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MotoBatt AGM Motorcycle Battery Now Available at Speed Dealer Customs

MotoBatt AGM Motorcycle Battery Now Available at Speed Dealer Customs

MotoBatt AGM Motorcycle Battery Now Available at Speed Dealer Customs

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Typical powersports battery designs available on the market today have not changed for many years. MotoBatt has listened to you, and by studying the way powersports batteries are used in today’s marketplace, MotoBatt has re-invented its products specifically for today’s powersports market where the “Triple Threat” of 1. High Vibration; 2. High Starting Loads and now more than ever; 3. Additional high powered accessory loads are all very common.

MotoBatt’s innovative internal “Power Balanced” design has been developed to overcome these problems. Many claims are made by different manufacturers about cranking capacity; in fact there is little to be gained from a battery that cranks harder than what is required to start your bike. In battery design there is always a tradeoff. Since physical battery size is limited by the application / case size, the more cranking power (increased number of thinner plates) you have, the less Amp Hour capacity you get, and vice versa. The key is to “balance” the design to offer maximum AH and CCA’s to properly power all of your “thirsty” OE and aftermarket accessories.

In today’s market to beat that “triple threat” we talked about earlier, what is required is the combination of strong cranking power with the highest Amp Hour (thicker, larger or heavier plates) capacity for additional accessory loads, repeated starts and fast power recovery for strong re-starts.

MotoBatt has improved on conventional designs by packing as much lead into our batteries in the smartest way as possible. Many low-cost batteries are only cheaper for one reason; they have less lead in them. These types of batteries can and likely will leave you stranded!

The patented “Quad Flex” terminal design also creates a shorter current path to the battery cable resulting in quicker power delivery to the starter and imporved starting ability. And in many application, provides improved, safer fitment for additional accessory leads through supplementary terminal location.

AGM Design

MotoBatt being a premium Absorbed Glass Mat battery is superior by design. AGM batteries have been used in demanding military and off-road applications for many years. The sealed, glass mat design has many longevity and reliability based benefits.

Each plate in the battery is wrapped in a fibrous glass matting which not only absorbs all liquid electrolyte but keeps the plates separated in a cushioned environment. This stops the plates from vibrating which can breakdown the plate and cause short circuits between the plates or break plate welds which result in battery failure. The thick, heavy plates used in MotoBatt designs really make the difference here.

AGM batteries also have a much lower inherent self discharge rate than wet flooded types. And, as a higher amp hour AGM battery, the MotoBatt battery can also discharge more deeply and recover repeatedly under vehicle alternator charge or through maintenance charging. A standard flooded cell battery is not capable of withstanding this type of cycling, without pre-mature failure.

Your MotoBatt is a Factory Activated battery. It comes to you pre-conditioned and fully charged for optimum performance and ready to install out of the box. 80% of early powersports battery failure is caused by faulty activation of the dry battery plates. Additionally, you never have to mess with acid or top up fluid levels or remove corrosion from the terminals caused by gassing; common with standard flooded battery types.

2015 Triumph Bonneville

2015 Triumph Bonneville T214

2015 Triumph Bonneville

History

The Triumph Bonneville is by far one of the most iconic Triumph motorcycles on the market today. To understand the 2015 Triumph Bonneville you have to understand a little history. Triumph began manufacturing motorcycles in 1902 on a bicycle frame with a 2.25 bhp single cylinder engine. Some say 1959 was the first year, but for the mastermind behind Triumph it began much earlier. Now it wasn’t until 1939 when the first T-100 emerged under the Triumph banner. This was a big achievement in the motorcycle world where the top speed was 95-100 mph, and do the ton got it’s meaning!

1939 Triumph T-100

During WWII the French decided to purchase motorcycles from Triumph for the war effort, and they needed a new factory to keep up. It wasn’t until after all of this and WWII when Triumph began it’s Meriden models under the now defunct Triumph Engineering from 1958-1983 & 1986-1988. The name Meriden comes from the location of the first factory in Meriden, West Midlands, England. If you did not know it before Meriden & Hinckley are the two locations and generations commonly referred to for the Triumph Bonneville. The “Bonnie” started production in 1958 after Johnny Allen set a 193 mph record at Bonneville Salt Flats set in a 650cc Triumph power-plant. 1958 began the Meriden years on the Triumph Bonneville, and it went on sale in 1959. Two years later the Triumph’s claim to fame was in the popular classic The Great Escape (1963) with Steve McQueen and is crazy antics on a Triumph TR6 after escaping a POW camp.

