Deluxers Life

If there is one vital piece of mountain biking equipment, it is your mountain bike helmet. The purchase of your helmet should be at least as important as buying your bike. Whether in the city or off-road, you have no business being on a bike, without a mountain bike helmet.

Although accidents cannot be eliminated, wearing a helmet will reduce the risk and severity of a head injury by up to 88 percent.

It is therefore worth spending as much as you can afford on the best mountain bike helmet. Your life may depend on it! It is an investment in your safety, and will be used for a long time.

If you are a novice rider, buy your helmet from a store that specialize in biking equipment. Ask a knowledgeable sales person to advise you. A quality mountain bike helmet is of little use, if it isn’t fitted properly.

The helmet should be placed evenly on your head, and rest about 1″ or 2.5cm above your eyebrows. Ensure that the helmet doesn’t tip forward or backward, but rests straight on your head.

Your mountain bike helmet should fit snugly. Utilize the different foam pads inside the helmet to get the tightest and most comfortable fit. Pull the chinstrap as tight as possible, and adjust the side straps so that they rest just below the ears. The chinstrap should never be on the point of the chin, but moved back.

The helmet should pull down when you open your mouth wide, although there should be just about enough room to allow you to eat. If not, tighten the chinstrap. Make sure that both buckles are on the jaw and under the ear.

The mountain bike helmet should not feel loose, or move more than 1″ or 2.5cm in any direction when you shake your head from side to side. If it does slip, check and adjust the foam pads or side straps. If you physically move the helmet, the skin on your forehead will move with it, if it is a proper fit.

The airflow over the head is the means of ventilation in a mountain bike helmet. Larger side vents also improve ventilation. There is usually a sweat band on the inside of the helmet to control sweat, and ensure comfort.

Manufacturers are constantly striving to design lighter, better ventilated mountain bike helmets. This may compromise reinforcement, and affect safety. Be sure to look for a sticker that states that the helmet meets the necessary safety standards.

The best indication of this is the CPSC logo, or in Europe the CE logo, or alternatively SNELL certification. Helmets with the ANSI standard are not recommended.

Never wear a mountain bike helmet that has been in a crash. Even if the damage is not visible, you should always replace it with a new helmet.

One example of exceptional mountain bike helmets, is the Giro range. Their E2 is sleek, light, and comfortable. The unique Wind Tunnel Ventilation system, offers all the channels and vents you need for a cool ride.

The Giro Rib Cage, and in-mold technology ensures superb reinforcement. The snazzy Point of View Visor features an inventive internal clutch mechanism. Adjustment is secure. You won’t be distracted by irritating rattling on the trail.

Giro also offers an infant mountain bike helmet, the ME2. Kids adore them! The strap guides are simple, and the buckle won’t bite young skin. The helmet features a microshell with a built in bug net.

Young riders love looking and feeling cool with Flume, the youth version of the mountain bike helmet. They can choose between Lavender Space Girl, Yellow/Black Flames, or Silver/Blue Flames.

Take your time when fitting a mountain bike helmet. It may take 20 – 30 minutes to get the correct helmet fit. Examine all the different types and styles. Experiment with pad and strap positions.

You will find that mountain bike helmet that was made for you, that will hug your head snugly, and will enable you to tackle any trail with confidence and a feeling of security.

For more information visit Best-Mountain-Biking.com

Rika Susan of Article-Alert.com researches, writes, and publishes full-time on the Web. Copyright of this article: 2006 Rika Susan. This article may be reprinted if the resource box and hyperlinks are left intact.

Whether interest rates are high or low or it’s the end of a model year with lots of incentives, motorcycle buyers tend to make the same mistakes when shopping for a motorcycle loan. Here are four common mistakes motorcycle buyers make with motorcycle loans.

Shopping for a motorcycle before shopping for a motorcycle loan.
Many motorcycle buyers enter the showroom looking for a motorcycle before they determine how much money a motorcycle lender is willing to loan to them for the purchase of a motorcycle. There is no need to shop for a $20,000 Harley Davidson motorcycle, if a lender is only willing to provide a loan amount of $10,000.

Additionally, once motorcycle buyers enter the showroom slick salespeople often pressure them into motorcycle loans with much higher internet rates than they could have gotten had they shopped for a motorcycle loan at a bank, credit union or online. Salespeople do not like motorcycle buyers to leave the dealership to get a motorcycle loan. In the salespersons mind this only increases the chance of loosing a sale and commission. Therefore, salespeople frequently try for a quick sale which normally results in pushing motorcycle buyers to get motorcycle financing at the dealership.

