Aerodynamics and Reality - MD Readers Respond, Part 2

In the Part 2 of Aerodynamics and Reality, we continue to share our readers' opinions regarding riding in a more upright seating position. Part 1 of the responses can be found here.

• Go for a long ride into a strong wind, 8 hour ride. You will be wishing you were out of the wind. Also, sitting upright puts more pressure on the butt which brings on the horrible numb butt thing. I’ve a ducati ds1000ss which probably looks like torture to most people but not so, these are great for long rides, 4 hours before the sore butt sets in and a short rest takes care of that. Having low set footrests results in less ground clearance which will not help the wider bikes. Have a look at the motogp machines, the footrests are way up to allow more lean. Also the wide bars have a detrimental effect on streamlining, which is just inefficient, more fuel used, less speed. Also the seating position effects attitude, on the Ducati I feel like a hungry shark amongst the mullet, alert always and never a dull moment. Sitting upright, with your head moving side to side, forwards and backwards is a torture on a long ride. High fairings seem to mostly cause turbulence. Having a low riding position and being held up by the wind is great for me, I say increase the speed limit!
  
  
• feel this subject is one of those,”never going to be perfect” things in life. When I rode motocross, those big, wide upright bars were great. Slower speeds, terrain that was never the best, all made for the control of upright position,(usually not on the seat), the one that got it done. Enduro required a very similar stance but the bars were narrow to handle the woods,(east coast). A little more muscle was needed but it was better than a tree reaching out and grabbing you. Clip-ons would never be considered for either situation. Riding a “standard” or “cruiser” is great for commuting and sightseeing in the country. A nice pace, no need for any real speed, and the wife loves looking around in Amish country. Always somewhere to stop if the “tush” gets a little tender. Here is the kicker. Every year, a group of us ridin buddies head down to VIR for the races. We start on interstate from the east coast to get to West Virginia. A day spent riding all sorts of twisties and hills gets us to the races feeling satisfied. Getting down on the tank seems to help those tight turns because of lowering the center of gravity. Try it on a sport bike. You can actually feel it. We ride back along the Blue Ridge Parkway and Skyline Drive where at Front Royal, VA it’s back to the interstate and home. Usually 1200-1400 miles in 3-4 days. We do this all on sportbike/race replicas with some sling over saddlebags. Love the power and protection of being tucked in on the interstates. Love the handling/braking in the twisties. I disagree with visability problems,(mirrors depending on bike). One always has to be looking. The West Virginia part keeps one so busy fatique/aches do not appear to be a problem for us. Skyline Drive at 35mph can get a little painful but hey, there’s plenty of areas to view the skyline. We are all in our early fifties. I feel that as a human being, I am the adaptable part of the equation. It really is whatever makes ya happy and is it available.
  
  
• I grew up on dirt bikes, as did almost all of my friends and family. The problem is that none of my friends ride on the street with me because of the uncomfortable "crouched" position required to get a decent performing bike, and the extreme heft of anything (affordable) with an upright riding position. Cruisers are out of the question for any of these performance junkies too, even for long trips.
  
  If only the manufacturers would give us the high end components (read: better SUSPENSION) and LIGHT WEIGHT of the sportbikes in their Z1000's, FZ1's, SV650's, 919's, Speed Triple, ect, we'd be getting somewhere... Some have the right idea, like the KTM Superduke and Duke690, MV's Brutale, ect. But they are just too expensive! I mean TEN GRAND for a SINGLE in the 690 Duke?! The 110hp cbr600rr doesn't sound so bad anymore...
  
  Hopefully somebody gets it right soon, because I know a lot of people young and old who would join the street ranks with me if they could find the right bike.
  
  It begs the question, how many more are out there waiting?
  