Steve McQueen in The Great Escape

A couple more great steps for Triumph Engineering was help with the frame from a former Norton employee, and some other carburetor improvements the company seems to be headed in the right direction. The end of a generation was marked by the failure of the government subsidized motorcycle company, which owned Norton and Triumph motorcycles. The Norton Villiers Triumph government manufacturer collapsed in 1977 leaving Norton and Triumph to fend for themselves. With huge debt, over £10 million, and a declining U.S. market because of the £-to-$ exchange rate made it very difficult. Triumph was able to keep it’s doors open for a few more experimental models including a 900cc water-cooled twin looking for investment. With no help to be found Meriden went bankrupt in 1983.

2015 Triumph Bonneville Limited Edition Models

Triumph Bonneville – T214 Model

Triumph Bonneville - T214 Model

The limited edition Bonneville T214 is named after Johnny Allen and his famous Texas Ceegar powered by a Triumph engine, on which he established in 1956 the first of a series of speed records at the Bonneville Salt Flats Salt Flats, with a speed of 214.40 mph.

The Texas Ceegar, a machine powered by the engine of the Triumph Thunderbird 650 powered with methanol and housed in a fuselage, was built by the airline pilot JH “Stormy” Mangham and Jack Wilson, dealer and preparer Fort Worth, inducted to the Hall of Fame bikers in 2001, and led by the legendary Texan driver Johnny Allen.

September 6, 1956, officials of the AMA and FIM World approve the absolute speed record on a motorcycle established by Allen, with 214.4 mph. The name of the now classic 1959 Triumph Bonneville pays tribute to the efforts of the team of the Texas Ceegar to set this record.

The new Bonneville T214 limited edition, derived from the T-100 Black, pays tribute to this extraordinary speed record. The colors Caspian Blue and Pure White hand-painted flag are associated with red and white checkerboard in reference to the Texas Ceegar. The blue front fender features the same white star pattern adorning the tip of the rolling famous rocket. The rear fender associated with short black finish wheels, handlebars and rear suspension springs enhance the authentic look, plus the red stitching on the seat and the front light more compact.

With production limited to 1000, each individually numbered, the price of the T214 will be announced shortly.

Triumph Bonneville – Spirit Model

Triumph Bonneville - Spirit Model

At the onset of the Triumph Bonneville in 1959 , bikers began to customize and make it unique. In recent decades, the Bonneville has countless custom versions from the detaining speed records to more contemporary special editions.

The new Bonneville Spirit captures the style and the coolness of the 50’s Bonneville, by injecting the genes of current technology to create the modern classic twin 21st century.

What meets the eye at first, is the unique painting Blue Spirit / New England White adorning the tank and rear fender . The white stitching adorning with textured yoke seat cover comes contrast with the Jet Black paint at the side and front fenders. Instead of the traditional Triumph badge, the new Triumph lettering is affixed to the tank to stick to the contemporary spirit of the bike.

Besides these components, many components such as the handlebars, the shell mirrors, motor casings, and the wheels and wheel hubs are a black finish. Silent short of the Bonneville, black compact flagship Scrambler and rear fender of Thruxton complete this look.

The heart of the iconic Bonneville Spirit remains the parallel twin 865cc. Developing a maximum power of 68 hp with a sound like no other, the Bonneville Spirit offers an easy driving, as well as versatility at any speed.

The relaxed riding position and low seat height are associated with the engine and chassis to combine to perfection the “Old School” style and dynamics of modern driving. The perfectly controlled steel tubular frame geometry is associated with the two rear shocks and KYB fork. Thus, the Bonneville Spirit offers an agile and light control, in total agreement with the performance of the engine.

A full range of Triumph Genuine Accessories enables customization to satisfy all cravings. The possibilities are virtually limitless with components to improve the style, protection, comfort and performance.

Triumph Bonneville – Newchurch Model

Triumph Bonneville - Newchurch Model

Each year, a small city located in the Austrian mountains is the largest gathering theater of Triumph’s in the world, with thousands of fans waiting for you to celebrate the passion they have for the brand and their machines. Hosting the most extravagant customs and drag racing off-road known as the “Rumble”, the town of Neukirchen since renamed Newchurch all week Tridays the festival.

Tridays the festival is an annual pilgrimage for many Triumph owners who invest in mass to the charming village of Newchurch and celebrate all that relates to the UK. In addition to the spectacular mountain walks, stunt shows and dementia of the duels in all- terrain, Tridays is where Triumph owners come to exhibit their latest preparations.

