All About Motorcycles

In the 70s, the term pit bike meant any small motorcycle or mini bike used to get from place to place in the pit area or surrounding track. Today pit bikes, or mini bikes, have become a familiar sight not only at the racetrack but around town as well. But even the first non-racetrack pit bikes have evolved since they were introduced to the market.

These small bikes are given the same treatment as traditional big bikes–bigger engines, handlebar kits, the works. What started out as a 50cc engine that made 3.5 horsepower is now punched and stroked to 200cc and can make in excess of 22 horsepower. Because pit bikes come in so many different forms and sizes, here are a few points of advice to help you on your way to biking bliss.

To get the best value for your money, one thing to consider when buying a pit bike is the bike’s owner. Engine size is an important factor in the price and quality of your pit bike, and there is no point in buying a large, powerful engine if you are only buying the bike for a child. On the flip side, professional racers who want to use the pit bike for more than getting around town or the track should take this into consideration.

Another important aspect of buying any pit bike is its manufacturing. In recent years, Chinese pit bike makers have flooded the market with poor quality bikes; consumers have reported bits falling and breaking off with shocking ease. While this is not true of all Chinese pit bikes, it pays to educate yourself on the issues surrounding each pit bike maker. Make sure the manufacturer you buy from meets factory standards.

Even though the forms of pit bikes are ever-changing, one fact remains the same: Whether you plan on racing them or just cruising around town, pit bikes are a fun and exciting investment.

Vinco MX (http://vincomx.com) offers ultimate race-based functionality and an exclusive appeal found nowhere else in the industry with their Vinco pit bikes. Rachel Spohn is a freelance writer.

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Motorcycle mechanics are responsible for repairing and overhauling two wheeled motorized vehicles. Some of the most common are motorcycles, mopeds, motor scooters, dirt bikes, and all-terrain vehicles. Mechanics may perform a wide variety of repair and service duties, including transmission work, engine repair, brake jobs, ignition work, and even minor body repairs. Most motorcycle mechanics are employed by dealers that service a limited number of makes and models of motorcycle. For this reason, mechanics tend to specialize in servicing only the types of vehicle that their employers sell. Work hours tend to be seasonal, with heaviest workloads occurring in the spring and summer.

Education, Certification, Licensing

The ideal motorcycle mechanic possesses a combination of classroom and garage experience. High school graduates are preferred by employers and initial training in the profession usually includes small engine courses acquired through high school, vocational school, or community college programs. A growing number of motorcycle mechanics today graduate from formal motorcycle programs beyond high school. A large amount of a mechanic’s training takes place on the job and a few years experience is usually necessary for full proficiency in the trade.

Because motorcycle mechanics typically service the specific models of the company that employs them, they need to learn the specific nuances of their particular model. For this reason, employers often send mechanics and trainees to specialized courses conducted by motorcycle manufacturers or distributors. These courses, which usually do not exceed two weeks in duration, upgrade the mechanic’s skill set and provide updated information on repairing new models. There are no nationally recognized certifications in this field; however, the short term training offered by manufacturers and distributors typically concludes with an industry certification. These certifications can be valuable to a mechanic’s employment opportunities and future salary.

This article by U Urbano on motorcycle mechanic schools and jobs has been provided courtesy of City Town Info.

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You watched them roar by as a kid. You felt the urge as an adult. Then you made the choice to buy a Harley of your own. Now each and every Harley-Davidson rider wants to have a unique Harley that is distinct to any of the existing Harley in the world. This creates more pride and excitement to the owner. This is why a customized Harley-Davidson is the second factory of either a brand new or pre-owned Harleys. My first impression of a custom Harley was when I was ten. My dad’s friend had a custom blue Electra Glide that had every possible accessory you could get on it. That thing was amazing. Too bad he would not give me a ride on it. But I got my motorcycle “Jones” later in my teens when I could buy my own.

So what is a customized Harley-Davidson?

