Wednesday, July 23, 2014

MRCycles Motorcycle Parts Honda, Suzuki, Yamaha, Kawasaki & Polaris


THE NEXT MOTORCYCLE SUPERPOWER

FUTURE SHOCK! Two Hero Concepts That Could Change Motorcycling Forever
Carbon Cycle 3-4th Front Rev Side
India looks like the future. Even as China and other Asian nations contract, economically or otherwise, India continues to expand, with more economic growth, more educational gains, and a stronger labor force every year. Whether it’s energy, industry, or finance, India is poised to become the next superpower—an influence sure to extend to the motorcycle industry. India’s Hero MotoCorp is already the largest manufacturer of two-wheeled vehicles in the world, producing nearly 7 million (!) two-wheelers per year. Judging from these radical new Hero concept bikes, it’ll soon be one of the most influential manufacturers too.
Carbon Cycle Side 300x200 photo
Many of the ion’s technical solutions might exist on paper only, but it shows how creative Hero can be.
Hero released an array of fascinating and futuristic concepts at the recent New Delhi Auto Expo, heralding what Hero MotoCorp CEO Pawan Munjal called “the dawn of a new era” for his company. Leveraging the significant engineering talent of Wisconsin-based Erik Buell Racing (a company Hero now owns a 49.2-percent stake in; it also has partnerships with Engines Engineering and Magneti Marelli of Italy, as well as Austria’s AVL, all big players in the global motorcycle industry), these concepts establish Hero as a firm every bit the innovation equal of any established European or Japanese OEM.
Last year’s 240-mpg Leap serial-hybrid scooter, the first official Hero/EBR collaboration, was just the beginning. This year’s radical ion prototype is perhaps the most forward-thinking motorcycle concept ever created, with a spec sheet that reads like pure science fiction. Power comes from a hydrogen fuel cell producing electrical power stored in cutting-edge lithium-air batteries, which use revolutionary, high-surface-area carbon-nanotube technology for a claimed energy storage density of 12 kWh/kg—comparable to gasoline.
“The radical ion prototype has a spec sheet that reads like pure science fiction.”
The ion is two-wheel drive, transferring power to hubless, zero-friction maglev (magnetic levitation) wheels via electric traction motors that do double duty as regenerative brakes. M-Link “anthropomorphic linkage” suspension utilizes active electromagnetic damping to continuously vary the damping characteristics in real time, while Flex-Axis steering rotates both the front and rear wheel/suspension units around the central power module, with multi-axis gyros and accelerometers modulating ride-by-wire steering for stability at all times.
Ride-by-wire steering is just one advanced control technology. Fingertip commands from the Vehicle Control Module (the VCM, or “handlebar”) are electronically converted to power, braking, and steering signals. A complex Vehicle Situational Awareness system will communicate with electronic traffic sensors to provide collision detection and avoidance abilities, issuing automatic corrections to the VCM if necessary. Full vehicle information and communications will be transmitted wirelessly to the rider’s helmet, of course.
RNT 3 4th front 300x247 photoHero’s other major prototype, the RNT hybrid turbo/diesel/electric motorcycle, is no less ingenious, while offering significantly more real-world practicality. An all-purpose, two-wheeled utility vehicle, the RNT is powered by an ultra-economical, 150cc, 13.5-bhp engine that runs on cheap, readily available diesel. An optional turbocharger is said to double power output, while another option, a hub-mounted electric motor for the front wheel, adds more power still with the added benefits of two-wheel drive, useful on farms or bad roads.
RNT Front 190x300 photoOther innovations seem tailor-made for the developing world: An integrated generator can continuously produce 1,500 watts of 230-volt electricity, making the RNT a portable power station, while the removable LED headlight provides a useful lighting solution. Even the architecture of the RNT is uniquely intelligent. Long, flat bodywork, multiple racks and attachment points, even built-in mounting points to tow farm equipment, accommodate an endless variety of loads and accomplish tasks most other manufacturers have likely never considered for two-wheeled vehicles.
This is exactly what the Japanese motorcycle revolution looked like in the late 1950s, when industrious manufacturers like Honda and Yamaha combined innovative, up-to-date, high-capacity manufacturing capability with a unique vision for the role that a two-wheeled vehicle could play in modern society. Pay very close attention to what’s happening with Hero in India (and at EBR headquarters in East Troy, Wisconsin), where the future is now.