To celebrate this passion and fervor, Triumph Bonneville fate Newchurch Special Edition. This new model offers new contemporary colors, a new low-profile saddle with black finish. The fuel tanks are painted by hand, with a new design that highlights this iconic line and proudly wearing the new Triumph logo. Available in Cranberry Red / Pure White and Sapphire Blue / Pure White with black finish hand painted. To accentuate this customization, the Bonneville Newchurch has fender, a headlight casing, handlebars, mirrors and black springs for a distinctive contemporary look. Black alloy wheels accented seven rays of a hand painted edging round off this distinctive look.

Result: The Bonneville is more attractive than ever, and an ideal base to pursue its own customization.

The heart of the Newchurch is the iconic Bonneville parallel twin 865cc. The superb air-cooled engine block looks just like that of the original Bonneville, in carburetors, exhaust passages or engine casings.

But the elegance of this engine also hides a developed and prepared accurately block. Despite its appearance, the Bonneville is a modern machine and describes the quality, reliability and functionality of the latest Triumph models.

The parallel twin delivers a power of 68 hp over a wide rpm range for comfort and versatility on all reports. Finally, the latest technological innovations such as injection and electronic engine management ensure perfect control of the throttle and responsiveness of the engine worthy of the current requirements .

Like the Bonneville of origin, Newchurch has a low seat height, comfort and ergonomics, and handling up to par.

With a full range of Triumph accessories, customization possibilities are endless, ranging from windshield windbreaker or leather saddlebags, the Arrow exhaust systems or other elements bringing a touch of chrome.

Longest Motorcycle Riding Route

Longest Motorcycle Riding Route

Source:Quora

longest motorcycle riding route

Longest Motorcycle Riding Route on Google Maps

This 24,000+ km journey is very difficult from a political and safety point of view. But possible. Certainly there are better nationalities to try this, such as Japanese, South African, Indian, to ease travel through the Middle East and parts of Africa.

Caveat: While it is possible to drive the entire motorcycle route on the ground, it comes down to illegal border crossing or off-road desert travel in the Sahara to actually do this. It is recommended, while the border between Egypt and Sudan remains closed to ground traffic, to use the ferry between the two countries instead of figuring out how to drive across. Unless Darfur is really high on your go-to places.

You will NEED to start up north if you plan to go through Iran. You won’t be able to enter Iran if you go through Israel first. But if you pass through Syria, you will be able to start at Cape Point and work your way north. Probably. You should take this as a long, but incompletely researched itinerary through Asia, the Middle East and Africa.

Far East Russia

longest motorcycle riding route

Starting in late October for the first leg might be best, as the roads in Siberia can be impassible in the summer. Flying/shipping to Magadan (on Wikitravel) would be the first step.

There is a seasonal road (winter only) from the port of Magadan, Russia that goes west to Yakutsk. Kolyma Highway – Wikitravel. A very dangerous route where caravan travel is the only way to insure you don’t die alongside a frozen road if you break down. From Magadan you can travel eastward, but only to local communities. –  2025km (about 4 days).

Ewan McGregor and Charley Boorman rode part of this stretch on motorcycles as part of their documentary series Long Way Round, in which they drove around the world. (Magadan was their easternmost point in Russia. From there they took a flight to Alaska.)

You can follow the M56 from Yakutsk south to Never and then west to Chita, this last stretch more or less along the Transiberian Railroad line. Be aware that in 2006 this road had the distinction of being called “the world road in the world” because if its state of disrepair. –  total 2085 km

Your real crisis from here is the Zilov Gap. It is an essentially roadless region in Central Siberia. Most travel avoids it by using the Transiberian Railroad, which is the route that the Long Way Round used. Another endurance motorcycle trip, Mondo Enduro got bogged down trying to cross it and eventually gave up and took the train. It was later successfully crossed in 2001 by Terra Circa. You’ll be most worried about the section between Never, where the M56 starts, and Chernyshevsk, from what I am reading. However, the roads into the region have been extended since then, so this may be navigable now.

From Chita, you drive southwest to Mongolia. I don’t know the best place to cross from Russia to Mongolia, but it seems that the border towns of Kyakhta and Altanbulag might be a good place (727km from Chita.) The Long Way Round team crossed there.

[Total so far: 4,735km]

Mongolia

longest motorcycle riding route

A detour all the way south to the capital Ulaanbaatar (on Wikitravel) (351km) might be in order to take the best roads west toward Kazakhstan. As the national capitol, it is really the starting point of travel in the country. You would be traveling west toward Mörön (on Wikitravel)  and then reaching the border with Russia again near Tsagaannuur, 1,567km from Ulaanbaatar.