  
• [Still trying to recuperate from a serious broken fibula and trying to keep away from the bike (LC4SM to be exact)] I still feel that SM is actually the safest way to go. you get good ergonomics (OK, OK... KTM makes us all feel like Parkinson's), you get good suspension, great grip. no care about how large the tank is or how good you can lean over it. no care about a scratched fairing and how bad it looks if you drop the bike (scratches and mud look cool on these bikes). looking at the SS market today the average user spends most of his time (let's all admit) in the city or travelling from one starbucks to another. Let's face it: our non-riding friends are not expendable and we try to live on their terms. So why not prefer a bike that you can squeeze in here and there to park? Or even better, in countries where bikes are not so bound by rules (such as using the emergency lane on the congested hiway, or using the pavement sometimes to park) SM and naked give you every sort of ease. What's the use of getting SS bikes if you're gonna keep squeezing that left hand all down the boulevard. besides those behemoths are too fat to filter through cars...
  
  
• Dead on correct. After riding street and track, it was plainly evident riding positions that are suited for the tack, do not work on the street. If you want superior visibility, awareness, bar leverage, agility, comfort, control, along with superbike punch, handling, brakes, chassis, wheels, etc. then the answer is simple. Aprilia Tuono! A Mille with body work stripped off and a higher handlebar. By far, the best and most versatile streetbike I have ever owned. Rather feels like a motard on steroids.
  
  
• "As a former dirt bike racer, I can't help but think that most riders feel a greater sense of control sitting upright on a motorcycle."
  
  That is my opinion, exactly. Especially in the tight twisties, and back roads that may be in a bit of disrepair. I ride a Ducati Multistrada, I find it to be the most fantastic sport travel bike. Being so comfortable to ride, and agile in the turns, you can just eat up the backroad miles. I find it easy to log long days, and waking up, itching to get on the road early the next morning.
  
  I am interested in riding the new KTM RC8, when I saw the reviews that said the ergonomics were sport touring like, that perked up my ears...........sounds like an interesting machine.
  
  
• The answer ..strictly personal .. but an updated ZRX1200. It could use a bit more fairing wind protection and a diet to get rid of some of the pork, but a great motorcycle for the everyday riding in the mountains of CO. At 68, I want to enjoy my motorcycle riding in the mountains we and therefore need the MOTOR to pass that line of 3 cars and a pick-up pulling a horse trailer at 45mph struggling up the mountain. Passing that group in one pass normally finishes with something close to 120+mph showing on the clock and that is relatively normal pass during the summer. I sold my ZX-11 due to the crouching ergonomics but love the ZRX. I tend to ride 20+ mph above the speed limits and put on 300+ mile days regularly. Hate Interstates and love the twisties.
  
  
• How about a 600 or 1000cc bike built with the ergonomics of the new 250R? Give folks the look and the comfort at the same time.
  
  
• Looks like I am the odd one out here- I have a Yamaha YZF600R, the old bike. There is always someone faster-, right Rossi. So it comes down to how you use the bike. For me 43,000 + miles on a sport bike. I love this bike for the long haul (great wind protection) and then when you get there- rip up the corners. I was passed by a super motard on the track at VIR- but then he was passed by a 10 yr old on a 125! Ride your own bike and enjoy:) It was your magazines articles that got me into my bike in the first place- I love it thank you.
  
  http://www.motorcycledaily.com/20may02yamaha2002yzf600review.html
  
  
• I think there is a tremendous market for a comfortable bike with good wind protection, suspension components, power and light weight. My ideal bike would be something like the Suzuki GSXR 750 with upright bars, lower pegs, factory hard bags, heated grips and stay under 400 pounds. Don't cheapen the suspension or "retune for mid range". I am 67 and currently ride a 2002 Honda VFR800 but I would be all over a GSXR 750T (touring) as I just described.
  
  
• Great topic!! I'm 45 and ride a Honda VFR 800 with Heli bars. I do a lot of highway and feel it is the best compromise. I sit up a little and have a good windshield 80+ mph. I love the ZRX, FZ1 and Bandit but with all the wind on the highway it would kill me. The true sport tourer would put me too far away from sport so this fits the bill. No if they could only build one that got 50mpg I would have 2 in my garage.
  