The bottom-line is that it is always best to shop for a motorcycle loan before entering the showroom.

Diving into the unknown motorcycle loan.
Motorcycle buyers often jump into motorcycle loans that they do not completely understand or may not be the best alternative for them. For instance, in today’s age manufacturers frequently run credit card motorcycle loan promotions on their private-label credit cards. But these promotions typically offer a low interest rate for a short term like 12 or 24 months and have a much higher interest rate after the short promotional term. On a credit card promotion if motorcycle buyers can not afford to pay off the loan during the short promotion period, then they are typically better taking a slightly higher interest rate on an installment motorcycle loan for a longer term.

Borrowing too much.

The most common mistake the first time motorcycle buyer makes in not having a clear sense of how much motorcycle they can afford. This is especially true for young motorcycle buyers who look to buy the top sport bikes that cost up to $10,000 – $15,000. What they fail to realize is that financing a $10,000 – $15,000 motorcycle can stretch them to thin, resulting in them having little cash to enjoy themselves and the motorcycling lifestyle. They may also have too little cash to pay for insurance, maintenance, registration or new accessories for their motorcycle.

Not asking the right questions.

The first warning sign that motorcycle buyers should see is that if they do not understand the type of motorcycle loan, then they should be sure to ask a lot of questions.

Here are some good questions to ask:

• Is the interest rate fixed or variable? If fixed how long will it be fixed for?

• Are there circumstances that can make the interest rate on the motorcycle loan change in the future?

• What happens if a payment is 30 days late? Does the interest rate increase?

• What happens if a payment is 60 days late? Does the interest rate increase?

• How long is the term on the motorcycle loan?

• If the loan is an installment loan, does it use rule of 78 or simple interest? (Simple interest is always better because it does not penalize the motorcycle buyer if the loan is paid off early.)

• What is the down payment requirement to get the motorcycle loan?

• Is full coverage insurance required?

• How much is registration and are these fees included in the motorcycle loan?

• Are there any administrative fees to get the motorcycle loan and if so how much are the fees?

Overall, motorcycle buyers can avoid these common mistakes by spending a little extra time focusing on shopping for a motorcycle loan and asking lots of questions.

Copyright (c) 2004, by Jay Fran
This article may be freely distributed as long as the copyright, author’s information and an active live link to http://www.motorcycle-financing-guide.com is published with the article.

A complimentary copy of any newsletter or a link to the site where the article is posted is greatly appreciated.

Jay Fran is a successful author and publisher at http://www.motorcycle-financing-guide.com. A comprehensive resource on how to have the best experience and get the best deal on motorcycle financing, bad credit motorcycle loans, high risk motorcycle loans and motorcycle buying.

Industrial engines. They are still used by several manufacturers (most notably Blata on their entry level bike) and typically produce between 2.5 and 3.5 horse power (hp). All are air-cooled. Tuning and performance parts are very limited.

The Chinese 47/49cc. These engines are used in the Chinese made mk2, and mk3 minimotos. They are air cooled and produce between 2.5 and 3.5 horse power (hp). This engine is different from the industrial engine that is used in the Blata, as it is specifically created for mini moto use.

Polini 4.2 engine. This is the basic Polini engine and, as its name suggests, it produces 4.2 hp in standard form. It is air-cooled and uses the ’series I’ crankcase with the 3-port cylinder. There is plenty of scope and parts for tuning but few people bother because most racing classes for the 4.2 won’t allow any modifications.

Polini 6.2 engine. The top end of this engine is the same as the 4.2 (3-port) but is available with either water or air-cooling. The bottom end uses the ’series II’ crankcase. This helps to make it more powerful. Race regulations don’t allow modification to the engine internals but do allow performance parts, the most significant being the exhaust. There are a wide range of alternative exhausts that year after year manage to extract more power from the engine. Consequently the 6.2 ‘tag’ no longer means anything, these little rockets (more often referred to as ‘production’ nowadays) claim power outputs of up to 9hp.

The Chinese made water cooled engine. This engine is very similar to the Polini 6.2 however it is a series 1 crankcase engine. The engine is water cooled and is used in the Origami B1 replica. The engine produces around 7.5/8.5 horse power (hp) Many of the parts on this engine are interchangeable with the Polini.