[Total so far: 1,918km + 4,735km]

Kazakhstan

longest motorcycle riding route

You will actually need to travel another leg through Russia to get to Kazakhstan.
From Mongolia to Kulunda, Russia is 1.095km. From there you have 571km to the capital of Kazakhstan, Astana (on Wikitravel).

From here your course will diverge based on which countries you want to travel through later. You can go west around the north end of the Caspian sea and then south toward Georgia, Turkey, Syria, Jordan, Israel and then Egypt. Or you can go south, through Uzbekistan, and Turkmenistan, then west through Iran, Iraq, Jordan, Israel and then Egypt. Basically, you have to go through Iran or Syria.

South route
If you are headed to Tehran, then you will be driving from Astana to Tashkent, driving through the Kazark desert to reach the river valley of the Syr Darya and skirting around the Qizilqum Desert in South Kazahkstan. 1,767km to reach Uzbekistan’s capital, Tashkent (on Wikitravel). You will be following the old Silk Road as you travel along Syr Darya and toward the mountains.

[Total so far: 3,433km + 1,918km + 4,735km]

West route
The Long Way Round team actually went south to the Syr Darya and then west to the Aral Sea (but in the opposite direction, since they started in London). But the shorter mileage is actually through North Kazahkstan, due west, then southwest toward the Caspian basin. Plus you will still find that Russian is a useful language since the Russian minority live in the north. You’ll be skirting the border with Russia until Aktobe (skant details on Wikitravel), which is considered to technically be the most eastern part of Europe.

From there you head toward Atyrau on the Caspian, then back into Russia at Kotyaevka for a dash south to Georgia. This very long route takes 3,254km with the last portion being through the Caucasus Mountains over the Georgian Military Road to reach Tbilisi, the capital of Georgia. Even in winter, this should be passable.

[Total so far: 4,920km + 1,918km + 4,735km]

The Middle East

longest motorcycle riding route

At this point, you are either in Tbilisi or Tashkent and are facing potentially difficult travels based on your nationality and the state of conflicts in the region. Russian is still a useful language at the start of this leg, for both locations, but that will change soon.

Turkmenistan has very difficult visa requirements and the police are omnipresent. Iran will not allow anyone into the country if they have any evidence of visiting Israel, including visiting bordering countries. In fact, just a visa or itinerary that results in you passing through Israel (as this road trip MUST DO to get to Africa) can prevent entry. The consulate knows how to use Google, so a planned trip such as this is bound to be discovered if you have posted it online. Beyond that U.S. (and some European) visitors will have to expect to be accompanied throughout their visit by an MFA-approved guide. Iraq too is known to be risky (less so than a decade ago) for Westerners; and the Iraq/Iran border might be a difficult exit.

Syria, of course, is in the middle of a civil war. Taking a loop around Syria through Kurdish Iraq is an alternative. Or running along the Mediterranean until you are south of Damascus, but that means crossing into Lebanon.

Assuming you can negotiate the visas, political hazards and avoid doing something that lands you in trouble, you will find that all of these regions are desert terrain punctuated by rugged mountains.

Iran route
From Tashkent you will head south a short 4 hours toward Samarkand, the heart of the Silk Road. The entire city center is a UNESCO heritage site. Continuing along irrigated river valleys, you will cross into Turkmenistan and the city of Türkmenabat, second largest in the country. Skipping the capital for once, you’ll be driving straight southwest for the Iranian border, crossing at Serahs.

Throughout Iran you will be skirting various mountain ranges until you reach Tehran and its highly developed (and air polluted!) city. At 14 million people, it is one of the largest cities encountered on this trip. And the traffic while driving through the city will make all 14 million of them apparent. The journey here from Tashkent: 2,131km.

893km more will get you to Baghdad in Iraq. Expect an exit fee for Iran. (Note, I have no idea if this route is allowed. Driving in/out of Iran is normally done through Turkey or southern parts of Iran, according to travel guides I’ve read.) You will be crossing the Zagros mountains and travelling through sparsely populated terrain, other than the province capitals of Hamedan and Kermanshah.

In Iraq you will be passing through the capital Baghdad. This city is still listed as one of the most dangerous cities in the world. Overland travel throughout the country is not recommended due to regular violence. Wikitravel has the following statement about local travel: “The preferred method of transportation is helicopter. If helicopter transport is not available, use of a fully armoured car or Rhino (armoured bus) is recommended.” You might drive up to Samarra and then back down to Ramadi to give Baghdad a wide berth, but these cities come with their own warnings too.

Driving out into the Syrian desert gives you a straight-shot at Jordan. The border crossing on Highway 10 is somewhat built up with military and refugee services, but there really aren’t any services there. This is 570km from the capital.