  
• I agree with the overwhelming consensus here, as usual. Here in Southern California everyone is obsessed with what is "fastest", usually one of two ways. They either have the suction cup mohawks and terrify drivers by popping wheelies, or lane splitting too fast (often at the same time) or they are the guys who only ride to Palomar and back on weekends so they can gum up their tires and scrape their pucks. The universally pooh-pooh anything comfortable or over 2years old. I thought that the do it all middleweight bikes like my Hawk GT were thing of the past; bikes that can tour, commute comfortably, or go to track days. Everyone who rides that bike feels like they can't do wrong, it is so easy to ride. I have never had any problems keeping pace with anyone at a sane (for the street) pace, but I never have back or wrist problems either. The older I get, the more I appreciate the smaller more universal bikes. I have a Bandit and VFR 400 too. There is hope, though, bikes like the GSX 650, Street Triple, SV, and Monster 695 give me hope that there are people know the value of these sensible bikes which are often more fun to ride since their capabilities are accessible to almost anyone at street speeds. I just hope people pick up on them, not many bought the Hawks 20 years ago, maybe the public is ready now.
  
  
• I agree with your position on naked and upright i.e. "Standards". I'm sixty-one, and I ride an ST1300. It's the first dressed, non-UJM I've owned, and good as it is, almost everything wrong with it is traceable to the fairing. That said, I'm putting my money were my mouth is. I have a deposit in with my dealer against the first 2009 CB1100F to pass through his door.
  
  
• I have, on and off, read your website since 2003. As a design professional in the motorcycle industry (ex of XXXXXX, currently the President of XXXXXX Motorcycle Design in Spain) I found your piece on April 2nd of particular interest, so I felt compelled to write. Your conclusions, that aerodynamic fairings do little to support fast street riding, are in fact 100% correct, and it is nice to finally see some common sense from a journalist / enthusiast rather than merely recycling old myths and baseless declarations that have floated around for years.
  
  Modern motorcycles, from SuperMotards to Super Sport, to most Japanese Cruisers employ, as you correctly said, such marvelous suspension, materials, electronic and engine technology as to completely overwhelm the real world needs and skills of 95% of motorcyclists anywhere. As any honest biker knows, the limits of the man are far greater than the limits of the machine, and except for the few who actually race or professional road testers (Mostly ex-racers), nearly every sports bike is more a tool for show than to fulfill the actual rider's skill envelope. The result is that with so much sheer power on tap, the fairing's function has lessened in proportion to riding position, as so much surplus power is available to punch through the air at the relatively low speeds that fast road riding demands (say, under 150km/h). One only has to look at the shrinking overall dimensions and surface area of, say, the Yamaha R6 since the first version in 1999, to see that while power output has steadily increased by nearly 45%, the screen and wind protection have been sharply reduced with each new generation. By contrast, the rider sits further and further forward, and the handlebars are less inclined and somewhat "flatter" in order to give the rider more leverage. The resulting machine is far less aerodynamic than it used to be, but acceleration and top speed have not suffered, as a result of the all important improvement in power to weight.
  
  As for the aerodynamic "aids" that now appear on motorcycles such as the aforementioned R6, the wings, winglets, intakes and other plastic bits that press releases assure are all in the name of improving aerodynamic efficiency, the tragic reality is that it is all for show. Motorcycle's are inherently aerodynamic disasters, because they are made up of so many broken surfaces and an uncontrollable large component (us, the riders) that ruin any attempt to control air flow, air pressure, or maintain a clean wake, that the best we can do is limit frontal area, control internal airflow as much as possible, and not worry about what happens after the front fairing ends. The amount of turbulence caused by the rotating front wheel virtually eliminates the need for a belly pan or fairing lower in real world conditions, at anything except very high speed, straight line runs. If there is any doubt about this, then look at MotoGP and witness the same variety of fairing designs, from the traditional, slippery Ducati (which, incidentally, boasts no greater straightaway top speeds this year than Nicky Hayden's Honda's heavily cut down fairings) to the sharp, angular (not so aerodynamically pure) shapes of the Kawasaki. I had the great privilage to work on the 2003 Yamaha M1, where I learned that with 4 stroke power, the problem of too much fairing became not air penetration (slicing through as neatly as possible to eliminate drag components), but rather to control areas of contrasting air pressure in the turns when the bikes were leaned over. Notice that around that time (2003) we all started drilling holes in the side panels of Grand Prix 125, 250 and even some 500cc machines. The problem (at Yamaha at least) was cured by reducing fairing, and total lap times went up.
  
