Kawasaki is a company based in Japan; founded by Kawasaki Shozo. It all started in 1924 when Kawasaki was involved in aircraft and metallurgy industry. In 1949, they decided to penetrate the rising motorcycle industry by designing engines for motorcycles.
First Range of Products from Kawasaki Motorcycles - Motorcycle Engines
Here comes the role of another famous company in the making of Kawasaki Motorcycles, i.e. - BMW. They designed 60cc two-stroke and many 150cc as well as 250cc four-stroke engines by using the technology from BMW; the company with whom, they had relationship since the early stages of their business in aeronautical industry.
They made and supplied motorcycle engines till 1954, when they finally decided to produce their first motorcycle. It was marketed under the name of Meihatsu, which was a subsidiary of Kawasaki Aircraft Co.
It was the same time when they also tried their hands on scooter industry by introducing their own range of scooters in the market but soon stepped back when they recognized that it is not possible for them to compete against market giants of that time, i.e. - Mitsubishi Silver Pigeon and the Fuji Rabbit.
Buying of Meguro Motorcycles
The story of Kawasaki Motorcycles is incomplete without the Meguro Motorcycles segment. At that time, Meguro Motorcycles was known as the "King of four strokes" and "senior make". Meguro came into the market during 1930's. Due to their good association with the government, they got a lot of benefit from the army orders.
The first motorcycle made by them was Z97. It was a rocker-valve motorcycle of 500cc and largely influenced by Swiss Motosacoche. This model turned out to be a great success and was manufactured till 1950's. After unbeatable success of Z97, the company launched some decent rocker-valve, single-cylinder as well as high performance twins. All of them were influenced by British motorcycles. The great success of all of their models motivated them to launch their low end rocker-valve 125cc and a twin cylinder 650cc escort their existing 500cc.
But their endless success provoked them to take some big decisions which ended up in ruining the company.
One of those decisions was taken in 1958, when they tried to get rid of their British influence and everything started to go wrong. Examples - 250cc F, 125cc E3 and the infamous 350cc Y A. It was very unfortunate that these bikes ended up to be too heavy to handle and were not able to get enough attention from buyers. Meguro Motorcycles again started to make rocker-valve models and remained as in top 10 manufacturers till 1960. Unfortunately, due to certain decisions like the one mentioned above, the company kept on declining and was bought by Kawasaki Motorcycles.
In 1960, they signed their first agreement with Kawasaki Motorcycles and before 1963, they vanished from the market.
And that was 1960 only when Kawasaki Aircrafts decided to give a serious up thrust to its Motorcycle division -
They took Meihatsu brand out of the market and also decided to build their own plant of low end and low powered machines after buying Meguro.
And they brilliantly executed many other decisions which have brought Kawasaki Motorcycles to one of the best Motorcycle Manufacturers.
Many fine pieces of art have been manufactured, many milestones have been crossed but one name was always there is every heart Kawasaki motorcycles.
Sabtu, 04 November 2017
Kamis, 19 Oktober 2017
Two Very Different Types of Saddlebags For Motorcycles
Saddlebags for motorcycles are not a new item. They have been around for 50 years. However back then they were more of a must have item than just a way to dress up a bike. Back then riders used them to store their very important items in, today those same saddlebags are used but they look much cooler and are much more attractive and they definitely cost a whole lot more.
The original purpose behind saddlebags was that they could really hold absolutely anything you might want, especially when the biker went on a long trip. The pockets of a riders jeans and shirts just could not fit everything a biker needed it too and these very handy type of saddlebags became a necessity for every single bike and rider out there.
Today, these same saddlebags are still available and are still a very important part of motorcycles, but you will find that there are currently two very different types available. The first type is a hard mounted one and the second type is a throw over the seat type. You really need to understand the two very different types so that you can easily figure out which one you would rather have for your bike.
Hard Mounted
These saddlebags for motorcycles are hard mounted onto motorcycles to secure them. With this method and this type you never have to worry about your bag flapping in the wind and causing a big distraction for the rider. When you purchase your bike they usually come with one already on the frame.
They are constructed of premium leather. You can choose which type of leather you want, and if you want it to be a soft, or hard leather. Most bikers prefer hard leather because it tends to last longer.
The Throw Over
Some people do not want to buy or install permanent bags to their bike and for these people this style works better. All a biker does is he just throws it over the seat and tightens the string to secure it and away he goes.
