In the life of a motorcyclist, taking delivery on a brand new motorcycle is one of those milestone moments that becomes a nexus around which your entire riding experience revolves.
In more than 30 years in the saddle, I’ve only bought myself one new motorcycle.
That wasn’t going to change today.
After my son Finn’s Buell Blast had proven itself not quite up to the task of being reliable, daily transportation, it became more or less obvious that, in the interest of his safety, a more modern and well engineered motorcycle needed to be obtained. It may have been more obvious to Sweet Doris From Baltimore, Finn’s Mother, and less obvious to me, but no matter.
I did some searches on Cycle Trader to check real world values on some of the motorcycles that I thought would represent a step up in power and handling for Finn, while not completely breaking the family bank.
I’ll admit, that especially when it comes to motorcycles, I’ve got opinions.
After surveying the market for my small target group of medium displacement twins — 650 Versys, FZ-7s, CB500Fs — the CB500F was quickly identified as the most versatile machine that could be obtained for the least dollar. A John Burns review of the CB — in which Burnsie shared that the motorcycle had totally surprised him by its capabilty, and left him in the difficult position, for a motorcycle reviewer, or having absolutely nothing to kvetch about — convinced me this was the one. There were leftover CBs in dealer inventory all across the country, and a nice one was located for the right price in Baltimore at Pete’s Cycle.
65 miles from the front door.
After many, many, MANY phone calls working the entire sale remotely, and then a few more calls with my Credit Union taking a small loan, the deal was done. $93 a month was a bill I can cover for Finn until he graduates, and once he is gainfully employed, I can sign both the title and payment book over to him.
Welcome to adulting lesson one.
Now all we had to do was pick it up.
In your rose colored fantasy motorcycling world, when you pick up your new motorcycle, you are standing on some dealership lot in Huntington Beach or Cosa Mesa, it’s 84 degrees out, the Pacific Breeze washes over your skin, everybody is wearing jams, sneakers and shades and calling each other ‘Dude’.
Now let’s snap out of it and get to the real world, shall we, Bucko?
When Finn and I got up on our anointed Saturday morning, it was 36 degrees out, cloudy, windy, and with a radar trace that showed a stationary front hanging out just to the north of Jefferson where it was dropping light rain and even some sleet in places.
Just ‘effin perfect.
Finn, it should be clearly stated, is a night owl. So right off the bat he wasn’t at his absolute best as we were sucking down some coffee and cereal and trying to bolt together a plan.
“First, this is your bike, so you have to get first saddle time. So, we can either throw our riding gear in your Corolla, drive to Baltimore, and you can head back out this way with me available to take a shift if it gets too cold or rainy, or you can ride cupcake on the LT and we can make a moto trip out of the deal.”
“Let’s take your bike.”
That’s my boy.
“Good, nobody ever got wet riding an LT, and on the way back out at least I can talk to you from a bike to see how you’re doing …”.
Finn and I got fully geared up — me in my second skin the ‘stitch, and Finn in his insulated textile riding pants, jacket and gloves — both of us with a light technical fleece to layer up for warmth underneath.
The weather report showed rapidly rising temperatures, so I felt pretty good about our prospects. The only concern was the behavior of that stationary front — Baltimore was forecast to stay dry, but Jefferson was not — so it was inevitable that somewhere on the way back our trip would break bad. It was just a question of how far west and how close to home we would be when that happened.
Finn and I headed for the garage and threw up the door behind the LT. While I was dialing in a few clicks of preload, Finn was fastening his helmet and gazing down the driveway.
“Of course it is. We should punch back out of it on the other side of Frederick. I’ll roll the Fat Girl down to the bottom of the driveway. You pull the door down and meet me down there.”
20 seconds later, he was comfortably astride the LT’s pillion, and we were shields up and heading for Pete’s and Baltimore.
Somewhere between Frederick and Mount Airy, and maybe a few more miles further east than I’d been hoping, we did punch back into the clear, and the temperature finally started to rise in a meaningful way.