  Making a perfectly aerodynamic motorcycle is very very easy. BMW, NSU and MotoGuzzi did this 60 years ago with streamliners that enclosed the whole machine, enabling NSU to set world records in Bonneville with a lowly 250cc single (in the area of 200mp/h!). In the modern age, our task is to make bikes that sell by virtue of qualities that make each and every ride safer, and "faster". Contrary to conventional street wisdom, the designer's role is not to make the street bike better by assembling established components, but to understand the total science of the machine (handling, technology, manufacturing costs, ease of use, durability, and yes, performance) and finding the best compromise. Fairing design is, alas, pretty much an emotional pursuit driven by market trends and a few talented people worldwide. I quote wikipedia
  
  "Due to the highly emotive and often symbolic nature of motorcycles as social and cultural instruments, the practice of designing one has now become just as much an exercise in intuitive human psychology as rendering the relevant observations into metal and plastic."
  
  http://en.wikipedia.org/wiki/Motorcycle_design
  
  I hope you find this interesting. I look forward to reading your site comments.
  
  
• I have long believed that attributes that make a great race track bike don't necessarily translate into a great street bike. While I am impressed with and desire the latest technology, I don't think that race bike ergonomics, power delivery, and fairing protection is ideal for the street. Too bad manufacturers can't take what they've learned from the race track and offer it in reasonable street focused bikes.
  
  
• And besides, when you get to your destination, your back/arms/wrists aren't convulsing in pain.
  
  
• I’ve always been an ardent fan of the upright riding position, which probably stems from the fact that my first experience on two wheels was on a Schwinn, the ultimate. My first motorized experience was on a ten-year-old BSA Catalina way back in 1968. Since then my bikes have all been standards. Sport bikes, while fun, encourage a riding position which can be excruciating after a short while, esp. at my age, though I have to admit I do enjoy riding them. The foot-forward cruiser position never inspired much confidence, and I don’t much like bouncing along on my tailbone, so I eschew them entirely. Comfort, control, confidence: Give me a Standard every time.
  
  
• Seems to me, there's a traditional abundance of "race replica" recreational hardware with features and potential far beyond the practical utility or grasp of consumers. We are prey for the marketing exploits of the makers.
  
  I'd venture to say there aren't many of us mortals who can "out-ride" the low end of today's sporting hardware, upright or prone.
  
  How many of us haven't followed a race replica rider performing race acrobatics, while we --more elegantly-- swept through the twisties in an upright position, at the same speed?
  
  Then again, how many of us haven't seen a skilled race replica rider carve a corner --on the inside of the roll axis-- (i.e. hangin off) with riding acumen we hope someday to achieve, notwithstanding arguments of street sanity?
  
  It's hard to argue the aerodynamic practicality of prone position riding, but since the rider is a big part of the mass of a laden bike, where the human mass is positioned relative to the bike's roll axis, does affect control. Whether the rider benefits from this difference is another matter.
  
  My experience transitioning from upright to prone ergos is that more complex body positioning effort and more sensitive (un-weighted) steering is required to maintain or exceed cornering speeds, which were achieved more naturally in an upright position.
  
  But, as I get older, I question whether these bolder exploits shouldn't be confined to track environments.
  