Have you ever been to the big auto shows like the LA Auto Show or the Detroit Auto Show? Have you seen those custom made vehicles that are truly one of their kinds? Have you seen those one of a kind vehicles that shine like crazy and amaze the eye with their lines and details?

Well along those lines a customized Harley-Davidson motorcycle is a motorcycle that has been modified and fabricated to become the one and only of a particular look or theme. A customized Harley-Davidson motorcycle shows the world an insight into the owner’s personal impression and the artistic expression in their motorcycle ride.

Why is owning a customized Harley-Davidson so hot these days?

No matter where you go in the world, a Harley-Davidson is a head turner. That only gets magnified if the ride is customized and modified to the nth degree as a customized Harley-Davidson. How much attraction could it get if the Harley has been modified with all the latest custom accessories available?

Unless you are on a tight budget it only makes sense to create a unique ride with your Harley-Davidson motorcycle that would signify your inner creativity, customization is the only resort. Thus, when a customized Harley hits a show or the road, no one can resist its power to turn heads. Customized Harley-Davidson’s are hot because of these simple facts.
So where do you go to get custom Harley-Davidson services?

There several great sites out on the internet such as Cyril Huze, where you can get just the most amazing and eye popping add-ons for your Harley. You really have to see what he can do for your ride. Another spot on the net is Hog Painter. At Hog Painter you will find Tom who has over 24 years of custom painting experience and can transform your Harley motorcycle into a work of art. They will convert your Harley-Davidson into a more exciting machine to ride. They will make your Harley-Davidson the best one in town.

So search out and find the customization that your Harley deserves and make it into a ride worth turning heads every time you ride down the street in your town.

Do you love Harley-Davidson motorcycles? Then come on over and see them in video action. Share your love of Harleys and see our videos. Hot Harley Videos

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The other day, I took the chance to watch again that fantastic movie ‘The Great Escape’. As I watched Bud Ekins take the place of Steve McQueen, to jump the wire fence on his Triumph, I began to wonder about the role of the motorcycle during wartime, so I did a little reading and was surprised to find that motorcycles have played a huge part in military history. Being able to go where other vehicles couldn’t, they became the modern day horses, with one great advantage; some bikes, such as the Enfield ‘Flying Flea’ or ‘Airborne’ as it was also known, could be parachuted from an aeroplane along with troops.

Royal Enfield also supplied motorbikes to the British Armed Forces in World War 1, with machine gun-carrying combinations and stretcher-bearing motorcycles being made on demand. The company even won a contract to supply motorbikes to the Russians, and when most able bodied men were at war in Europe, a police force made up of women was issued with 600cc motorcycles.
The Germans weren’t slow in seeing the practicality of using two wheeled transport. BMW motorcycles were to prove invaluable in North Africa during World War 2. Not having a chain that could clog with sand, they were so successful that Harley-Davidson were requested by the US military to copy the machine, which they duly did and produced the Harley-Davidson XA. With the German war machine insatiable for motorcycles, BMW flourished during the war years.

The American Army have been using motorcycles since 1913, with a third of all Harley-Davidson machines being produced for the military in 1917. In the Second World War the company produced 30,000 bikes for the Russians and also built machines for the Canadians. A total of 90,000 motorcycles were produced during the conflict. The Indian Motorcycle Company also produced machines such as the ‘Scout’ and ‘Chief’ during the war years, but weren’t able to replace Harley Davidson as the motorcycle of choice.

In Britain, the First World War provided work for the Triumph factory as production was concentrated on the war effort. More than 30,000 motorcycles, including the ‘Model H Roadster’ were turned over to the military. In World War 2, the Triumph factory was laid to waste by German bombs, along with most of Coventry, so production moved to a site near Meriden, also in the West Midlands area of England. Apart from building some 50,000 motorbikes during the war, Triumph also produced aircraft components.