If there’s one thing an LT is built for, it’s carrying full bags and a passenger, and doing its best to vaporize some miles. With a pillion up, the bike runs smoother and handles better, and with a new motorcycle waiting on the other end, running 80+ on the Interstate seemed like something both of us would naturally want to do.
When we hit the more congested Baltimore Beltway, I backed it down a few, selecting a speed that was just 3 or 4 above prevailing traffic, so we could pick our spots of clear pavement and try to defend them.
Belair Road came up soon enough, and less than a mile south of the exit I made the left turn into Pete’s parking lot. The business is built on the side of a hill, so the parking lot slopes pretty sharply down towards the rear of the building, where there is a motorized security gate and the Service Department’s entrance.
I’ll admit that parking an 850 plus pound motorcycle on steep grades does not appeal to me, so I cut to the right inside the lot and found a nice level spot next to the razor wire topped fence that borders Belair Road.
Pete’s Cycle Company is located in Fullerton, a neighborhood located in Northeast Baltimore. When a young, CB750-riding me had last been their customer, they had a storefront located in Hamilton, a neighborhood located about 5 miles to the south and closer to the center of the city. About 20 years ago, they made a business decision to move out of the location where they had done business for more than 60 years to a larger facility. This location is a few miles further from the troubled neighborhoods that are the home turf of the city’s ’12 O’Clock Boys’. The ‘Boys’ got their name because of their advanced skills illegally riding dirtbikes with their front forks pointing to the noon position. Dealers throughout the entire Mid-Atlantic region, from York, PA., to Staunton, VA., have had visits from ‘The Boys’ to make crash and grab nighttime dirtbike withdrawals, so those few miles are probably not signficant. But between the cameras, razor wire, barred windows and mechanized gates, one can tell Pete’s isn’t going to make such extreme discounts easy to obtain.
After stowing our helmets and gloves in the LT’s cases, a slightly chilly-appearing Finn and I headed into the building to look for our salesman.
I’ve been in my fair share of motorcycle dealerships, but the view upon entering Pete’s was a bit of a shock.
Right inside the door were 3 Polaris Slingshots — including one with a roof that I’d never seen before. Next to these were a half dozen or so Can-Am Spyders. The rest of the substantial showroom was jammed with bikes — Hondas, Ducatis, Trimuphs, Suzukis, Kawasakis — heck, there was even a nicely cruisered-out Royal Enfield, but it looked like a bike someone had traded in.
Remembering that the motorcycle we were buying was not a ‘planned motorcycle’, to avoid further trouble I went well out of my way to avoid the Africa Twin and NC700x that Pete’s had on the floor.
One of the folks roaming the floor asked if we needed any assistance.
“Yup. I’m looking for Jim Stantz.”
“Ok, that’s him in the black windbreaker all the way over ….there.”
Just what I needed — a reason to traverse the entire showroom. It was almost like making a desperate alcoholic walk across the entire liquor warehouse. Eyes down…eyes down….
“Hey Guys! You must be Greg and Finn. You guys rode in from Frederick today?”
“Yeah, its raining out our end..nice enough here in Baltimore, though.”
“Our business manager — you’ll be meeting with him in a minute — rode in from Frederick this morning, too…said the same thing. The bike’s out back. You want to see her before we do the paperwork?”
Jim walked us down the back stairs and out past the service department. Pete’s has a covered back porch where the new motorcycles are placed after they’ve been prepped for delivery. Right outside the door was our CB500F.
Maybe all bikes look better in person than they do in stock photos. Whether they generally do or not, this one sure did.
I took a quick sideways glance over at Finn, and he was slackjawed and googly-eyed in a look of pure, unadulterated motopleasure.
The CB was finished in all flat black, with its tailsection and radiator cowls finished in silver. The tank had a nice Shelby-style dual racing stripe applied down the center of the tank. The engine was also painted black, with the clutch, alternator and valve covers painted in a copper color to mimic the magnesium cases that Honda Racing Corporation (HRC) uses on their RC racing specials. The shapes of the tank and tail section, as well, were intended to mimic those of the big CBR100R and its motoGP big brother, the RC213v.