  
• I have always ridden naked bikes not just because I prefer the brutish looks of bikes like the Monster and Speed Triple (my current scoot), but because I prefer the ergonomics. Not only are nakeds more comfortable, but I find the upright seating position and wider handlebars allow for greater leverage and body english allowing me to hustle the bike through twisties with more confidence and speed than the more powerful sportbikes I’ve sampled. If wind protection is a must for the pansies out there, I’ve ridden an older model R1200S and a Bandit 1200 with bikini fairings that provide great protection from the wind while offering comfortable ergos. The laws of physics do not require torture rack positioning at sub 120 mph speeds or especially street-safe speeds.
  
  
• Quick background, my name is XXXXX XXXXXX and I race road bikes and ride supermoto during the off season to train.
  
  There are two different aspects when comparing and considering the "supermoto" or "MX" style of riding to "road race style"
  
  First, the bike, a road race bike has a shorter wheel base and lower center of gravity and of course much shorter suspension travel.
  
  Supermoto/MX have a longer wheel base, sit much higher and of course have a larger area for suspension travel.
  
  Road Race bikes typically weight on average between 360 to 400lbs depending on displacement and the supermoto's usually come be between 280 and 300...some a little more and some a little less.
  
  Supermoto has a greater area of clearance and because of the weight difference are usually pushed under the rider so the rider sits on top VS road racing where the center of gravity and clearance is much lower so the rider needs to "hang off" and use their body to steer the bike allowing the greatest amount of contact patch.
  
  Supermotos are usually a 100mph tops and are designed for tight courses VS a road bike which is made for high speed corners. Riding supermoto style on a road bike works for slower turns (tight turns) however, the suspension travel of a supermoto doesn't work quite as well in high speed turns because of the suspension travel (harmonics lead to greater movement hence they are not as stable as a road bike). Reason is at very high speeds the weight/suspension travel loading can be difficult to manage hence, why supermoto courses are tight courses and road racing course have a high speed design.
  
  For the street, I ride supermoto and I find that I do not have to ride as fast to have fun. Road race or "sportbikes" can be fun on the street but to realize their full potential properly and safely they really need to be unleashed on the track.
  
  In my experience, the combination of both will teach riders both styles and provide a better understanding on how the body positioning plays part when riding a motorcycle.
  
  
• I agree with you about faired sport bikes and going fast. I am a former roadracer and supermoto racer that now rides an SV1000 naked with MX bars which are even taller than stock. I feel much more comfortable while riding, both cruising and going fast, in this position. The wider MX bars give me more leverage and control than narrow clip-ons and a much more comfortable stance as well. For most street riding, the speeds are not close to high enough to get any advantage from a fairing or tucked position. And I have yet to do a track day with the SV, but I feel confident that I can more than hold my own against full sport bikes. As an added benefit, wheelies are easier too.
  
  
• From what I understand aerodynamics in racing are regulated to keep the bikes slow. Back long ago when MV, Norton, and others still raced, manufactures designed the bikes to have correct aerodynamics. Racing officials thought ( correctly or incorrectly ) that this trend was making the bikes to fast and therefore too dangerous. Aerodynamics do make a difference, an measurable difference. In the salt flats more than one small engine (one account of an 750cc) vehicle with extremely modified aerodynamics have made records, or just been plain fast.
  
  Today's sportbike's fairings are designed to keep some wind of f the rider, create a nice pocket at high speeds, and most of all - make the bike look good. I think most fairings are only useful at high speeds ( over most highway/freeway speed limits ), this isn't a bad thing though, I enjoy my "nice" air when cruising at 85mph. I'm not the only one either, on my commute, and rides high speed "cruising" is what we do.
  
  
• ABSOLUTELY! Not only do I feel I have more control, I also believe the sensations of motion and speed are stronger. Nothing beats bikes like the Hypermotard (or even my dirtbike around the neighborhood) for the "fun factor." Speeds feel faster, acceleration feels stronger, and I get my fun at (or closer to) legal speeds while being naturaly restricted to a top speed that won't blow me off the bike. But almost all of the bikes in this segment are ugly, heavy pigs with detuned engines and soggy street oriented suspension.
  