Crossing the desert to Amman, Jordan is about 330km, which is where the other route connects to this path.

[Total so far: 3,924km + 3,433km + 1,918km + 4,735km]

Syria route
Finally you are leaving the winter lands behind. South of the Caucuses you will be in  green valleys, below snowy mountains, moving into farmland as you head south in Georgia. Passing from the Georgian peopled region to the Armenian border province of Samtskhe-Javakheti, you’ll be passing into Turkey just after the town of Kartsakhi, 197km.

Things become more harsh as you pass through the region of Eastern Anatola. It is 1,025km to wind your way southwest through mountainous Eastern Turkey, reaching the city of Kilis.

If things have not quieted down in Allepo, Homs and Damascus, (the shortest route), you will want to continue through Turkey until you get to the Mediterranean coast and skirt through Syria to Lebanon and then into Damascus. Or you can go into Armenia, then Turkey and down into the Kurdish province of Iraq. I’m going to assume that Syria is passable by the time this trip starts.

The border of Turkey to Damascus is 421km, most of it highway between major cities. Because of Israel’s occupation of the Golan Heights, you’ll need to once again travel to Amman, Jordan to be able to cross into Israel and continue. 117km to the border with Jordan at Daraa, then 85km to Amman.

[Total so far: 1,760km + 4,920km + 1,918km + 4,735km]

Israel and Egypt

longest motorcycle riding route

At this point, you are bottle-necked. Only way across is to go from Israel, to Egypt and cross the Suez Canal.

You have either driven 13,333km around the north coast of the Caspian Sea and into Turkey, or you have gone 14,010km down the Silk Road and into Iran.

From the capital of Jordan, it is just 57km more to the crossing into the Israel-occupied West Bank over the Jordan River. An hour of driving through the West Bank will get you to Jerusalem, assuming there are currently no hostilities between the Palestinians and Israel. Returning to the danger zone, you enter the Gaza Strip near Kissufim (153km) and then head to the Rafah crossing into Egypt (on Wikitravel) (20km).

Driving across the northern part of Sinai, you get to Al Salam Bridge and across the Suez Canal in 216km, crossing desert the entire way.

From about this point we can follow Ewan McGregor and Charley Boorman again. They did a follow up on their Long Way Around series with another series called Long Way Down. In this show they drive from England down to Gibraltar, across Mediterranean Africa, then down through East Africa to reach Cape Town. Much the same as this path (although they wandered a bit on their journey south).

For you, things get easier thanks to the Cairo – Cape Town Highway (on Wikipedia) project. Except…crossing from Egypt to Sudan by road is prohibited. While the counties have fairly good relations, they are in the midst of a decades-long dispute as to where the borders lie in the area of the Hala’ib Triangle.

I really think you should break your “no water” rule at this point and take the ferry across Lake Nasser, the only crossing from Egypt to Sudan. All of the travel accounts and packaged tours use it. (Example: Fully guided, self-drive, 4×4, Cairo, Cape Town, national park, safari and this travel account: Cape Town to Cairo – and back again.

Your alternative is leaving the Nile, following the International Coastal Road to Libya, then roads into the heart of the Libyan Desert. At the end of that track, you will trek out off road across the desert. Apparently the local smugglers don’t travel the direct route from Libya to Sudan. They cut through the SW corner of Egypt instead (Libya to Sudan border on Horizons Unlimited). Further, driving into Sudan without proper paperwork is possible with the right guide, but always a risky proposition. Not to mention that this is about a 1,500km detour.

I’m not even discussing the drive around Libya, down to Chad and through Darfur to get to Sudan…

So, accepting that a single ferry ride isn’t so bad, I’ll continue following the 990km drive along Suez and the Red Sea, with a cut over to the Nile at Safaga. But, you should read up on that ferry. It runs once a week and has limited space for vehicles (motorcycles would be fine) and from load to unload it takes 24 hours. Ferry Ride on Lake Nasser from Aswan to Wadi Halfa.

[Total from Jordan: 1,436km]

Sudan and Ethiopia

longest motorcycle riding route

That Israeli stamp in your passport isn’t going to be doing you any favors in Sudan. Hopefully you already have your (expensive) visa and travel papers arranged. Aren’t you glad you didn’t come into the country in the same manner as a smuggler?

Meanwhile, time to drive south. You know those epic dunes you see in movies? Well that is the terrain you will be driving through to get to Khartoum (on Wikitravel), the capital of Sudan. 961km

The road to Ethiopia is fairly safe, by African standards. Technically you don’t even need the travel permit for this, but it might be recommended just to ease things with police. It is 574km to the border, where you can stop in the Ethiopian town of Metema.