http://www.mrcycles.com

Thursday, July 3, 2014

A Closer Look at Textiles Get In Gear

By Jerry Smith, Photography by Joe Neric

Motorcyclist, June 25, 2013

Leather jackets and pants once ruled the road, but now textile riding gear is the overwhelming favorite of riders looking for the best combination of price, protection, and convenience. But like the fabrics they're made from, textile gear is more complicated than it looks, and so is choosing the right piece.
First, check the label to see what the outer shell is made of. “The most commonly used fabric today is polyester 600 (denier), especially at modest price points,” says Bruce Parker of Speed & Strength. “Poly jackets are a good value for the money. Polyester wears well, it’s UV-resistant, it'll last for three of four years, and it washes well. If you're looking at it from a pure what-if-I-crash standpoint, there are many variables. If that’s your real concern you should buy leather.”
Go up the price ladder a rung or two and you'll find Cordura nylon. It has a higher melting point and more abrasion resistance than the same denier polyester. Kevin Rhea of Olympia Moto Sports is a proponent of Cordura. “A lot of riders today aren't really educated so they’ll see a $150 polyester-based jacket and assume it’s good quality. But it’s substandard stuff.” He says if you must choose polyester, get the highest denier you can, but first: “Do your research. Go online to the forums and read the crash testimonials to see if a garment held up in a crash. You're getting what you pay for.”
Next comes the right fit. “Most people tend to buy their jackets big,” says Parker. “They want their protective gear to fit like their casual wear.” But that’s not the best approach. Jackets and pants should fit snugly enough to keep the elbow, shoulder, and knee armor in place in a crash, but not so tight they constrict your movement. All-season riders should try on gear with all the liners in place, then again with the liners removed and the arm and waist tabs adjusted to take up the slack. Ride to a fitting, and ask if you can step outside and sit on your bike before you decide what to buy. Put on your helmet, too, to see if it rubs the jacket’s collar or shoulders in the riding position.
There are several ways to waterproof riding gear, including an outer shell coated with polyvinyl chloride (PVC) or backed with a breathable material like Gore-Tex, or with a sewn-in or zip-in waterproof liner. But as Richard Kimes of Helmet House (distributor of the Cortech and Tour Master brands) points out: “If you make a 100 percent waterproof jacket you're going to get a very warm jacket.” Most jackets have vents, but some are more effective than others depending on your riding position, vent placement on the jacket, and whether your bike has a windscreen. Vents that let cooling air flow through the jacket should have waterproof zippers, and should also line up with zippered vents in the interior rain or thermal liner. Otherwise the air will just balloon the outer shell without cooling your torso.
Mesh gear warrants special concern. The mesh sections are the weakest, and much more likely to tear and abrade in a slide. “Make sure there’s solid reinforced fabric in the elbow and shoulder strike areas,” says Rhea. “There are some mesh jackets that are totally mesh. You might as well be riding in a pajama top.”
Armor in the elbows, shoulders, and knees is a must for protective riding gear. CE-approved armor is standard equipment in most jackets and pants today, and should be included in any gear you buy. Make sure the jacket’s back protector is CE-spec––some aren't, even in jackets with CE armor elsewhere––and upgrade it if it’s not. A jacket that can be zipped to riding pants adds another layer of protection, preventing the jacket from riding up in case of a feet-first slide on your back.
Finally, take a close look at the stitching. “You want to see at least three areas of stitching, like an interior stitch and two rows of topstitching at all the major strike points,” says Rhea. Kimes adds, “You don't want seams in the impact areas. You're asking something that’s been cut in half and sewn back together to do the job of a uniform piece.”
Quick Facts
Denier is the weight in grams of 9000 meters of a given thread. The denier number is the industry standard for assessing a fabric’s resistance to abrasion; the higher the denier the better. The material itself affects abrasion resistance, too. Heavy canvas jeans might feel tough, but they're no match for pants made from thinner, tougher material.