In 1950, the North Koreans, backed by China, were able to deploy a ‘Motorcycle Reconnaissance’ unit equipped with home produced bikes. Vietnam also saw the use of the military motorcycle, with ‘Special Forces’ employing motorbikes during that ill-fated conflict. In 1988, Vietnam Veterans took to the streets of Washington D.C. to create a two-wheeled convoy known as ‘Rolling Thunder’, in order to raise awareness of the suffering of the soldiers who did not return from the war. This has developed into an annual pilgrimage to the ‘Vietnam Veterans Memorial’.

‘Operation Desert Storm’ in 1991 again saw the deployment of motorcycles, and more recently, the manoeuvrability of two-wheeled transport proved invaluable in Afghanistan and Iraq. When the road ends, the motorcycle keeps on going. When the road doesn’t end, the speed of a motorcycle is unchallenged. Accessibility and versatility have been key words associated with the role of military motorcycles since the outset.

Now back to Steve McQueen, who was frowned upon by his bosses at the studio for spilling the beans about his stunt double, during ‘The Johnny Carson Show’. When Johnny congratulated Steve on the motorcycle jump, Steve didn’t hesitate in putting the record straight. It wasn’t that Steve McQueen couldn’t ride a bike, quite the contrary. In the scenes before the jump, he rode his own bike as Virgil Hilts, but the German riders couldn’t keep pace with him, so wearing a German uniform, he took the role of a pursuing German, and through the magic of film editing, chased himself. So the next time you get the chance to see ‘The Great Escape’, look out for Steve McQueen chasing Steve McQueen. The motorcycle chase was actually McQueen’s idea. The original script had Virgil Hilts attempting to escape by train, but when McQueen said to his director ‘Hey John, I’ve got an idea that will put more juice into this’, a small piece of movie and motorcycle history was born.

Alan Liptrot is the founder of http://www.motorbike-tours.co.uk The Company offers guided motorcycle tours in Spain, Portugal and Morocco. We will guide you through the plains and mountains of Southern Europe and North Africa. The tours can be seen at http://www.motorbike-tours.co.uk/tour.htm

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Modern small displacement engines use a variety of cylinder types. There are iron type cylinders and plated type cylinders. Original equipment manufactures (OEM) produce many variations of both types and all are excellent performers and very reliable. The only real issue is how do I repair my cylinder after a failure? You may think you’ll never have to face that problem, but if you keep your vehicle or toy long enough you will eventually have to make this decision. In the following article I’ll try to make that decision more enlightened.

Recent History of Cylinder Types

The oldest and most common method of cylinder design is a cast iron block that is machined with a cylindrical bore directly from a solid casting. There is also a cast iron block that incorporates a sleeve that is pressed into the iron block. Generally iron block motors weren’t very successful in small engines. Most small engines were used in vehicles and equipment that needed to be light and mobile. This made cast iron blocks undesirable for this purpose. There were a lot of single cylinder motors used in lawn mowers, construction equipment, scooters, small tractors and small motorcycles that used cast iron block motors in the early years. These began to disappear in the 60’s and they were replaced by aluminum block motors with cast-in iron liners.

This opened the door for new lightweight motors that could be used in many more applications and in bigger displacements than ever before. This was accomplished by placing a cast iron sleeve into the mold before the molten aluminum was poured into the mold. This made the sleeve an integral part of the cylinder block. The sleeve usually had locking rings or flanges around the outside to prevent it from slipping in the casting as the engine expanded from the heat generated by the combustion process. A major problem occurred often when air pockets would develop during the casting operation around the sleeve. This caused hot spots and often caused premature engine cylinder failure.
There is another type of aluminum block with a cast iron sleeve that wasn’t cast-in; it is installed in the block after casting. The cylinder bore of the aluminum block is machined to 3-5 thousands of an inch less than the sleeve diameter, block is then heated to around 600 degrees Fahrenheit, and the sleeve is dropped in. When the block cools the sleeve is held in place by the interference fit and the flange at the top or bottom of the cylinder. This cylinder can be rebuilt by simply re-heating the block to 600 degrees and removing the old sleeve and replacing it with a new one. Of course the finish bore will have to be machined to size and honed.