To get to Addis Ababa you will need to climb into the Ethiopian highlands. While this will be a reprieve from the heat, the paved roads might be dangerous due to the mountainous terrain. Camping might be very chill, so be prepared. But the terrain will finally be green and lush again. 897km to reach the capital.

You will be driving through well populated lands around and south of the capital, but as your approach Kenya, terrain becomes more desert-like again. The border town of Moyale is 764km, all paved.

[Total from Jordan: 3,196km + 1,436km]

Kenya and Tanzania

longest motorcycle riding route

Reports I have read list northern Kenya as very difficult going and requiring a 4×4. Unpaved, occasionally plagued by bandits, with arid and demanding terrain. The route which runs SSE skirts the Chalbi Desert, but this is still tough land. Conveys are the best way to avoid the bandits and recover from a breakdown. You will also be switching over to driving on the left side of the road for the rest of the trip.

It will be 869km before you reach Nairobi, south of the tall Mt. Kenya. You will be crossing the equator 2/3rds of the way there.

Nairobi (on Wikitravel) has its own hazards. Travel by day to avoid car-jacking (although reports say that increased police checkpoints have reduced this risk). Or you might just take the Eastern Bypass at Ruiru and avoid the major city altogether.

It is only 164km to the border with Tanzania, where you’ll have a good view of Mt. Kilimanjaro.

Tanzania (very detailed entry on Wikitravel) has both a high plateau, featuring the Serengeti Plains and Mt. Kilimanjaro and the Great Rift (although you will be crossing the rift at a high point on the border with Zambia).. The shortest route following the highway does not pass through the capital of Dodoma (recently moved here from the coastal city of Dar es Salaam), although the detour isn’t exceptionally large, but both the shortest route and the direct route to Dodoma are generally gravel roads, at times impassible.

The paved route through Moshi (at the base of Mt. Kilimanjaro) and southeast through Korogwe and Morogoro might be better, but for the sake of mileage, I will be adding up the shorter route through Singida and Mbeya. It is 1,121km to cross the entire country.

[Total from Jordan: 2,154km + 3,196km + 1,436km]

Zambia and Zimbabwe

longest motorcycle riding route

It is 1,135km to cross Zambia (on Wikitravel), reaching the capital of Lusaka about a 100km before the border with Zimbabwe. But be aware that you are traveling during the rainy season. Very rainy. However since you are follow the paved Tanzam highway, one of the most major links in Africa, this shouldn’t be too much of a problem.

You will be driving through what tourists call “True Africa”. The best safaris, Victoria Falls (and malaria, yellow fever, 16%+ HIV infection rates…). The highway actually passes within two miles of the border with The Democratic Republic of Congo, but doesn’t cross.

In Zimbabwe you will be traveling about 357km to the capital of Harare (on Wikitravel), smaller than some of the capitals you have been to. As a failed state, only just recovering from the economic collapse under Mugabe, fuel is very expensive and sometimes hard to come by, pot holes on the dilapidated roads are a serious danger and you will be traveling during the rainy season.

Another 584km will get you to Beitbridge and the border with South Africa.

[Total from Jordan: 2,076km + 2,154km + 3,196km + 1,436km]

South Africa

longest motorcycle riding route

Apparently the back-up at the border crossing is enough to get media calls to reduce the bureaucracy. (Zimbabwe and South Africa Urged to End Border Crossing Nightmare) So expect a wait, although visa issues will be pretty minimal for most attempting this route. A quick 475km jaunt gets you to the capital Pretoria (on Wikitravel), followed quickly by Johannesburg. Northern parts of the country are severely poor, although traveling on the good highway will run you between the few rich cities in the north and down to the first world cities in the south.

You have a last stretch of 1,457km as you go southwest to Cape Town. From there you should technically head out to Cape Point, 69km more, if you want to be as geographically distance as possible.

[Total from Jordan: 1,992km + 2,076km + 2,154km + 3,196km + 1,436km = 10,854km]

Additional notes and tips

You might be able to avoid some of the border problems with duplicate passports. (How to Get a Duplicate U.S. Passport). Certainly you could travel this route from south to north if you had the Israeli stamp in one passport and you handed another one to the Iranian border patrol. I worry that a complete search would turn that up, however, making a situation suddenly MUCH worse. Two passports does help with sending them to different embassies to pre-arrange all of the travel visas, however.

In any case, you are going to need to read up on the visa requirements for each country on your route, which generally vary with your nationality (and possibly your mode of travel).

