FAPTurbo

Actually, getting super serious and going on a tangent about a lousy header pretty much validates the 'puerile and immature' header. We'd probably laugh, hand out a couple plus one's, and go about our merry ways.

Has anyone really been far even as decided to use even go want to do look more like?

Aldi is a great store. When I was in Europe, I'd buy food from either them, or Lidl. They saved me a lot of money, and I ended up eating way better than if I had to go to restaurants or cafe's. I found it quite easy to tell what products were garbage, and fortunately, very few of them were.

No.

That's possible? Apparently, because I had the misfortune of working with a guy today who did just that. He didn't realize that the threaded part goes INTO the block. It was only after he was trying to thread it into the cap that I had realized what he had done, because I was busy testing an AC generator. He also used a lighter to look into a piston chamber, and knifed a radiator because the cap was too tight for him to take off. Oh, and he broke the multimeter I was using because he tried to test an ohm rating on a live 14V DC circuit. He's a white supremacist too, as noted by the giant swastika tattoo on his forearm. He's not really doing the whole 'supremacy' thing any favors.

People who put spark plugs the wrong way in.

Fappy Birthday!

It's certainly 'plain,' but I can't seem to find the 'cool'.

Buell claims the mileage of the Blast to be about 69mpg, and I'll believe it. And since the clutch uses the same oil as the engine, fluid changes are simple and cheap. Any diesel oil, or 20w/40 should do the trick. Safety is a concern, but then you just have to be as defensive a driver as possible. My city is probably one of the worst for motorcyclists, as many motorists don't know what to make of us. Even then, as I mentioned in the review, the Buell is a very predictable performer in emergency situations, and being able to get your feet on the ground, and back onto the pegs doesn't hurt either. I'd like to invite people to criticize my review in any way. I am hoping to add snippets of it to a journalism portfolio, and I need the improvement. Except for my photography of course; that I know I need to work on.

According to this bone fragment, it appears the victim put up a fight, managing to cut into their attacker's shoulder blade before succumbing. Lieutenant, it appears our murderer... *Sunglasses* ... Has a real chip on their shoulder. YEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEAAAAAAAAAAAAAAAAAAAAAAAAAHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHH

2008 Buell Blast Review Something Old, Something New Cheers & Gears Entering the motorcycle hobby is a strange thing. Companies, whet the appetites of riders-to-be with machines that promise warp speed acceleration, or long, chrome-laden cruisers dripping with sex appeal. But almost every Hayabusa or Harley rider has had to start with a bike that they were often glad to be rid of. Little attention is paid to the bikes that many of these riders threw their legs over for their first time. Before one may ride into the sunset on a stallion, they must first learn on a mule. At least that is how the motorcycle industry tends to view 'beginner' bikes: mules. Built to be abused for a season or two until they are put out to pasture, or sold again to a new owner. Unlike the burly sleds that will end up being garaged for months at a time, vigorously polished, and brought out on sunny days, small bikes are the workhorses; built to rack up the miles, with as little maintenance as possible, and still be required to take a fall or three and limp the rider home. The Buell Blast which debuted in 2000, was such a bike. Created by Harley Davidson primarily for MSF, and Riders Edge programs, the Blast's purpose was twofold: get riders comfortable with motorcycles, and then get them to trade up to a 'real' Harley. Dealers often had buyback promotions for Blast's, intending to sell the Blast to a customer one year, in the hopes that it would be traded in for a Dyna or Sportster the next. Whether the marketing strategy worked is up for debate, but the bike itself is a staple in many MSF and learning programs. Save for the internals, the Blast looks nothing at all like a Harley. Chances are, Harley did not want a 'beginner' bike polluting its stable for fear of stirring up its legions of 'traditionalist' riders. Odd, considering Harley had successfully produced small, single-cylinder motorcycles up until the Seventies. The company decided to foist the Blast upon their sportbike brand, Buell. Whether for its powertrain, or the fact that the Blast was not consistent with his own engineering ideology, Eric Buell's disdain for the Blast was no secret. In 2009, the 2010 model was shown off in an advertisement campaign, crushed into a cube, and Buell stating it would no longer sell the bike. Ironically, the Buell brand has since been shuttered, and the Blast, which now is its own brand, is the only Buell that remains in production. However, it is only being produced for learning programs, and is not for public consumption. So a rider must look top the used market. Fortunately, depreciation on the Blast is considerable, especially given the Buell brand's closure. The Red Headed Stepchild: To describe the Blast, one must be first be familiar with Buell's other offerings. Sportbikes like the XB9 and XB12 are unabashed urban assault vehicles, propelled by a mean, rip-snorting Harley engine, with razor handling and looks to match. Aimed right at Ducati's jugular, Eric Buell's bikes are similar to vehicles like Cadillac's CTS-V and Chrysler's SRT-8: euro-fighters, with a brash American disposition. Like the aforementioned cars, Buell's do not occupy the mainstream, and often sit in the shadows while others flock to the Hayabusa's and Monster's, the BMW 3's and Mercedes C's of the bike world. But their frenetic nature does attract a certain crowd searching for something different, and out of the ordinary. A machine that isn't much like anything else on the road. The Blast is different from anything on the road too. But so is the Citroen DS. Depending on your point of view, the Blast is either 'cute,' or very ugly. Eric Buell even referred to the Blast as 'cute,' although with the affinity reserved for dogs so ugly, that they're slightly adorable. Lacking any front fairing, the Blast's modest powertrain and exhaust is exposed. Punters may regard it as pithy, fans, prefer to call it 'honest.' And in a way, it is honest. Unlike the Ninja 250, or Hyosung GT250R, the Blast is unashamed of its internals, preferring to bare all, as opposed to donning bulging fenders in an effort to look a couple sizes larger. Its singular, round headlight reminiscent of the Volkswagen Beetle. The protruding mirrors make it even appear bug-like from the front. In yellow, the bike is downright cheeky. http://www.cheersandgears.com/uploads/garage_images/image_url-1376-1301262092.jpg" WIDTH="500" HEIGHT="375" HSPACE="15" vspace="15" align="right"> From the side, the Buell is equally disarming. The eye is drawn to the large belt drive cog on the rear axle, and then to the center, where a mountain of wiring and tubes weave in and out of the engine and frame. It's a simple affair, utilitarian and unflattering. The muffler is situated at bottom of the bike, right before the rear wheel, politely out of the way. This was done to prevent potential leg-burns, but it also means that the Blast's exhaust note will be more Honda Ruckus than Harley Fat Bob. The seat height is remarkably low, at a standard 27 inch height. Blast's could even be ordered with a 25.5 inch seat for those shorter in stature yet. Luckily, the standard seat did not manage to restrict my 6'2 body at all. I was entirely able to find a pleasant riding position, and could ride for an hour or two before needing to take a break. This alone would be a major selling point, as the competition's riding positions are far less forgiving to someone my size. The seat is also very comfortable, which is another oddity, given that many standard Harley seats may as well have been filled with concrete. Owner of a Lonely Heart: Powering the Blast is a 492cc single-cylinder, which is about twice the displacement of other bikes it competes with, yet remains very compact thanks to the use of OverHead Valve's (Pushrods). Buell claims 34HP @ 7500RPM, but it's not often that the rider will actually see those RPM's. What is more important, is the 30 ft/lbs of torque, at 3200RPM. This also makes the Blast an easier engine to maintain, especially thanks to its automatic valve adjustment. Aspiring mechanics will also appreciate this simplicity in case a rebuild is required. Another 'blast from the past' is the Buell's use of a carburettor. This may seem odd, but carbs are still quite common in the motorcycle world. And in a bike like the Blast, the complexity of EFI would only add costs and potential headaches. A five-speed gearbox should provide adequate performance, especially since the bike is not meant for extended highway jaunts. Blast Off: Starting the Blast is a hassle-free experience; unlike older bikes of its ilk, the choke is automatic, meaning flooding issues are left in the past. Only a turn of the key, and pulling the clutch handle in whilst holding the starter is needed. The engine requires just a couple revolutions until it comes alive . Once the engine has woken up, it must only be warmed up for a short time before operation. Unfortunately, this seamless procedure comes to a (literally) grinding halt when the clutch is engaged. If the bike has not been operated for a while, the clutch will make one of the most awful downshifts you will have the displeasure of hearing. After weeks of ownership, it remains wince-inducing, but is, entirely normal. Once warm oil has bathed the clutch plates, shifts become smoother. Vibration is also very apparent during idle. Single's, or 'Thumpers' as they're known, lack the balancing characteristics of multi-cylinder engines. The Blast's engine is sourced from an already vibe-happy Harley V-Twin, and lacks any of the balancing shafts of the V-Twin. Consequently, the Blast looks ready to shake off all comers, as well as its various pedals, levers and accessories. The footpegs, secured only by cotter pins tend to be the worst offenders for adding extra noise at idle. So far, no components have fallen off, but it would be worthwhile to inspect and tighten certain objects periodically; doubly so if a rider has taken a spill which will loosen components like mirrors, and signal lights. The extra vibration also just aggravates the bike's internal workings that much more, which may affect reliability in the future. Whilst on the road, hammering into first does require a little more force than most riders would prefer. This becomes apparent in emergency situations, where quick downshifts to first may not entirely engage. A rider will need to be conscious of this, and act appropriately. Strangely, it is when the Buell is motivated that it becomes a docile creature. 'Blasting off,' isn't terribly smooth, nor graceful. The engine is buzzy in first gear, and does not accelerate all that quickly. This is providing the new rider has managed to finesse the throttle and clutch gracefully enough so as not to stall. Once the rider heads north of twenty kilometers per hour, and taps into second, that the engine finally stretches its legs. Vibration diminishes, and the engine reaches into a deep well of torque, scooting the Blast along without feeling harried. Third gear was all that was needed to meet city speeds, giving the rider more time to concentrate on the congested roads ahead. This is advantageous compared to higher-strung bikes like the Ninja 250, which do require more massaging to stay in the sweet spot. Revving to high-heaven is unnecessary, a nod perhaps, to Harley's 'easy rider' mentality which has snuck into the Buell. Blast riders may even be tempted to set their clutch in second, and just cruise around the neighbourhood. Moving between second and fifth gears was relatively seamless. The clutch did not engage with the 'shick-shick' preciseness of its import competitors; instead, it was slightly clunky, almost 'agricultural' in feel, and unfitting of a bike that was produced less than three years ago. Every shift would produce a solid 'thud' from the clutch, oddly satisfying in an old-school way, but amateurish. Although power delivery was predictable, watching the throttle is a necessity when shifting upwards. New riders ought to be wary of the Blast's 'kick' that occurs when revving a little too much after shifting. The wheel will not lift off the ground, but the lurch can be jarring, a byproduct of the single's torque. Handling is nimble, and betrays the Buell's modest nature. Corner carving is enjoyable and the Buell's low center of gravity and upright seating position allow the rider to keep things under control in the twisties. The front disc brake slows the bike down quickly but isn't grabby enough to send the rider over their handlebars in the event of emergency handling. The rear disc adds the necessary extra stopping power in case things go wrong. On the many occasions where I had to evade people popping out of their alleyways too fast, or drivers who stopped ahead of me sharply, the Buell remained predictable. Just the Beginning: Having spent a week with the Blast so far, I can say that it does have a number of qualities that make it a desirable bike. The seating position alone makes any rider feel in control and confident. The punchy engine makes the Blast a more practical solution around town compared to a sportbike. Thirdly, the looks will appeal to those who want something out of the ordinary. But these advantages are tempered by the somewhat questionable build quality, and the vibration, the first issue being aggravated by the second. When actually moving, the Blast is fine. Stop at an intersection for long periods, then the vibration can get very tiring. Given that the Blast's environment will be mainly stop-and-go traffic, this is a real concern for any rider. And then there is the clutch, which will grind the riders gears after cold starts with a dreadful noise. Despite the disadvantages, the Blast carries out its beginner bike duties with aplomb. It is a mule, through and through, but it has yet to cause any real issues, and has allowed me to pick up the bike and practice, which is its main purpose, while dealing with any spills and abuse with minimal fuss. It has a personality, and panache all of its own, and a rider can rest assured that they own something a little bit different from the rest. - More pictures, and insights to come. Thank You for Reading.

