Jeep Wrangler All Weather Twin Sport Umbrella Stro

It’s like landing on another planet -

Suspended in crystal fluid, enchanted.

Magic wands wave in a watery breeze,

Currents tugging in a gentle tease.

A fantastic shape glides regally by,

Green-tinted light, easy to see by.

In latest fashion has nature dressed her,

Her world I share,

My living ancestor.

Lynn stared at her image in the mirror. A frank appraisal would include the words ’slightly overweight’ and ‘pale’. Her job as a lawyer in a large corporation did nothing for her need for exercise and fostered an attitude that getting ahead in life equated with working straight through her vacation.

This time, she vowed to get as far from the work place as possible, both in distance and in ambiance. The vacation experience that most titillated her sense of adventure was a flight to Australia and an ocean cruise to the Barrier Reefs of New Zealland. A winter vacation was dictated by the company, but warm breezes was her kind of weather.

After depositing her pager and cell phone in the top drawer of her dresser, slamming it shut with a certain amount of satisfaction. Being an amateur photographer, Lynn looked forward to capturing exotic fish in their natural habitat and enlarging them for her wall. Too excited to sleep, she buried herself in a book on New Zealand fauna until sleep finally came.

Emerging from the busy airport in Sydney, Lynn turned her face to a warm and brilliant sun. Twenty four hours ago, cold, damp air threatened snow back in the wintry United States and she relished the contrast. The tour bus barreled through the city streets, using its bulk to bully the smaller cars. She planned on showering and looked forward to an interesting meal at the hotel before spending her first night in Australia. Tomorrow, a fast tour of the city would set the stage for her two week cruise up the coast. The highlight of the cruise would be her first glimpse of New Zealand and shallow diving in the reef waters.

The next day, dawn crept over the Pacific as Lynn gazed toward the cloud topped lava cliffs, home to thousands of sea birds. The surrounding countryside was the antithesis of the land where Lynn grew up. Hints of steamy jungle lie behind secret coves of white beaches. Lynn prepared for the imminent sojourn into the depths of a reef. What fantastic shapes would she see? Her books told of fairy

If you are in the market for a new or used car, you should consider checking for a car online. There are tons of online classifieds out there that can help you find that perfect car for a reasonable price. But before you dive into the online world of car classifieds it is critical that you educate yourself on the ins and outs of online car shopping. Buying cars online can save you a ton of time and money if you know what you are doing.

The first thing you need to do is decide on the make and model of the car you want to buy. It is important that you research the type of car you are interested in. Consumer review sites or car review sites will rate the makes and models of all cars. These sites review the vehicles’ reliability, performance and safety. Some sites even go as far as to include actual customer reviews. This will allow you to be confident in the quality of the car you are purchasing.

Once you have settled on a make and model of a vehicle, it is time to check out the blue book value of the car. You can do this online. Pay special attention to the fair private sale value. This lets you know what you can expect to get out of the car if you were to turn around and sell it. Never buy a vehicle for more than you can sell if for no matter how great the car looks. You want to make sure you can get your investment back if needed.

After you have your perfect car in mind, pay a visit to the local car dealer. Find your car and take if for a test drive. This will allow you to feel how the car handles. It may be a good idea to take a friend with you. The car salesman is going to do everything in his power to convince you to buy the car from his lot. A good friend will drag you from the lot before you open your checkbook.

Now it is time to check out a few of the online car classified sites. When you are looking through the cars on these sites it is a good idea to try to find a car that is factory certified and comes with a warranty. When you are buying cars online, every step you can take to protect yourself is important. If you can’t find a factory certified car, try to find one that is a few thousand dollars below market value. If you need to make a few repairs, you won’t be out a ton of money.

The most important thing you need to know when buying cars online is to never purchase a car without checking a Carfax report. This cannot be stressed enough. The Carfax will give you the entire history of the car including but not limited to, previous owner information, recalls, accidents, and it will reveal any title problems.

Don’t let the thought of getting a new or used car overwhelm you. Buying cars online has never been easier.

Proper skin care should start at birth. When looking for skin care products for a new baby, try to stay away from products with harsh chemicals and soaps, instead, look for a natural baby skin care cleaning product which will do wonders to your baby’s delicate and fragile skin.

Before purchasing a natural baby skin care cleaning product, make sure that you actually read the label. This will ensure that the natural product you are about to pay good money for, is actually made from natural ingredients. Too many times, products that are labeled natural are not what they originally seemed to be.