And as exhaustive as this is, don’t take this as complete research. You will want to do a LOT more study. Find translators, fixers, guards and guides. Pre-arrange repair stops and/or replacement vehicles. This trip could easily take more than a year of preparation.

Totals

Distance: at least 24,187 kilometers (via Syria) or 24,884 kilometers (via Iran). 62% of the way around the circumference of Earth.
As-the-crow-flies distance between the most distant points: 15,585km

8 or 9 Eurasian/Middle East Countries (Russia, Mongolia, Kazakhstan, Jordan, Israel–and either Georgia, Turkey and Syria; or Uzbekistan, Turkmenistan, Iran and Iraq)

8 African Countries (Egypt, Sudan, Ethiopia, Kenya, Tanzania, Zambia, Zimbabwe, South Africa.)

In comparison, the two continuous segments of the Pan-American Highway (using the shortest route through the US) are 12,034km and 11,347km (ending before the ferry to the last stretch of Terra Del Fuego.)

2015 Ducati Scrambler – Entry Level With a $8600 Price Tag!

2015-ducati-scrambler

2015 Ducati Scrambler

 

Engine and transmission
Displacement: 803.00 ccm (49.00 cubic inches)
Engine type: L-Twin, four-stroke
Power: 75.00 HP (55.93 kW)) @ 8250 RPM – Estimated
Torque: 67.8 Nm (50 ft.lbs) @ 5750 RPM – Estimated
Compression: 11:1
Bore x Stroke: 88.0 x 60.0 mm (3.5 x 2.6 inches)
Valves per cylinder: 2
Fuel system: Injection. 50mm throttle body
Fuel control: DOHC
Ignition: Digital-inductive type via engine management system
Cooling system: Air
Gearbox: 6-speed
Transmission type,
final drive:
Chain
Clutch: APTC Wet. multi-plate
Driveline: X ring chain
Fuel consumption: TBD
Greenhouse gases: TBD
Exhaust system: Stainless steel headers. 2-into-1 upswept muffler
Chassis, suspension, brakes and wheels
Frame type: Tubular steel tellis frame
Rake (fork angle): 24.0°
Trail: 111.8 mm (4.4 inches)
Front suspension: Inverted Kayaba 41mm forks. 150mm front wheel travel
Rear suspension: Kayaba chromed spring shock with adjustable preload. 150mm rear wheel travel
Front tyre dimensions: 110/80-18
Rear tyre dimensions: 180/55-R17
Front brakes: Single disc. Radial 4-piston caliper with ABS
Front brakes diameter: 330 mm (13 inches)
Rear brakes: Single disc. Single piston floating caliper
Rear brakes diameter: 245 mm (9.65 inches)
Physical measures and capacities
Weight incl. oil, gas, etc: 185.97 kg (410 pounds) – Estimated
Seat height: 769.6 mm (30.3 inches) lowest setting.
Overall height: TBD
Overall length: TBD
Overall width: TBD
Wheelbase: TBD
Fuel capacity: 13.62 litres (3.6 gallons)
Oil capacity: TBD
Other specifications
Starter: Electric
Color options: TBD

More Info.

Triumph Thruxton Build: pthrux – update

Triumph Thruxton Build: pthrux - update

Triumph Thruxton Build: pthrux – update

After getting the motor back and settling down on the in frame oil cooler, it’s time to move on to the front end. We decided to improve once again on the Thruxton by putting some dual disc brembos that come out of the factory on the R6. Looking at the front end of our Thruxton it might be hard to tell with the inverted front end, but yet again another modern day improvement from the sport bikes. We also plan to make triple trees that will adapt this front end (which you can get from a salvaged R6 off ebay for around $1000 – where the Ohlins front end would run you about 3-4 times as much.) I’m not saying you shouldn’t get the Ohlins front end, it’s extremely high quality and made in the USA to boot. I’m just saying there are other ways to get this killer looking front end. With some pretty slick tires and gold anodized forged wheels this is already looking like a sick bike. With 100 hp in that new motor we picked up from Bonneville Performance as well. It should put the rubber on the road.. at least that’s the plan. The other addition is a seat section all the way from Spain. We’ve followed 8negro and their blog for a long time, and they are pretty cool people. The piece is top notch, and will go with the sleek profile we plan to stick with. Enjoy these photos, and we’ll keep you updated!