For what is admittedly a reasonably priced street motorcycle, the CB gives an enthusiast a great deal to look at and to enjoy.
As Finn’s initial state of pleased shock wore off, I asked him if he wanted to sit on the bike.
He slowly walked around the left side of the machine, gripped the front brake lever and threw a leg over.
The bike fit him like it was made for him.
Jim walked him through the features and controls of the bike. Finn set the adjuster of the front brake lever to fit his hand.
Finn turned the key, and watched as the instrument display went hits animated calibration routine. The odometer display read “0.7”. He pulled the clutch in, and pressed the starter.
The bike started from cold on the second compression stroke, and what filled the air around us was the sound of a thoroughly modern motorcycle — the high pitched ‘wheep-wheep-wheep’ of the high pressure fuel pump and the fuel injectors opening and closing. With the water cooling jackets and double overhead cams there was no noise from the reciprocating parts of the engine whatsoever — no valve noise, no piston clatter. The exhaust had a nice brap to it without being obnoxious — a pleasant change from a big single with a drag pipe — and the engine responded to throttle by spinning up absolutely instantly — clearly flywheel mass hadn’t been anywhere on the engineering requirements.
We sat for a few seconds listening to the CB’s perfect steady idle, and then Finn killswitched it.
“C’mon, guys — let’s sign a few papers and get you out of here and back on the road.”
And that was really all there was to it. I was ushered into the business manager’s office, made my downpayment, signed the sales order and the title work, and we were back downstairs again in a flash.
Finn rolled the CB off the porch, and pushed the bike through the mechanized gate, which then motored shut behind us.
Jim reminded Finn he was on a set of new, unscrubbed tires.
“No horsin’ around until they’re scrubbed in, eh?”
Jim then shook our hands, thanked us for our business, wished us a safe ride home, and went back inside the dealership. I walked up the hill and retrieved Finn’s helmet and gloves from the LT’s cases.
“You want to take a few loops around the parking lot just to get a feel for the clutch and brakes? When you’re done you can pull up next to the building up by the entrance there, and I can lead us back to the highway. Lemme go get my gear on.”
As I walked back up the hill to my bike, Finn motored up and down the hill in the parking lot a few times. There was a wider area down at the bottom of the lot that worked well for turning around. Finn seemed almost instantly comfortable on the CB — clutch and throttle control were spot on, no extra revs, and he visibly worked the bike from side to side underneath him to get a feel for the mass and turn-in response. By the time I had my second glove on, he was already waiting for me at the exit.
I fired the LT back up, did my U-turn, and rolled up beside Finn and the CB.
“We should probably just go back to the beltway just to get the heck out of town. Once we get on the highway, you lead, pick your own pace, and I’ll keep people off your six. Vary speeds a bit — speed up and then slow down — during the first couple of miles. Then we can run out to Maryland 32 where we can pick up Maryland 144 which will give us a nice backroad ride back to Frederick. Sound like a plan?”
“Sounds perfect. Let’s go.”
And with that we gassed it and headed back up Belair Road.
Watching Finn in my rearviews was easy — the CB’s new tech LED headlight made it completely stand out from the background and from other vehicles.
It wasn’t until I got home later that I had to conclude that at least one Honda Design Engineer watches too many ‘Transformers’ cartoons. Or Gundam Anime. Or something.
Finn’s run up the Beltway was a little tentative, which is exactly what you’d hope to see. As we hit the onramp to I-695 West, though, Finn cut in smoothly and gently rolled the gas as we got to the apex. Both Finn and his new bike looked rock solid.
Fortunately, we got a rare break in the traffic and were able to enter the highway with no frantic adjustments to line or to speed.
As we cleared the interchange, I moved determinedly right, and motioned with my gloved hand for Finn to move by.