The original purpose behind saddlebags was that they could really hold absolutely anything you might want, especially when the biker went on a long trip. The pockets of a riders jeans and shirts just could not fit everything a biker needed it too and these very handy type of saddlebags became a necessity for every single bike and rider out there.
Today, these same saddlebags are still available and are still a very important part of motorcycles, but you will find that there are currently two very different types available. The first type is a hard mounted one and the second type is a throw over the seat type. You really need to understand the two very different types so that you can easily figure out which one you would rather have for your bike.
Hard Mounted
These saddlebags for motorcycles are hard mounted onto motorcycles to secure them. With this method and this type you never have to worry about your bag flapping in the wind and causing a big distraction for the rider. When you purchase your bike they usually come with one already on the frame.
They are constructed of premium leather. You can choose which type of leather you want, and if you want it to be a soft, or hard leather. Most bikers prefer hard leather because it tends to last longer.
The Throw Over
Some people do not want to buy or install permanent bags to their bike and for these people this style works better. All a biker does is he just throws it over the seat and tightens the string to secure it and away he goes.
Senin, 02 Oktober 2017
Suzuki Motorcycles and Motorcycle Accessories
Suzuki is one of the top four motorcycle manufacturers in the word. They have a wide variety of motorcycles to choose from, including the following most popular:
Diamond Free
X-6 Hustler
Titan
GT750
RG500
XN85
GSX-R
Diamond Free
The Diamond Free made the world take notice of Suzuki by winning the Climb at Mount Fuji Hill in 1953.
X-6 Hustler
The X-6 Hustler was the company's first street-legal performance bike. It was introduced in the mid 1960's. This bike was the fastest 250cc bike during this time.
Titan/GT750/RG500
The Titan was a 500cc model bike. The Titan was the predecessor to the GT750, a two-stroke motorcycle that reached up to 110mph, going from 0mph to 60mph in five seconds. Following the GT750, Suzuki introduced a larger version of that same bike, the RG500. The RG500 ended up being the most successful racing bike of that time period.
XN85/GSX-R
The XN85 motorcycle that was introduced in the 1980's won many races, including the first World Motocross Championship won in America. Following that, the next turbo-charged racing bike offered by Suzuki was called the GSX-R. This motorcycle had an aluminum frame which made it the lightest motorcycle in this class.
Various motorcycle reviews showed that Suzuki dominated the motorcycle racing circuit for a time, especially after winning the World Motocross Championship six times in the 1970's. In the late 70's, Suzuki successfully redesigned their four stroke models to meet new emissions regulations. Sales for Suzuki continued to soar.
In addition to the racing circuit, Suzuki did well in the cruising market. They introduced the Boulevard. This five-speed transmission model bike came in many different sizes. This was an attractive, extremely comfortable motorcycle that offered a very smooth ride no matter how long or on what terrain you traveled. It was priced right at just over $12,500. Their addition of the Boulevard and other cruising model bikes made the Suzuki brand motorcycle attractive to Mrs. Motorcycle, just as the racing bikes did for Mr. Motorcycle.
Diamond Free
X-6 Hustler
Titan
GT750
RG500
XN85
GSX-R
Diamond Free
The Diamond Free made the world take notice of Suzuki by winning the Climb at Mount Fuji Hill in 1953.
X-6 Hustler
The X-6 Hustler was the company's first street-legal performance bike. It was introduced in the mid 1960's. This bike was the fastest 250cc bike during this time.
Titan/GT750/RG500
The Titan was a 500cc model bike. The Titan was the predecessor to the GT750, a two-stroke motorcycle that reached up to 110mph, going from 0mph to 60mph in five seconds. Following the GT750, Suzuki introduced a larger version of that same bike, the RG500. The RG500 ended up being the most successful racing bike of that time period.
XN85/GSX-R
The XN85 motorcycle that was introduced in the 1980's won many races, including the first World Motocross Championship won in America. Following that, the next turbo-charged racing bike offered by Suzuki was called the GSX-R. This motorcycle had an aluminum frame which made it the lightest motorcycle in this class.
Various motorcycle reviews showed that Suzuki dominated the motorcycle racing circuit for a time, especially after winning the World Motocross Championship six times in the 1970's. In the late 70's, Suzuki successfully redesigned their four stroke models to meet new emissions regulations. Sales for Suzuki continued to soar.