What’s the difference between the ’series I’ and ’series II’ crankcase?. Fuel is drawn from the carb into the crankcase via a one-way valve known as the ‘reed valve’. The intake port (where the reed valve and carb join the engine) on the series I engine will only accommodate a reed valve assembly with one reed ‘petal’ whereas the series II will take a reed valve ‘cage’ that accommodates two reed petals. A two-petal reed valve will allow more fuel mixture to flow into the engine and, therefore, produces more power.

Polini Super engine. The super also uses the series two crankcase but with a 5-port cylinder. It is only available in water cooled now but used to come as air cooled as well. To compete with Polini, Mallossi manufacture an alternative 5-port cylinder. There are no restrictions on tuning supers and with engine ‘porting’, bigger carbs and other performance parts they can be turned into awesome machines (for their size) easily producing 12hp.

What is meant by 3 and 5 port?. This refers to the amount of ‘transfer’ ports built into the cylinder. The transfer ports draw the fuel mixture up from the crankcase and ‘dump’ it above the piston prior to ignition. A five-port cylinder has potential to produce more power.

40cc or 50cc. The 3 port engines are only available in 40cc. The 5 port cylinder comes in both 40 and 50cc. ZPF offer a tuned 5-port polini cylinder with their own ’special’ cylinder head. The extra cc gives 25% more displacement and, therefore, has the potential for more power. 50’s are more common in the USA but they’re catching on fast in the UK. The UK now allows them to race in championships.

The Polini engine components are interchangeable, which can make for some interesting combinations. However, people don’t tend to bother because of class restrictions and it is usually easier to upgrade the whole bike or change the complete engine.

Matt Tong owns and maintains a website for mini moto bikes, parts, and information. He has been riding and importing Mini Motos in to the UK for two years and can offer help and advice for newcomers to the sport. He also recommends www.articleblotter.com for articles on a range of topics and the link directory there that offers great benefits.

Gunnison mountain biking has many excellent, but underrated mountain bike trails snaking through the surrounding terrain, mainly in the Elk and West Elk Mountains to the north.

This little-known hide-away area of Colorado lives quietly in the shadow of its more famous neighbor, Crested Butte.

Though only 30 minutes from Crested Butte, the Gunnison mountain biking season lasts much longer due to its lower elevation. Often biking will continue deep into October.

The best variety of Gunnison mountain biking rides are to be found at Hartman’s Rocks, located just south of Gunnison airport. Bikers will find themselves amused and challenged for hours on end, tackling the more than 25 trails in the area.

This area with its variety of short to mid-length trails, is a great place to adjust your body to the altitude before heading into the mountain trails!

Another trail in the Gunnison mountain biking area, is the Deadman Gulch Trail. This advanced 20 mile loop is a challenging trail with many steep segments. It makes for excellent high altitude riding, with a lot of variety in terrain flashing by!

For more advanced Gunnison mountain biking, you can try the Deer Creek Trail. This 29 mile loop, taking 3 to 5 hours to complete, offers some fantastic views of the Elk and West Elk Mountains. You will encounter some really difficult ascents, but to balance things out you, will enjoy miles of easy riding through impressive aspen groves.

An intermediate Gunnison mountain biking ride is the Wager Gulch Mountain Biking Trail, a round trip of just under 10 miles. This trail consists of a rough four-wheel drive route leading to Carson, a well preserved ghost town in the San Juans.

After Carson, the trail continues up to the Continental Divide, where you can do further mountain biking in just about any direction!

The Strand Hill Trail is a short 8 mile loop ride. It consists of a few steep sections through some stunning Gunnison mountain biking terrain and groves of aspen.

An intermediate trail, the Lost Canyon Mountain Biking Trail of 24 miles, takes 3 to 4 hours to complete. Climbing from Gunnison town along a spur of the Colorado Trail, it offers a variety of riding options. Steep rocky climbs will test your technique, followed by mesa-top riding through aspen groves.

The McIntosh Loop Mountain Biking Trail includes advanced Gunnison mountain biking along its 35 miles. This is a beautiful trail, through a variety of terrain types. It follows old jeep roads, and offers great views of the Gunnison Valley and the West Elk Wilderness.

Once you get to Gunnison, be sure to get a good map at a local bike shop, to help you make the most of Gunnison mountain biking!

For more information visit Best-Mountain-Biking.com

Rika Susan of Article-Alert.com researches, writes, and publishes full-time on the Web.

Copyright of this article: 2006 Rika Susan. This article may be reprinted if the resource box and hyperlinks are left intact.