The first sound I heard was that of the CB breathing — again that little whistle of the FI plumbing working — then the bike moved smartly past — followed by a very well-defined, metallic ‘Braaap’ of the CB’s twin pulling about 5000 rpm.
You can tell a lot, sometimes, from people’s body language, and shifting up to top gear, Finn was sitting poised and tall.
So we worked our way back around the Beltway and out to I-70, doing our best to keep the CB varying load and speed, and trying to avoid the inevitable flow control chaos that inhabits each of the interchanges. It was fun, and as we hit some clear pavement on 70 West, I enjoyed watching Finn further feeling the CB out. He’d settle in around 70 or so, and then give the bike some enthusiastic throttle and move smartly away. Smooth, flexible power to move freely in highway traffic wasn’t a given on his Blast.
When we rolled up on 32, I passed Finn and led down the interchange. I led us through the left and a right to put us on Frederick Road, headed west towards Jefferson.
Considering how the day had started, conditions weren’t half bad — intermittent clouds and sun, dry pavement, and a temperature in the low 50s. Where the interstate removed the hills, 144 slides around them — the road is always rising and falling, and twisting this way or that.
For a young man with a brand new motorcycle, this flat-lighted day was his first opportunity to get to know and bond with his machine.
The time we spent on that rolling road seemed to stretch out that day, a few good minutes seeming to hang in time for a lot longer than they actually were.
At a stop sign I pulled up beside Finn and popped my visor open.
“How’s the CB, man? How are ya liking this road?”
“This thing’s absolutely awesome, Pop. And I’d like the road a lot more if I had any freakin’ idea where I was.”
“That’s cool, Finn. And I know where I am, so I’ll lead. Pick a good following distance, and ride your own pace.”
And so we rolled — moving up and down through the gears, and breaking in the sides of new tires as we crossed first through Howard, then Carroll Counties. That LED headlamp was there in my mirrors, cornering crisply and doing all the right things.
On the other side of Mount Airy, though, things finally went bad. 144 West runs in shadow, it’s tight and it’s twisty, and today it was dark and was cold.
With no warning the rain hit, the temperature dropped sharply, and my biker sense looked at that road and what it saw was slippy not sticky — it was cause for concern.
At the next stop I signaled.
“You want to stop – eat – warmup…or just wanna get home?”
“I’m OK – let’s keep bangin’.”
“OK – weather is going to shit. I’m going to hop back on the highway and we’ll take it back to 340 and home. We’ll make the left up ahead and the ramp is immediately on the right.”
We rolled our bikes back up through the gears and as we merged onto the highway I waved Finn on by. As the rain picked up the temperature dropped into the low 40s. On a naked motorcycle, it couldn’t have been fun.
Not all motorcycle bonding experiences, I guess, have to be pleasant ones. The tough stuff, it seems, is some of what it takes to learn to trust your machine.
As we got closer to Jefferson, the weather continued to display its blatant disregard for our well-being.
Both Finn and I managed to get through the complex interchange at 70 West and US 340 — with its elevated ramps crisscrossed by 5 inch wide steel expansion joints — evil slippery stuff on a rainy day like this. No wiggles, no goofy stuff, no falling down. Just continue to gas it and go.
We maintained positive throttle coming up Dynamometer Hill, and on the other side of the hill we took the exit for home. I pulled ahead as we ran though town, and hit the neighborhood and then the driveway well before Finn.
I dismounted and threw both doors up by the time Finn rolled up.
He rolled the CB into the left bay, blipped the throttle once, again, and then killswitched the bike.
“This is such a nice motorcycle. Thank you. Thank Mom. As soon as I finish school in June, we are GOING on a trip.”
Clearly getting chilled down and dampened hadn’t done anything to hurt Finn’s enthusiasm.
“C’mon man, let me fire the woodstove up and make us some lunch. You can look for someplace for us to ride to while we’re warming up.”
The Costa Mesa Bros got nothin’ on us.