Near the end of the last century it was discovered that you could make a mold pattern using a computer aided molding system out of Styrofoam. This made it possible to have precise duplicate patterns of a particular cylinder that you wanted to mold of aluminum.
These are placed in a mold made of sand, molten aluminum is then poured slowly into the mold melting and replacing the Styrofoam pattern. This process is called total loss mold casting. Now all they have to do is a little milling and drilling, plate the bore and hone to size. For the two stroke market the best part of this is the finished product is an identical copy of the original. The factories love this because it just eliminated a whole lot of assembly line workers. No more absenteeism, no health insurance or pensions, and no coffee breaks. As far as the consumer goes they get a cylinder that doesn’t need a lot porting before they can be competitive.

There are a lot of four stroke motors that use aluminum blocks and aluminum sleeves that are plated a variety of hard finishes. These sleeves can be removed and replaced. The replacement sleeve can be either iron or aluminum. If you want an aluminum sleeve it will have to be plated after installing otherwise it won’t be true and round.

There are several types of plating that has been used over the years, and the companies doing plating guard their formulas carefully. The finish in the early years was a simple chrome or hard chrome electro-plating. The plating was generally only a few thousands of an inch thick. If it was more than about ten thousands of an inch thick it was prone to chipping or flaking because of heat expansion and contraction. In the early seventies Electrofusion became popular. Electrofusion was different from electroplating in as much as it was a fusion process instead of electroplating. Next came ceramic composites and Boron. All of these perform in about the same way as far as wear and durability. Then came Nikasil. Nikasil was a new plating formula of nickel-silicon-carbide. It was harder than the others that came before it. For years you couldn’t get a cylinder re-plated when you damaged one, the only way to get going again was to buy a new one. Now you can choose from many companies doing their own version of Nikasil.

Now lets look at a persons choice of repair or rebuilding methods for their Motorcycle, ATV, Snowmobile, Personal Watercraft, or Outboard. You can have your Nikasil or other plated cylinder re-plated (or some called it re-coated). This includes the composite types.

Or you can have it sleeved with a hardened alloy steel or cast iron (when you add alloys to iron its considered steel). If your cylinder has an iron sleeve already, whether it’s cast-in or not, you’re only real choice is replacing it with another sleeve or a sleeve liner.

Lets assume you’re an avid racer and race 25 weekends a year, you’re going to need a rebuild of your cylinder by the end of the year no matter what type cylinder you have. If it is a plated type cylinder you have three choices. 1- buy a new cylinder for $500-600 for the top end and expect to do the same next year. 2- re-plate it for about $300-400 with piston kit and gaskets and figure on doing it again next year. 3- have it sleeved for about $250-350 with piston kit and gaskets and next year have it bored (most models) to the next size for about $55 plus piston kit and gaskets.

A properly sleeved cylinder will perform as well as any plated cylinder. A properly sleeved cylinder is one that has the proper interference fit, proper pre-sleeve bore finish, accurate flange machining, and sleeve made from the proper alloys. The most popular sleeve is the Moly 2000 chrome-moly iron. The proper boring and honing to match the piston clearance requirements goes without saying.

Pros and Cons

Re-Plated Cylinder Bore

Pros

*Small advantage in heat transfer
*Slightly better wear factor
*Somewhat lower co-efficient of friction
*Weighs a few ounces less

Cons

*Costs slightly more
*Can’t be bored when damage occurs
*More fragile
*Can flake and peel

Iron Sleeved Cylinder Bore

Pros
*Costs less
*Bore able for future over sizes
*Hone able to keep bore true and proper ring seal
*Can be worked with common tools
*Can be replaced when needed

Cons
*Slightly slower heat transfer

The Bottom Line

Both systems perform equally well when professionally done, so it really comes down to economics. You can expect a sleeved cylinder to give more life for the money. Re-plated cylinders are as close to original as you can get. So if your happy with your OEM plated cylinder you should have it re-plated. If not have it sleeved by a company that has the reputation, experience, and warranties to protect your investment.