In addition to the racing circuit, Suzuki did well in the cruising market. They introduced the Boulevard. This five-speed transmission model bike came in many different sizes. This was an attractive, extremely comfortable motorcycle that offered a very smooth ride no matter how long or on what terrain you traveled. It was priced right at just over $12,500. Their addition of the Boulevard and other cruising model bikes made the Suzuki brand motorcycle attractive to Mrs. Motorcycle, just as the racing bikes did for Mr. Motorcycle.
Sabtu, 16 September 2017
Kawasaki ZX-10R Expert Motorcycle Review
The Kawasaki was my early favourite. It steers beautifully, holds a line, is agile in the chicanes and has a storming amount of power. If we had left all the bikes on standard suspension settings, there's a good chance the Kawasaki could have taken the victory in this track test.
All the other bikes here are set up to be stable and reassuring on the road, with relatively soft set-ups and slow steering. It's not until you adjust them - speed up the steering and stiffen them up that they become useful on the track.
The Kawasaki ZX-10R needs hardly any tweaking for it to work straight away. That's why it's such an unstable, scary monster on the road when you accelerate over bumps at speed. But on a straights, and is faster than the Ri. But compared to the Yamaha you have to wait too long for the power to chime in when you get on the throttle, so it feels slower coming off a corner. Taking the corner in a lower gear won't catch the R1, either - the lower gear slows you down too much going into and through the corner.
VERDICT: This is a spectacular track machine straight out of the crate - and ironically it's less scary on the circuit than on the road. It's devilishly quick, but not quick enough to challenge the Yamaha R1. Stick a cross plane crank in the Kawasaki ZX-10R, change its firing intervals and Yamaha will have a fight on its hands.
All the other bikes here are set up to be stable and reassuring on the road, with relatively soft set-ups and slow steering. It's not until you adjust them - speed up the steering and stiffen them up that they become useful on the track.
The Kawasaki ZX-10R needs hardly any tweaking for it to work straight away. That's why it's such an unstable, scary monster on the road when you accelerate over bumps at speed. But on a straights, and is faster than the Ri. But compared to the Yamaha you have to wait too long for the power to chime in when you get on the throttle, so it feels slower coming off a corner. Taking the corner in a lower gear won't catch the R1, either - the lower gear slows you down too much going into and through the corner.
VERDICT: This is a spectacular track machine straight out of the crate - and ironically it's less scary on the circuit than on the road. It's devilishly quick, but not quick enough to challenge the Yamaha R1. Stick a cross plane crank in the Kawasaki ZX-10R, change its firing intervals and Yamaha will have a fight on its hands.
Jumat, 01 September 2017
Suzuki Hayabusa GSX1300R Crotch Rocket - Sport Bike Motorcycle Review
The Suzuki Hayabusa GSX1300R motorcycle is a top-of-the-line crotch rocket. As one of the most popular crotch rockets or sport bikes in the motorcycle category it is probably most well known for its speed. It came into this world in 1999 and with ongoing testing it was the fastest production motorcycle in the world.
It enjoyed an excellent reputation among sport bikes however in 2000 the Japanese motorcycle manufacturers decided that they would have to change some of the specs. They were worried about the regulation that was bound to happen among various governments and they didn't want to have any problems.
So in 2001 and the following years through 2008, they added what is called a timing retard to the fifth gear and a rev limiter. This changed the maximum speed to 186 mph from the 198mph that was enjoyed on the earlier model.
It has six gears however most will keep it in third pretty much for tooling around town and up to 60 mph on the local tracks.
The Suzuki Hayabusa GSX1300R has a cool 3-way switch on the right handle bar. Choices are - one for full power and response and the other two switches reduce action and output.
And of course - it's a crotch rocket so you're going to be sitting close to the ground. It sits a little lower than some other models and the bars are not as narrow. But most crotch rocket lovers like this.
The translation of Hayabusa from the Japanese language is peregrine falcon. Thee peregrine falcon can travel faster than 200 mph. This Suzuki motorcycle certainly meets that definition.
In 2008 the crotch rockets or sport bike competition soared when the BMW K120S and the Kawasaki Ninja ZX-12R were brought to the marketplace.
Suzuki is no longer called the GSX1300R in some countries because Suzuki dropped it and they call it simply the Hayabusa.
The Suzuki Hayabusa GSX1300R can go a quarter mile in 9.62 seconds at 149 mph. It can go from 0-60 mph in 6 seconds and from 0-180 in 15.9 seconds.