Tuesday, May 27, 2014

IRS to rewrite nonprofit rules before public hearing

26052014
Criticism convinces agency to reconsider stance
PICKERINGTON, OH – May 26, 2014 – (Motor Sports Newswire) – The American Motorcyclist Association supports an Internal Revenue Service decision to rewrite its proposed rule that would have redefined political activity and severely restricted how nonprofit groups, such as the AMA, are allowed to spend money and interact with members.
The IRS announced Thursday that it has postponed public hearings planned for this summer after receiving more than 150,000 comments on the proposed rule, a record response for the agency.
The agency declined to specify a timetable for issuing a final rule or reveal any proposed revisions to the rule.
Wayne Allard, AMA vice president for government relations, applauded the IRS decision to rewrite the rule.
“The rule, as proposed, would have stifled nonpartisan speech and created a de facto blackout period around elections,” said Allard, who testified about the rule before a congressional subcommittee in February.
At a time when the proportion of eligible voters casting a ballot is declining, the AMA opposes any efforts to restrict access to voter registration drives, voter guides or information related to their elected representatives’ voting records, Allard said.
Communications about legislation or public policy have never been restricted for this IRS class of nonprofit organization. Since the late 1950s, the IRS has allowed 501(c)(4) nonprofits — such as the AMA — to participate in issue-based advocacy, as long as their primary focus remains social welfare.
Among other provisions, the IRS proposal would have classified as political activity any communication to the public that even mentions a political candidate within 60 days of an election.
“This would have created an odd situation,” Allard said. “The timing of the speech would be what makes it political, not the content.”
About the American Motorcyclist Association
Founded in 1924, the AMA is a not-for-profit member-based association whose mission is to promote the motorcycle lifestyle and protect the future of motorcycling. As the world’s largest motorcycling rights and event sanctioning organization, the AMA advocates for riders’ interests at all levels of government and sanctions thousands of competition and recreational events every year. The AMA also provides money-saving discounts on products and services for its members. Through the AMA Motorcycle Hall of Fame in Pickerington, Ohio, the AMA honors the heroes and heritage of motorcycling. For more information, visit www.americanmotorcyclist.com.
AMA-Press-Release-banner

Monday, May 12, 2014

Motorcycles The Women Who Roll 2014

Women Who Roll 2014: Jessica Prokup, Yellow Devil Gear Exchange

Publish Date: 
 Apr 24, 2014
By Bruce Steever
JESSICA PROKUP is something of a local hero to new motorcyclists looking for riding gear. Her shop, Yellow Devil Gear Exchange, is a consignment-based riding gear retail space in a hip section of Long Beach, Calif. Besides giving riders a place to buy and sell used, but carefully vetted, riding gear, Jessica gives new riders a friendly, welcoming entry into the sport.
Jessica’s inspiration came while running the Women’s Studio at the International Motorcycle Shows in 2008 and 2009. “I had surveyed the experiences of women and new riders at dealerships,” she explained. “Dealers are the front line, but they often aren’t prepared to answer all the questions that new riders have when getting into riding. We needed a fun place for riders who didn’t have anything yet -- bike, education or gear.”
Recognizing a need and creating an all-new business are entirely different things. “In 2008 the economy tanked, but that actually led to the idea of a consignment store,” said Jessica. “Not only would it require less starting capital, consignment gives customers the chance to get excited by the ‘find’ of a perfect match for their needs. While I started with no retail experience, I quickly realized that I had several elements to put this plan into action.”
Officially starting in late 2010, Yellow Devil has become one of the cooler places to find riding gear, partly because of the deals that can be found, but also thanks to Jessica’s ability to help and educate new riders. Instead of forcing new riders to cross a metaphorical moat to make the first steps in riding, Yellow Devil serves as a sort of bridge.
“I really enjoy sharing the knowledge I’ve gained in this sport,” explained Jessica, “and without preaching, I’ve found I can share key principles with new riders about safety gear and training. I’m stoked to see my customers, to get them what works for them. You have to be a good listener, take your time and be engaged, which takes a lot of energy, but even though it sounds hokey, I feel like I’m making a difference.”