  Why is the Z1000 so much heavier than a ZX10 if there is so much less to it?
  
  Why does Yamaha's Fz1 weigh so much? It even has the same motor as the R1, albeit "neutered for torque." obviously it's not an ancient lump weighing it down.
  
  Why don't they cut some weight from the biggest butt on the block, suzuki's b-king? Might as well get a goldwing if you want that fatty.
  
  Ducati got it right with their hypermotard, but it costs more that the newest literbikes, and it is underpowered in comparison, even if it has decent low end torque.
  
  Actually, the new CBR1000RR would probably feel pretty sweet with a set of taller and wider bars, but I'm sure I'd foul my knuckles on the fairing turning it to full-lock...
  
  Enough of my rambling rant, the point is I'd be a happy rider if I had a good veriety of hypermotard style bikes to choose from with low weight and cost, but quality suspension and brakes. It would be nice if they weren't ugly as sin too.
  
  Until then I guess I'll keep aimlessly wandering dealerships while I'm saving up for the ducati hyper.
  
  
• I agree with your assessment, but the position you gain on a sport bike is a natural position your body takes when going fast on two wheels. The next time you see a kid in your neighborhood riding a bike, ask him/her to go fast. The first thing they will do is tuck down/ lower their head and pedal as fast as they can. I don't think most children understand aerodynamics or the concept of what they are doing, but they do it.
  
  I have spent conciderbale amount of time on two bikes a 06 Triumph Bonneville and a BMW F800st. I have found the bolt upright seating position on the Bonneville to be great when it comes to comfort and control but the lack of wind protection will wear me out quickly. The BMW allows me to ride all day and when needed to let me get tucked in behind the fairing and attack the local twisties. I will mention that the F800st does have a handle bar and not clip ons like normal sport bikes.
  
  Lastly I recently rode a Ducati 848 and was very disappointed! I found that bike to be painful when riding it. I am sure on a track that this is a great bike, but on the street I found it to be a torture rack.
  
  So for me, I have found the in between position of a sport touring bike to be the best. I get the all day comfort, better control and wind protection but not the wind blast of a naked and the pain from clip ons.
  
  
• I agree that it is much easier to ride in an upright riding position. It is also much more comfortable, and I find it more exciting to boot. Problem is, the high performance motorcycles with performance parts and engines are either sportbikes or cost a fortune. Give me the EXACT same weight and performance as the new cbr1000rr, and don't make the suspension soggy and springy budget crap and I'm all in.
  
  Oh, and let me slide little closer to the front too. I love sportbikes I just wish there were more LIGHTWEIGHT choices in the market. R1 weight in the FZ1. Again, I'd scoop it right up. Let's see who agrees.
  
  
• Yes, an upright sport bike, sounds great to me. I like the upright position, and also like the sport bike handling, why can’t the two be combined? I would like to have a cruiser that handles, performs, brakes like a sport bike. That’s why I don’t own a harley. But I’m still searching, motards are great, just need a luggage rack, for commuting.
  
  
• Disagree, I'm afraid. While it may not be necessary for steering control, given the power output of today's litre-bikes, on those machines at least this kind of riding position assists in keeping weight over the front, to aid prevention of wheelies (which, as we know, often look impressive, but do nothing to help forward progess).
  
  
• I totaly agree with the point you made about not needing a sports/faired bike to go fast, I have a CB900F and ive been fast on it before (240kph) but pesonally i prefer the wind directly on me. i find that fairing makes turbulence - my dad owns a GTR1400 that i rode the other day, there was a bit of buffeting. i also have a XR250 and its fun to go fast through the twisties also with my brothers ktm lc4 640. I think the racing/faired bike is more of an image thing than about going fast.
  