The 2009 models come in white and silver, black and gray, black and gold and silver and gray. In 2008 the Hayabusa sold for $12,000 or so. Although now, individual deals can be made with local dealers. And if you're lucky enough to find a used Hayabusa that's not all beat up, that's good too and can save you a lot of money.
So if you're thinking about buying a Suzuki Hayabusa GSX1300R sportbike you'll get a high performance motorcycle - sport bike or crotch rocket that you'll be proud to own, do endless motorcycle stunts and wheelies and love to ride! But don't buy this crotch rocket - motorcycle as your first bike. Repairs can be expensive and one spill can end up causing a lot of damage. Get a used older bike and practice on that unless you're an experienced rider now.
It enjoyed an excellent reputation among sport bikes however in 2000 the Japanese motorcycle manufacturers decided that they would have to change some of the specs. They were worried about the regulation that was bound to happen among various governments and they didn't want to have any problems.
So in 2001 and the following years through 2008, they added what is called a timing retard to the fifth gear and a rev limiter. This changed the maximum speed to 186 mph from the 198mph that was enjoyed on the earlier model.
It has six gears however most will keep it in third pretty much for tooling around town and up to 60 mph on the local tracks.
The Suzuki Hayabusa GSX1300R has a cool 3-way switch on the right handle bar. Choices are - one for full power and response and the other two switches reduce action and output.
And of course - it's a crotch rocket so you're going to be sitting close to the ground. It sits a little lower than some other models and the bars are not as narrow. But most crotch rocket lovers like this.
The translation of Hayabusa from the Japanese language is peregrine falcon. Thee peregrine falcon can travel faster than 200 mph. This Suzuki motorcycle certainly meets that definition.
In 2008 the crotch rockets or sport bike competition soared when the BMW K120S and the Kawasaki Ninja ZX-12R were brought to the marketplace.
Suzuki is no longer called the GSX1300R in some countries because Suzuki dropped it and they call it simply the Hayabusa.
The Suzuki Hayabusa GSX1300R can go a quarter mile in 9.62 seconds at 149 mph. It can go from 0-60 mph in 6 seconds and from 0-180 in 15.9 seconds.
The 2009 models come in white and silver, black and gray, black and gold and silver and gray. In 2008 the Hayabusa sold for $12,000 or so. Although now, individual deals can be made with local dealers. And if you're lucky enough to find a used Hayabusa that's not all beat up, that's good too and can save you a lot of money.
So if you're thinking about buying a Suzuki Hayabusa GSX1300R sportbike you'll get a high performance motorcycle - sport bike or crotch rocket that you'll be proud to own, do endless motorcycle stunts and wheelies and love to ride! But don't buy this crotch rocket - motorcycle as your first bike. Repairs can be expensive and one spill can end up causing a lot of damage. Get a used older bike and practice on that unless you're an experienced rider now.
Sabtu, 19 Agustus 2017
Motorcycle Review: The Dyna Switchback From Harley-Davidson
Lose weight fast! BOGO! Just a couple of highly effective marketing terms we felt Harley could have easily incorporated into the promotional material for its latest model, the Dyna Switchback.
It seems everyone and their physical trainer is always seeking out the latest fad to quickly drop a few pounds. And why not, slimming down helps you look and feel better and you can move quicker and are more agile. Well, what if we told you there was a weight loss program where you could shed nearly 100 pounds without cutting back on your Big Mac intake or jogging a single mile? It's possible. Simply roll into your local Harley dealership and trade in that 812* pound Road King for a 718* pound Dyna Switchback. And best of all, with a price tag that rings in $1,500 cheaper than a King, with the Switchback you're essentially scoring yourself a BOGO or buy one get one deal, seeing as the Switchback is basically two bikes in one.
Of course the idea of two bikes in one isn't a totally new concept from Harley by far; the factory has offered convertibles in the FXR, Dyna, and Softail families. What is unique and different about the Switchback is that with its 41.3mm front-end, chrome headlight nacelle, 130mm front tire, floorboards, hard saddle bags, and full swept FL-style fenders; it looks like from the Touring lineage and not just a Dyna with hard bags and a windscreen. Then when you peel off the windscreen and saddle bags, well, it still kind of looks like part of the Touring family, just stripped down, cleaned up and sexier.
Once you throw a leg over the saddle and hit the streets it becomes clear this bike isn't the offspring some overweight sofa glide. It's agile and powerful. I spent a bit of time on the Switchback and everything from its looks and handling to the performance, storage capacity, and versatility impressed me.