Author Thomas Schueneman is the founder of Kustom Kraft Performance of Glenwood Springs. Colorado. Tom retired 3 years ago and is now living in Beverly Hills Fl. He managed the company website at Kustom Kraft Performance http://kustom-kraft.com for over 9 years and in the process has learned the search engine marketing from the inside out. He has taken on a handful of clients as Webmaster just to keep busy and has produced a couple of high ranking websites in a very short time. One of which is http://sidewindersprockets.com was doing terrible a year ago and now is ranking #1 for 80% of it’s keywords. Tom is only doing consulting on a very limited basis these days. kustomkraft@sbcglobal.net

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There was a time when electric vehicles of all kinds were laughed at. There did not seem to be a breakthrough on the horizon when it came to price, battery technology and speed. But with the recent launch of the Ego Electric Scoota, things are changing fast.

When Sir Clive Sinclair launched his C5 electric vehicle in 1985 he was, in many ways, ahead of the game. The design, however, was not good. Never before have so many cartoonists gone to town on one subject. It was ridiculed like no other vehicle before or since. And, to be fair, it looked awful.

Little did he know that it would be over twenty years before electric vehicles would be taken seriously. It’s only now that battery technology has progressed far enough.

The electric car that can rival its petrol counterpart has yet to be invented. Manufacturers are fast developing hybrids that use both petrol and electricity. But we’re a long way from producing purely electric cars that aren’t looked down on.

But if you look at scooters the game is already on. Electric scooters have rivalled their 50cc petrol-driven cousins for a couple of years. But only recently has the price come down.

In the U.K. the ‘Ego Electric Scoota’ went on sale in September. Like traditional 50cc scooters, its speed is capped at 30 m.p.h. which means you can ride it with a normal driving licence. It’s very light and can accelerate at the same rate as a normal scooter.

The cost of running the machine actually beats the already very economical petrol scooter. A traditional petrol scooter has an economy rate of about 90 m.p.g. With current fuel prices in the U.K. that gallon will cost £4.96. For the same 90 mile journey, the electric scooter will cost less than 20p. Admittedly the Ego needs to be recharged every 40 miles but, for commuting about town, that’s more than enough mileage. And there are no carbon emissions.

What has really made the difference, is the price of buying one. Previously, electric scooters were around £3000. The Ego costs £999.95 to buy, which is still three hundred pounds more than a half-decent petrol scooter. But at 0.25p per mile it won’t be long before you’re recouping your money.

The electric scooter has finally turned the corner. At last it may be cheaper to go green with no loss in performance.

Allan Hardy has an entertaining blog featuring news and reviews of the latest electric bikes, scooters and cars. It’s at http://electric-bikes-scooters-cars.com

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Ask any Bajaj Pulsar 150 bike owner and unfortunately he has heaps of complaints on his bike. The drawbacks for the Bajaj Pulsar 150 DTSi include but not limited to:

* unmanageable gearbox
* worst ever manual transmission assembly and that they don’t sync with the console
* ow-quality digital console that when it goes off, everything goes off
* turn radius getting stuck in a U-turn or a sharp turn
* more space to get out of parking
* magnificent front suspension, but very poor rear suspension (should be at least soft?)

To compensate the cons, the Bajaj Pulsar 150 and the DTSi are really good two-wheeler bikes. The earlier version of the Bajaj Pulsar 150 may not be that appealing and performance and handling hasn’t been that exposed under much scrutiny. Nevertheless, when the Pulsar 150 DTSi dominated the market with an ignition-controlled system that works along with chip-controlled digital capacitor and discharge ignition system for exact timing under any circumstances, the Bajaj Pulsar 150cc became a hit.

