taken care of as well. It was no small effort at perseverance on Johnny’s part. The actual “birthday” took place this June when the first shipment of full production bikes arrived at the Johnny Pag Motorcycles warehouse in Riverside, CA.
This rider/writer was invited over to take the first official bike mag test ride.
I was already familiar with the bike’s specs having followed its progress over the previous couple months after learning of its existence when it was awarded Most Unique New Motorcycle at the Indy Expo, and that was with a “rough” prototype. Dealers had caught the scent and were buzzing around the Spyder throughout the event. Moreover they were signing on the dotted line. Something verging on historic was in the air. It had to do with the bike’s design, components and very, very significantly, the price tag. Let’s just say it generated a lot of heat even before the flame paint jobs went on.
So like any good bike magazine writer/ predator, I wanted in on the action. So I got my first taste test ride.
First impressions. While some of the preliminary photos were good, seeing the bike in person was, well, impressive. You get an immediate sense of a full-sized, full- framed bike (360 lb., 73-inch wheelbase, 1000 lb. rated load) with quality finish and no scrimping.

For example, the 250 Spyder sports disc brakes front and rear, beefy 1.25 inch handlebars and triple trees while the chromed custom wheels are standard as are the coated, stainless steel brake lines. Those wheels are full-size as well, 21-inches up front, and a 16-incher on the back. (The company that manufactures the 250 Spyder components happens to be a longstanding, as in 25 years, manufacturer of OEM parts for Honda, Yamaha, Suzuki and Kawasaki so the quality factor is built-in, the plant running state of the art equipment including CNC machining.)
Suspension is handled by a softail design that adds to the bike’s hardtail custom looks as well as low stance. The kicked out front end also shouts “custom” and adds to the bike’s “attitude.” My test bike was a Candy Red model and tasty at that. Other color choices include Candy Blue, Candy Silver, Black, all with silver flames and all Biker Black model. Other “standard features” include a 2-year, unlimited mileage warranty. While my personal daily ride was a 1000cc bike, I “grew-up” on smaller displacement motorcycles eons ago. That included a Honda 50cc Cub that I managed to clock over 5,000 miles on city streets. I had also owned a Honda 300 Scrambler. But, like I said, that was way back in the day. Getting on a smaller displacement bike was going to be an adjustment, or an adventure, or a combination of both.
A push on the electric start resulted in immediate engine firing. No hesitation whatsoever. Tapping the forward controls sent us rolling. I have to say the first word in my head was “zippy.” Not zippyitty doodah, but zippy! as in, hey, this 250 gets up and goes faster than I expected. The use of dual carburetors greatly adds to the bike’s 250cc twin cylinder’s performance with no lag or stutter, just twist the throttle grip and go. Call that a crisp throttle response. The very smooth shifting of the five-speed transmission added to the zippyness. In city driving, the 250 Spyder will keep you up with the Joneses or as Johnny says, “The bike will take you comfortably up to speeding ticket speeds.”

Part of the attraction of a smaller displacement powerplant is the matter of fuel consumption (and also insurance rates). The 250 Spyder gets about 65 mpg and with its 4.2 gallon tank, you can count on a good 250 miles before you’re on fumes. And don’t try to stuff the gas pump nozzle into the left fill cap opening. There is a filler cap and it does screw off, but the hole is plugged and the second cap is just there to add symmetry and balanced good looks by way of a pair of gas gaps instead of one. And those turn signals by the way come off very easily without any unsightly hardware left exposed if you they don’t fit in with your vision of custom. The exhaust note is “mild” but pleasant, but we’re told “optional” pipes will be available for those who would like to make a louder statement. (There’s even a “performance” brake upgrade for those who like to lock up their rear brake.)
Coming off a short-wheel based sport-oriented bike, I did need to “acclimate” to the longer custom front end. Because of the rake, there is some getting used to the handling at very slow speeds, but it all smoothes out once you get up to speed. There’s compensation in the bike’s lowness, there is no “fall over” feel you might get from a taller bike, and thus would be a plus for a new rider or shorter rider. Even maneuvering through 180 degree turns, once adjusted to the front end presented no problems. Because overall, the bike has a secure sense of balance. As I riding along I realized I wasn’t conscious of the suspension. In a good way. Now I tip the gym scales at a few notches past 200 but the bike’s compliance handled my weight without complaint. There was no bottoming out although you have an adjustable seat height of a pavement hugging 20-23 inches, peachy for shorter riders and perfect for planting your feet on terra firma when stopping. The handlebar controls were in the ergo zone, but the cables will stretch on a brand new bike, so keep a watch on the cable adjusters to keep everything adjusted correctly. The seat again gave no feed back, but since I didn’t spend all day in the saddle, long term effects are yet to be noted, but again this is an around town bike and not intended for cross-country travel, but a great Sunday cruiser, grocery getter and bar hopper.