The Harley engineers really did their homework when it came to setting up the steering and suspension to make sure the bike had the comfortable and plush ride of a touring motorcycle, but the maneuverability and handling of a Dyna. The front-end geometry, tire specs, and suspension were all designed to work together to give crisp and lightweight steering.
Within the beefy fork legs is a 20mm cartridge which helps offer enhanced damping, while at the rear is a set of Nitrogen-charged mono tube rear shocks with dual rate springs. The rear shocks are adjustable, which it easy to set up the rear suspension for solo, two-up, or loaded up riding. Back up front a 130mm Dunlop provides a nice steady footprint while bombing down the highway, but the low profile design of the tire helps get the bike over and in and out of tight turns with ease. One thing I definitely noticed was that unlike the members in the Touring family which can sometimes give unwanted feedback in the form of shaking when upset by inconsistencies in the road at high speeds and high-speed turns, the Switchback was solid from tire to tire at excessive speeds, tight sharp turns, and when loaded up and leaned over in high-speed sweepers. Even when I gave the mini ape handlebars a good shove while cruising straight down the highway, the bike steadily kept its line without the rear getting squirrelly or needing time to settle down.
Powered by the 103ci engine and backed by the six-speed transmission, the Switchback gets to where you want it, in front of that big rig, with ease. Granted it's not going to break any land speed records, but with the saddle bags fully loaded and a touring bag strapped to a luggage rack, I can easily slip past slow-moving traffic on inclines without having to drop it down into Fifth. Weighing in 43 pounds lighter than the Heritage Softail Classic (761* pounds), and only 12 pounds heavier than the next heaviest Dyna, the Fat Bob (706* pounds), the Switchback is easy to unload off the kickstand but not so heavy that it hinders the performance or potential of the triple digit displacement engine. Bolted to the right side of the rubber mounted engine is a chrome 2-into-1 straight cut exhaust which offers a decent note and gives the bike more of performance look as opposed to the dual classic look of found on touring models. And unlike the Touring models that have exhaust system secured to the rear of the saddle bag supports, Harley engineers designed the rear exhaust hanger bracket to mount off the back of the drive train and to actually move with the drive train. With overall weight a main concern, Harley opted for an aluminum rear hanger bracket as opposed to steel.
Slowing the Switchback down or coming to an immediate stop is assisted by a four piston fixed front caliper and 300mm uniform expansion floating rotor, with a two-piston torque-free rear caliper clinching down on a 292mm rotor. The bike I tested was with the Security Package Option (add $1,195) which bundles the Anti-Lock Braking System (ABS) with the Smart Security System with proximity-based hands-free security fob. As we've experience with other equipped bikes the pulsating brakes in tight situations works well.
The Switchback looks like it could be the Road King's younger sibling, which is great since the King has been such a favorite among Harley enthusiasts. The proportions of the bike are just right with the saddle bags being about 25 percent smaller than a standard FLT saddle bag and a 4.7-gallon fuel tank instead of the 6-gallon tank found on the King. Even though the bags are smaller, I was able to stuff into them a jacket, a few shirts, a tool roll, and a camera in one bag alone, by installing a sissy bar or a luggage rack and adding a large travel bag, I was able to carry enough gear with me for a two-week road trip.
I found the mini ape bars to suit my 5-foot-10-inch frame perfectly; they weren't too high or so short that I felt aching in my shoulders or arms even after hundreds of miles in the saddle. Speaking of the saddle, the two-up seat was comfortable and conducive to long hauls, but aesthetically it was just too puffy for me. I like a seat that has a bit thinner profile and blends into the lines of the bike. I love floorboards for long distance travel and was glad to see Harley outfitted the Switchback with floorboards.
It seems everyone and their physical trainer is always seeking out the latest fad to quickly drop a few pounds. And why not, slimming down helps you look and feel better and you can move quicker and are more agile. Well, what if we told you there was a weight loss program where you could shed nearly 100 pounds without cutting back on your Big Mac intake or jogging a single mile? It's possible. Simply roll into your local Harley dealership and trade in that 812* pound Road King for a 718* pound Dyna Switchback. And best of all, with a price tag that rings in $1,500 cheaper than a King, with the Switchback you're essentially scoring yourself a BOGO or buy one get one deal, seeing as the Switchback is basically two bikes in one.