Comparatively, the Bajaj Pulsar 150 ’s performance proved to have great pickup and easy-shift gears that offer comfort for a superb riding experience. Combustion is very efficient because of the dual-spark design that speeds up the motorcycle’s performance, and levels flame production. Since the advent of the DTSi, the new Pulsar accentuated with new features rather features that gives the bike a feel-good and rides-good advantage over its competitors in the same segment. They include:

1. the power output that the engine delivers
2. lighter yet strong alloy wheels that when joined with a longer wheelbase making the bike more stable with better agility
3. excellent shocks
4. less vibrations
5. conveniently laid out switches.

Finally, the Bajaj Pulsar 150 DTSi still has the looks; technically, pickup and above average decent speed; better mileage of three-four kilometer up per every liter of petrol relative to Bajaj Pulsar 150cc; tires and brakes that give you a good standby in case of crashing into a clogging target.

Do you want to get more information about this bike? Visit Bajaj Pulsar 150 Review for Price, Specifications, Rating, Image Gallery and Detailed Review of the bike.

Visit our blog http://www.BikeAdvice.in - For News about Indian bikes, Road tests, Reviews, Photos and Discussion Forums.

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The Bajaj Pulsar 180cc is a thunder bike that’s got good weight, seat arrangements to accommodate other riders comfortably and still give you a wonderful riding experience, great pickup, excellent balance, and not too expensive even if moderately built. Performance wise, standard can equal those of the Yamaha and Suzuki motorcycle models.

Other good thing about the Bajaj Pulsar 180cc, is that the crash guards are strategically placed to turn on a pivot so the feet are not crushed in case of untoward accidents or bumping. Aside from getting the value for your money, the engine has 16.5 BHP that pick ups like lightning, with less vibrations at higher speed. The gas-assisted suspension absorbs all types of shocks even on a rough road. The gearbox has the right ratios for shifting and the front disk brakes are extremely responsive on wet roads. Some parts of the Bajaj Pulsar 180cc are even upgradable and compatible. For example, you can use HID for the front headlamp, but ask your bike mechanic for other specs in terms of compatibility issues.

The new Pulsar came out with a “DTSi,” a fast motorcycle with at par acceleration comparable to a two-stroker bike. This new Pulsar 180 DTSi can have 5,000 RPM even if it only accommodates 45-50 kms a liter. This DTSi motorcycle can be capable of handling medium-distance highway rides and still maintain the power at the same time. No wonder Pulsar 180 DTSi went far beyond every distinct feature of the Yamaha RX100 and the Suzuki Shaolin. The DTSi maybe costly when it comes to servicing and maintenance, but there are a lot of authorized Bajaj Service Centers around. In the overall, your fuel consumption is on the average 30 percent savings; for comfort, reliability, handling, control, and looks, guaranteed hundred percent.

Do you want to get more information about this bike? Visit Bajaj Pulsar 180cc Review for Price, Specifications, Rating, Image Gallery and Detailed Review of the bike

Visit our blog http://www.BikeAdvice.in - For News about Indian bikes, Road tests, Reviews, Photos and Discussion Forums.

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I recently received a press release from Harley Davidson detailing their 2009 line up. For me there are 3 bikes that really stand out and I am sure that most people won’t agree with me. I come a background of sports bike racing so the big tourers don’t appeal to me. I looked at the 2009 FXCW Rocker and I initially thought wow, but after a while that feeling wore off and there is something that I don’t like about it. The strange thing is I can’t put my finger on the reason.

So I am left with 3 bikes that I really like. When choosing I’ve gone for cost, practicality and user friendliness. I’ve also chosen one bike that really “floats my boat” so let’s get down to business.