Monday, April 21, 2014

MRCycles.com - About Us

About Us

The MR-Motorcycles doors opened back in 1983 and upon that very first day we've accelerated into our third facility expansion. MR-Motorcycle is recognized as one of the largest destination dealers in the southeast and one of the top dealers in the nation. With sustaining growth in the ecommerce industry we knew launching MRCycles.com would provide the golden key to service our customers globally. Our mission stands on the foundation that with great service comes notable success. Recently, MR-Motorcycle (mrcycles.com) earned the "Council of Excellence" status award.

Today MRCycles Wholesale Parts Company is your secular OEM / Aftermarket dealer for major brands such as Honda, Yamaha, Kawasaki, Suzuki and Polaris, and we'll guarantee to help you find the parts you need at an affordable discounted price for all ATV's, Enduro's, PWC, Scooter's, UTV's, Street, and Off-Road vehicles. MRCycles is dedicated to make sure your ride is quickly back on the road!

Our Commitment to Excellence is year round, so since you're here...go ahead and shop around for your OEM and Aftermarket Parts, Tires, Batteries, Apparel, Accessories. and much more as we carry the largest inventory selection with over a MILLION parts and products to choose from. With inventory this large you can be assured any Adult Men & Women, Youth and Kids can find just about anything they desire for their Moto needs.

With 30 Years under the belt our expert technical sales agents will provide you with superior customer service and fast World-Wide shipping.


MRCycles.com "Your OEM & Aftermarket Motorcycle Parts Source"

Tuesday, March 25, 2014

FUELPAK - FUEL MANAGEMENT SYSTEM


About Fuelpak

Installing a performance exhaust system is only your first step.
Now, you need fuel management. You need Fuelpak.
Your fuel injected Sport bike is equipped with an ECU (electronic control unit) that's programmed
to deliver fuel to the motor based on an air/fuel ratio for a stock air filter and stock exhaust 
system. While the ECU can self-adjust for environmental factors such as temperature and altitude,
it can't adjust for mechanical changes like adding performance parts. When you install a 
performance exhaust system, your airflow changes, so you need a fuel management system that
adjusts your air/fuel ratio to match the changes. That fuel management system is Fuelpak. The
perfect combination with your performance exhaust system.

Ahead of the competition, Fuelpak is the most advanced system of it's type.

Nothing will compare.

As shown in the illustration, your stock air/fuel ratio runs just slightly lean, however, when you
install an aftermarket exhaust, that ratio changes, becoming even leaner. The white dashed
line reflects the baseline air/fuel ratio and where you want to be for optimum throttle response.
Unlike other fuel management systems that can only add fuel, Fuelpak adds and takes away
fuel, allowing for a more precise range of refinement in your air/fuel ratio. Designed and
manufactured entirely in-house, our technical staff is constantly at work developing custom
fuel maps for popular brands.

Don't settle for a system that is difficult to install.

After all, you want to focus on what you enjoy most. Riding.

When our engineering staff designed Fuelpak, the focus was on making installation and use
as simple as possible. Fuelpak plugs directly into the factory wiring harness and ECU using a
t-tap and OEM style connectors to stay fastened securely to your bike. Fuelpak fits so 
discreetly that, with the exception of the improved throttle response and rideability, you 
won't even know it's there. And should you ever remove Fuelpak, your motorcycle will return
to operating at it's original factory settings.

No computers needed, no need to tune on dyno. We did all the hard work for you.
Once the Fuelpak is installed, locate your fuel map from the setting chart provided or look it up
here. Next, with the ignition turned on, enter the values for your specific map directly into
Fuelpak and calibrate your TPS (throttle position sensor). Finally, shut off the ignition, put the
cover back on and you're ready to ride. That's the beauty of Fuelpak, you don't need to use a
computer or tune on a dyno because the settings you enter are the result of our extensive dyno
and road testing to find the ideal fuel map for your Sport bike.

*** Order your next FuelPak - click icon:  

Some Fuelpak systems are intended for use only on competition vehicles not used on public
highways. For systems legal for use on public highways, please refer to A.R.B. E.O. 
No. D-632-1.

EMISSIONS NOTICE

The California Air Resources Board requires certain emissions-related aftermarket
parts to be evaluated and to receive an A.R.B. Executive Order to be legal for sale on
motorcycles used on public highways. 