Of course the idea of two bikes in one isn't a totally new concept from Harley by far; the factory has offered convertibles in the FXR, Dyna, and Softail families. What is unique and different about the Switchback is that with its 41.3mm front-end, chrome headlight nacelle, 130mm front tire, floorboards, hard saddle bags, and full swept FL-style fenders; it looks like from the Touring lineage and not just a Dyna with hard bags and a windscreen. Then when you peel off the windscreen and saddle bags, well, it still kind of looks like part of the Touring family, just stripped down, cleaned up and sexier.
Once you throw a leg over the saddle and hit the streets it becomes clear this bike isn't the offspring some overweight sofa glide. It's agile and powerful. I spent a bit of time on the Switchback and everything from its looks and handling to the performance, storage capacity, and versatility impressed me.
The Harley engineers really did their homework when it came to setting up the steering and suspension to make sure the bike had the comfortable and plush ride of a touring motorcycle, but the maneuverability and handling of a Dyna. The front-end geometry, tire specs, and suspension were all designed to work together to give crisp and lightweight steering.
Within the beefy fork legs is a 20mm cartridge which helps offer enhanced damping, while at the rear is a set of Nitrogen-charged mono tube rear shocks with dual rate springs. The rear shocks are adjustable, which it easy to set up the rear suspension for solo, two-up, or loaded up riding. Back up front a 130mm Dunlop provides a nice steady footprint while bombing down the highway, but the low profile design of the tire helps get the bike over and in and out of tight turns with ease. One thing I definitely noticed was that unlike the members in the Touring family which can sometimes give unwanted feedback in the form of shaking when upset by inconsistencies in the road at high speeds and high-speed turns, the Switchback was solid from tire to tire at excessive speeds, tight sharp turns, and when loaded up and leaned over in high-speed sweepers. Even when I gave the mini ape handlebars a good shove while cruising straight down the highway, the bike steadily kept its line without the rear getting squirrelly or needing time to settle down.
Powered by the 103ci engine and backed by the six-speed transmission, the Switchback gets to where you want it, in front of that big rig, with ease. Granted it's not going to break any land speed records, but with the saddle bags fully loaded and a touring bag strapped to a luggage rack, I can easily slip past slow-moving traffic on inclines without having to drop it down into Fifth. Weighing in 43 pounds lighter than the Heritage Softail Classic (761* pounds), and only 12 pounds heavier than the next heaviest Dyna, the Fat Bob (706* pounds), the Switchback is easy to unload off the kickstand but not so heavy that it hinders the performance or potential of the triple digit displacement engine. Bolted to the right side of the rubber mounted engine is a chrome 2-into-1 straight cut exhaust which offers a decent note and gives the bike more of performance look as opposed to the dual classic look of found on touring models. And unlike the Touring models that have exhaust system secured to the rear of the saddle bag supports, Harley engineers designed the rear exhaust hanger bracket to mount off the back of the drive train and to actually move with the drive train. With overall weight a main concern, Harley opted for an aluminum rear hanger bracket as opposed to steel.
Slowing the Switchback down or coming to an immediate stop is assisted by a four piston fixed front caliper and 300mm uniform expansion floating rotor, with a two-piston torque-free rear caliper clinching down on a 292mm rotor. The bike I tested was with the Security Package Option (add $1,195) which bundles the Anti-Lock Braking System (ABS) with the Smart Security System with proximity-based hands-free security fob. As we've experience with other equipped bikes the pulsating brakes in tight situations works well.
The Switchback looks like it could be the Road King's younger sibling, which is great since the King has been such a favorite among Harley enthusiasts. The proportions of the bike are just right with the saddle bags being about 25 percent smaller than a standard FLT saddle bag and a 4.7-gallon fuel tank instead of the 6-gallon tank found on the King. Even though the bags are smaller, I was able to stuff into them a jacket, a few shirts, a tool roll, and a camera in one bag alone, by installing a sissy bar or a luggage rack and adding a large travel bag, I was able to carry enough gear with me for a two-week road trip.
I found the mini ape bars to suit my 5-foot-10-inch frame perfectly; they weren't too high or so short that I felt aching in my shoulders or arms even after hundreds of miles in the saddle. Speaking of the saddle, the two-up seat was comfortable and conducive to long hauls, but aesthetically it was just too puffy for me. I like a seat that has a bit thinner profile and blends into the lines of the bike. I love floorboards for long distance travel and was glad to see Harley outfitted the Switchback with floorboards.
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