My first choice is the cheapest model in the range the XL Sportster 883 coming in at under $7000 for the low model. At just around 25 inches high this is the perfect bike if you lack height. The lower ride height is achieved by lowering the front and rear suspensions. I love everything the 883 sportster stands for. It’s a cheap entry level model allowing anyone to sample the Harley Lifestyle. It’s easy to increase the engine size to 1200 cc. It’s the perfect bike if you lack confidence, strength height or are a new rider.

I love the sportster range and in particular the 883 but there is one bike that jumped out at me when going through the press release The Cross Bones. Or to give the cross bones it’s full name, The Harley-Davidson Softail Cross Bones FLSTSB I think I’ll stick with cross bones!

I am a sucker for retro bobber styling and this bike really grabs the essence of post war bobbers just looking at it makes me want to start building my own in the garage. There is something just so very right about it. I could see myself riding down long roads and doing hundreds of miles in a day on one of these. It’s the type of bike that you just want to jump on and ride off into the distance on. This is something I have no desire to do on full dress cruisers!

The final bike in the 2009 line up worth mentioning is the Harley-Davidson XL 1200N Sportster 1200 Nightster. Once again there is just something about nightster that looks just right again. It’s a sportster with attitude and I would happily walk past most of the rest of the range and jump on it for a test ride.

So that rounds up my quick review of the 2009 line up , Harley seem to have employed some great designers in recent years and I can see the brand going from strength to strength in the coming years.

Find out more about Harley Davidson motorcycles Visit Harley Motorcycles where you’ll find articles and reviews http://harley883.com

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Today’s gas prices are a constant worry for people of all walks of life. If you haven’t noticed a lot of people are looking for alternate modes of transportation, and often times the choice comes in the form of a two wheel scooter. Now not to discriminate, but as a car enthusiast and a motorcycle enthusiast the mere thought of riding a scooter puts a real chill up my spine. Scooters can be fun, but lets face it they tend to be slow and very basic transportation. Much like buying a Segway it may seem like a great idea and a lot of fun, but do you really want to be seen on one all the time? This opinion of mine changed completely when a friend showed me a photo of not just any scooter, but a Honda Ruckus(and it was modified to boot). I never thought I would enthusiastically use the words “scooter” and “cool” in the same sentence.

So what is the Ruckus about? Honda is causing a sensation with this fun and practical vehicle, and its popularity is continuing to grow all over the U.S. The Ruckus is a very basic almost military like scooter with a metal frame, semi-off road looking tires, and a surprisingly responsive 49cc water-cooled engine. Plain and simple these things are tuned to be functional, easy to ride (automatic), and highly efficient modes of transportation. The Ruckus gets insane mileage nearly 100mpg, and that means fill up the almost two gallon tank and go anywhere you want. The fact that the Ruckus has a 49cc engine means that no insurance or registration is required so once you buy one its pretty much going to pay for itself if you ride enough.

What’s giving the Honda Ruckus such a cult-like following is the fact that there is a large amount of aftermarket support and custom products available. Everything from exhaust systems to extended swing-arm kits make these things the scooter of choice for those who want to have something unique.

If Honda was looking to recapture the hit they had in the 60’s with the Honda “Dream” then the Ruckus is off to a great start. If you are looking for a scooter that you can ride with pride the Honda Ruckus is a clearly a great choice. Just a warning, a lot of others are beginning to realize this too making the scooters nearly impossible to find and in many places they are already sold out and selling for over the retail value of $2000. The custom parts also aren’t to cheap, but hey nobody said being cool was going to be easy.

About the Author:

Brian Ostrowiak is the co-creator of http://www.1000DollarAutos.com and an avid car enthusiast who often buys and sells cars and trucks for less than one thousand dollars.

1000DollarAutos is the best place to buy and sell vehicles of all kinds for $1000 or less. If you are looking to buy or sell a car or truck for one thousand dollars or less as quickly as possible, visit http://www.1000DollarAutos.com right now to post your ad or check out the current ads.

1000DollarAutos - the place with thousands of cars for hundreds of dollars.

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