Fuelpak EX has been granted an A.R.B. Executive Order (No. D-632-1) permitting its
use on the following Harley-Davidson models;
part no. applications
61001G 2007-08 Softail with smaller than 200mm rear tire
61003G 2007 Touring
61005G 2007-08 Dyna, 2007-08 VRSC
61007G 2007-08 Sportster, 2007-08 Softail with 200mm rear tire
61009G 2008 Touring
61011G 2008 Softail Rocker

Fuelpak EX settings are limited to 2007-08 Harley-Davidson models used in conjunction
with exhaust systems and engine parts that qualify as replacement parts or have 
received an A.R.B. Executive Order only. Please refer to Fuelpak EX setting charts 
available on the DOWNLOADS page as a guide to determine what combinations of
motorcycle and aftermarket parts are permissible for use with Fuelpak EX.

Fuelapk EX works in conjunction with your motorcycle´s factory oxygen sensors and
provides improved fuel delivery at higher RPM and throttle openings.

Thursday, March 20, 2014

MOTORCYCLE WHEEL CHOCKS


A Practical Guide to Motorcycle Wheel Chocks




Today’s options for bike stability have come a long way from the old block of wood.


by Redline Engineering



It’s time to buy a wheel chock. Your team at Redline Engineering is here to help you decide what kind of clamp will best suit your needs. Wheel chocks can range anywhere from twenty to three hundred dollars, knowing the differences will help you get the right tool to fit your job.

There are two main types of clamps. The most popular style features a rocking cradle, found on chocks like the Condor PS1500 and Titan Bulldog MotoCradle. Rocking cradle wheel chocks allow the rider to roll his motorcycle into the chock at which point the chock will hold the motorcycle upright with no help needed from the rider. Adversely, simple round tubing chocks have no moving parts and will do nothing to hold the bike upright. These round tubing chocks only keep the front wheel secured from moving forward or side to side.

Standard Wheel Chocks
Entry level, standard wheel chocks feature no moving parts and will not hold a motorcycle upright unassisted. If you attempt to do so you’ll be calling a buddy to help pick up your freshly scratched machine off the ground. These standard wheel stops are used to keep the front tire from rolling forward and are designed to be permanently mounted to a trailer floor.




There are Two Main Types of Tire Clamps, Standard & Rocking Cradle



Rocking Cradle Wheel Chocks

There are several different varieties of rocking cradle devices, all of which can be seen at www.RedlineStands.com. These models are our favorite hands-down. Titan sells the only narrowing cradle chock on the market. This is a fantastic feature because it allows you to ride the bike into the stand while it simultaneously grabs the front tire by squeezing the pads of the cradle together as it rocks forward. All other models found on the market work in this same fashion but without a cradle that narrows during operation.


Several of these units can be permanently mounted or left free standing. If you purchase a trailer only style chock, which features no stabilizer bar, it must be rigid mounted to your trailer floor to avoid your motorcycle falling over. Some chocks are only designed for permanent mount and don’t have a bar to support rocking from side to side.

If you decide to mount your chock to your trailer floor, select manufacturers offer quick detach kits that allow fairly easy un-mounting and mounting. These detach kits work well for the money at about $25.00 and provide the ability to remove the device from your trailer floor in seconds.
If you are using your chock for different kinds of bikes (i.e. a motorcycle repair shop) you may want to invest in a stand that is completely adjustable to house any and all different types of front wheels. All chocks adjust to an extent. Some models, like the Pit Posse Motorsports chock, feature a cradle that adjusts front to rear as well as up and down, providing extra adjustability for the perfect fit.

The last thing to consider, when buying a motorcycle chock, is the width of your front tire? If you ride a chopper with a skinny front wheel you’ll need a chopper cradle attachment. Different companies offer different solutions. Condor sells a separate cradle that mounts into the existing PS1500 frame. Titan offers thick pads that slide over the fingers of the existing cradle. Either solution allows the fixture to properly clamp onto the narrow front tire for a more secure fit.
You have now been equipped with the knowledge to accurately gauge the type of chock you need and you also have some brands to research. RedlineStands.com is at the top of the list when it comes to being able to shop and compare all the different styles side by side. We offer the brands Condor, Titan, Pit Posse, K&L Supply, Redline Engineering, Pit Pal, and Drop Tail.