  • Triumph Thruxton Build: pthrux - update
  • Triumph Thruxton Build: pthrux - update
  • Triumph Thruxton Build: pthrux - update
  • Triumph Thruxton Build: pthrux - update
  • Triumph Thruxton Build: pthrux - update
  • Triumph Thruxton Build: pthrux - update

Harley Davidson FXR

Harley Davidson FXR

1983 Harley Davidson FXR

Every motorcycle has a story ranging from a ground up build you’ve just finished, or a brand new bike off the showroom floor, each has a beginning. With a used bike there are multiple stories, sometimes so many you can’t even recognize what it is anymore. The key here is everything changes, adapts, evolves and we are the leaders or pushers of the results. If you own a Harley Davidson FXR the story is one that rides on the beginning of a new business and its bright future.

Harley Davidson is a company that has spanned generations of old, young and future riders. With all that past time things had to change sometimes, and the Harley FXR was result of that change. The FX model began by combining the F or Touring models at the time with the X or Sportster models of the time. The name wasn’t anything special although it did create something new. The FX models were established during the reign of AMF. Not going into too many details, but the Hog did gets it’s nickname during this time because of the over-priced and poor quality products. On the verge of bankruptcy AMF decided to sell to 13 investors among who were Vaughn Beals and Willie G. Davidson. The company had to really get their act together in a short amount of time. They decided to research a new v-twin motor, and at the same time produce an all new model that would appeal to the modern rider.

In 1982 the company introduced the FXR model. The custom choppers of the 60’s and 70’s intrigued Mr. Davidson and he sought to design a bike to have a “custom” look. Although some say the FXR is the best bike Harley Davidson ever came up with, the potential for the FXR was outrageous. With the narrow forks off a XLH Sportster and the rear half of the Electra Glide it handled very well with good all around performance and comfort. A high performance roadster to give the Japanese bikes a little competition. Combining all these elements with the quality of American made manufacturing of all the components competed with quality only seen 20 years before. Getting back to their roots, and producing a high quality, high performance road bike the customers approved.

After the first year the 1982 Harley Davidson FXR sold approximately 6,100 units, this was an impressive number for the introduction of this new model in a company with new ownership. Also the FXR and FXRS were number one and 2 in sales for 1982. However, sales were not always great for the FXR, as remembered by Mark Tuttle, “we got a lot of “negative” response to the triangular area under the seat, even though we had created what we were indeed after, a very stiff chassis, very neutral handling, and a really good lean angle, which resulted in a fair amount of ground clearance and a higher seat height, and while it was probably the best-handling Harley ever built, Unfortunately, it just wasn’t selling as well as the rigid mounts were”.

There were several sub-models of the Harley Davidson FXR over it’s 12 year span. In 1982 there were only two: the FXR and FXRS. The S model had choice of color were the base model was only black, there was also a small difference in some of the optional items like wheels and passenger seat on the S models. The FXRT Sport Glide was introduced in 1983 which was after the metric cruiser market, with plastic saddlebags and a large front fairing. In 1984 the Evolution Motor started to show up in production, and the Disc Glide FXRDG, Low Glide FXRS, Sport Glide FXRT and Police Pursuit Glide FXRP came with the new motor. Building on these models there were several other from 1985-1994 that were introduced and faded away. Those models include: Low Glide Custom FXRC & FXLR (1985-1994), Grand Touring Edition FXRD (1985-86), FXR Special FXRS (1985), Low Rider Sport FXRS-SP (1987-1993), Low Rider 85th Anniversary FXRS (1988), Low Rider Convertible FXRS-Conv. (1989-1993). Changes over the years were sometimes major, just one example is the EPA regulation of 1992 where all the oil and gas lines along with a different carburetor and better brakes.

After 1995 and the end of the FXR there were models released in 1999 and 2000 that were part of the Custom Vehicle Operations (CVO) series. The FXR2, FXR3 and FXR4 were released to gain interested in the last opportunity to get an upgraded version of a great chassis. There will always be new FXR’s out there with better technology on them, just because they are a bike people enjoy messing around on. Although the FXR frame ended production in 2000, the company that produced those amazing machines will still be around to create the next revolutionary design.

Check out all the parts we offer for you FXR by using our bike selector at the top of the page!
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Speed Dealer Customs

Big Dog Parts

Big Dog Parts by Speed Dealer Customs

Speed Dealer Customs has produced quality, American made parts for the aerospace industry for over 25 years. We bring the same quality as some of our completed projects from the International Space Station (ISS) to your Big Dog Parts. Everybody deserves quality and we are here to make sure that happens. With an ever expanding line of products and custom fit OEM replacement pieces we want to be your building source! All the items may not be in the store, but we are able to make almost anything. With the best prices and service to boot. Give us a call when you’re ready to put together you next build and we will can help: 417-717-4316.