It's the car Black Knight deserves, but not the one he needs right now. So we'll send him pictures of Accord's, because he can take it. Because he's not our hero. He's C&G's mascot, hopeful that the next pile will be less of a pile than its predecessor. A Black Knight.

I think he needs a vehicle that doesn't require another vehicle with a trailer in order to go from place to place.

AHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHAHA, oh wait, you're serious? They're cool, in a dorkmobile sort of way. But it has a Rotary, and that engine belongs to only one brand, and only in one car. So I'd imagine, parts and servicing will be horrible.

He was murdered, at his table, in this McDonalds. I guess you could say... *Sunglasses* ... He didn't have a Happy Meal. YEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAHHHHHHHHHHHHHHHHHHHHHHHHHHH

Frank: "The victim's left hand side was entirely severed off" Horatio: "Sounds like the victim... *Puts on Sunglasses* ... Is all right." YEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEAAAAAAAAAAAAAAAAAAAHHHHHHHHHHH

Frank: "We found Justin Bieber dead, before his concert..." Horatio: "I guess you could say, our killer... *Puts on Glasses* Was Justin time." YEEEEEEEEEEEEEEEEEEEEEEEEEAAAAAAAAAAAAAAAAAAAAAAAAHHHHH

Can you also copy Ozzy's scary faces while belting that one out?

I've heard very good things about the Auzentech Forte and Bravura when it comes to surround sound. Their cards are technically based on Creative's, but lack Creative's "$h!acular" driver support. Asus' ST/STX are geared towards stereo sound and headphone use. Their drivers do leave something to be desired, although the sound is excellent. But I would not recommend them for surround. The Asus D2X is the high-end surround card, but it seems they also have some driver issues. One of the best places to go for this sort of info in HardwareCanucks: http://www.hardwarecanucks.com/forum/audio/ In the first few pages, you should find some good information on what suits your needs best.

Bieber represents over a third of Canada's economy now. Stop hating or we'll starve.

And yes, this thread requires pictures.

Run while you still can.