  
• Absolutely, only above extended triple digit speeds is the seating position of the current sport bikes effective for anything but ego. Since I do not go to the track and need a valid drivers license to commute; this has little value to me.
  
  Give me a naked bike and the option to customize with a different bar bend and/or sweep any day!
  
  
• I have a 06 1200R Sportster I have installed a "Speedscreen". This has made a big difference in comfort at higher speeds. I think it's very important to change the flow of air around the rider. I have a new helmet that helps too, Shoei X-11.
  
  
• I commute and run errands on the motorcycle. Upright-ish and with a cafe fairing. The small fairing improves the gas mileage by about 10% in most riding and far more than that on the freeway. Naked bikes have horrible drag coefficients and simply waste huge amounts of energy. I'm not attracted to full-plastic sport bikes, but I appreciate some effort to make the bike more aerodynamically efficient.
  
  
• First the Aeros....They're not important to go 50 to 80 mph except for rider comfort and most windshields that will do that are a wash when it comes to drag because the rider usually has as much frontal area as the windshield itself. Adding something like a Rifle fairing or a curvy sport shield may even give a slight reduction in drag coefficient.
  
  The standard upright position is vastly superior for most street riding. It's easier on the spine, back muscles, wrists, forearms and ankles. It also affords a much better (or at least easier) 360 deg. situational awareness because ones head can swivel more easily and the mirrors on standard types (even sporty bikes like FZ1s and Bandits) usually give the rider a better view of traffic behind and not as good a view of the riders elbows and shoulders. The riders head is also usually significantly higher allowing longer sightlines and thus providing more time to anticipate developing situations.
  
  Street legal Super-Motos have all this and a sportbike power to weight ratio but have little wind protection, a CG that is unnecessarily high for a mostly on-road bike and the long travel suspension, while it soaks up bumps, also makes huge geometry changes on braking and acceleration.
  
  My personal opinion is that the near ideal machine for all-around conditions is a mid size to liter size twin with upright ergos. I personally want a driveshaft or belt because after 37 years of riding motorcycles I can't find one real good argument for a chain on an everyday bike. I may have found my ultimate personal street bike in the BMW F800. I just have to decide which flavor.
  
  
• Aerodynamics play a major role for those people that don't only ride around the block on their bikes.
  
  It is not a big surprise why BMW's are (or have been) so much beloved in the LDRider community. The wind protection offered in combination with their comfortable seating position (= upright) makes clocking miles rather easy. So far the BMW R1100RT that I once owned did provide the best protection against the elements (read rain). Even in heavy downpoor I could stay completely dry. It's a shame that other manufacturers don't provide this combination.
  
  As to your ABS comment on Honda. It's a shame that Honda on one side tries to offer more bikes with ABS (which should be standard in my opinion). However the stance that Honda takes on some of those bikes (especially the GoldWing) is completely contradictionary to putting safety on a higher importance. The fact that people have to buy pretty much all other options (except the Air Bag) makes this a show case of corporate profits before customer safety. Unless Honda is changing those strategies they just proove that rider safety is non of their real priorities.
  
  
• I agree most track days are small courses and they really offer no advantage to a fairing motorcycle. The only advantage I see is the standard clip on handlebars as they offer easier high speed corner control which i see as a plus. That being said I have an xb12ss naked and have put clubmanns on it and the control is just as good. The plus when I drop her no fairing costs that alone is worth it.
  
  
• I can understand where you are going with this. I'm 6'2" and ride an 06' 636 and I'm actually able to sit straight up on it if I want. Personally I like the ergos on sportbikes when compared with other styles be them standars like an SV and a whole lot more than (couches) cruisers. I'm not really into the look of naked bikes either but hey, to each their own. Having friends that are closer to 5' and seeing them on my bike makes sense to your observation though. I seen my buddy practically laying on the tank the whole time he was on it and I realize that for him, they don't make sense unless he would find himself on the track.
  
  

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