There are so many skin care products available for your baby today that choosing the right one can somewhat be difficult. However only a certain few stand out from the crowd and one in particular is worth a mention. The natural baby and organic line of products by Gaia is made from only the best natural ingredients and are of the highest quality.

In order to minimize the risk of skin irritation and protect the skin from becoming dry, no soaps, sulphates or any harsh chemicals have been used during the manufacturing process of this natural baby skin care cleaning product line. These skin care products are GM free, contain real organic ingredients and animal lovers will be pleased to know that no animals have been used in the research of these products.

Organic Soap For Your Baby

If you are considering putting together a natural baby skin care cleaning product kit for your new born, you must ensure to include an organic soap from the line. As an added bonus, this soap can also be used by anyone suffering from dry sensitive skin. If you care to read the label, you will find that natural ingredients like pure Calendula, sun flower oil, vitamin E and common table salt all amalgamate to keep your skin hydrated without any oily or greasy residue.

Natural Lotion For Your Baby

If your baby suffers from psoriasis or eczema, you will be quite pleased that a baby lotion is also available in this natural baby skin care cleaning product line. This lotion is highly effective and should be applied straight after giving your baby a bath and preferably while the skin is still moist. This baby lotion is also suited to people with dry or irritated skin conditions and works by soothing and protecting the skin. Ingredients such as organic evening primrose, Calendula and extracts of sunflower oil are all used in the manufacture of this lotion.

Create Your Own Products

If you do not want to buy skin care products for your baby, you can always try to make your own. Just search the Internet for available recipes and you will find that nearly always, all that is needed is that you purchase some herbs as your main ingredient.

Just search through your favorite search engine and you should not have real trouble in finding what you are after. In no time at all, you should be making your own natural baby skin care cleaning product.

The fetus can already hear while still inside the mother’s womb. He hears his mother’s heartbeats, the grumbling of her stomach, and sudden loud noises like a car blaring or a drum banging. Once he hears a sudden loud sound, the mother usually feels a perceptible sudden jerking movement in her womb. And when the baby is delivered to the world, he is assaulted by a myriad of noises he has never heard of.

The Effects of Music to Infants

Like stated above, babies inside the womb can hear sounds. If his mother is fond of listening to soft music or humming to her baby, that same kind of music and the same kind of humming produces a calming effect to her infant when he comes out into the world. If he becomes fussy, the mother usually hums the familiar tune and the baby soon calms down. Hearing is also one of the baby’s ways in recognizing his mother as he turns towards her familiar voice when she speaks to him.

Another importance of music to infants, aside from its calming effects, is that it stimulates the baby’s brain, allowing him to recognize different tones and pitches. Take for example the Mozart Effect. It has been studied that infants who listen to music played by Mozart greatly enhances the baby’s IQ as the music helps in the formation of neural bridges in his brain.

Toys for His Brain Development

There are so many toys that produce musical tones and notes that can further aid in the development of his young brain. For one, there are the musical mobiles that are placed above the baby’s crib. Once you wind up the toy, it starts producing melodic sounds as well as starts spinning. Both the spinning action as well as the music captures the baby’s attention that pretty soon his brain is recognizing the music and the shapes and colors of the toys hanging above him. Some mobile also produces soothing lullaby songs that lull your baby to sleep, teaching him how to comfort himself.

Toys that produce music also play an important role not only in his hearing development but also in his eye-hand coordination. You will notice that his attention will be drawn towards the toys that play a song, and soon, he will be reaching for that toy, further aiding him in the development of his motor functions.

You have to make sure though that the toys you will be giving him is always age appropriate.

It’s now common knowledge that Wrangler owners like to have fun and what’s more fun than a bigger Jeep? Not much!

The problem Wrangler owners face when lifting their Jeep is that short rear driveline. Any type of suspension lift that exceeds 3.5″ is likely to cause driveline vibrations. Aside from lowering the transfer case (which also lowers ground clearance), the easiest way to eliminate driveline vibrations is to get rid of the short, slip-yoke type driveline and replace it with a longer, CV type. The only way to do that is to replace or modify your existing transfer case.

Replacing the transfer case can cost upwards of a couple thousand dollars. Unfortunately, most of you (like me) probably don’t have that kind of money available to spend on a transfer case swap. That leaves us the option of modifying the existing transfer case by removing the tailcone output section and shortening it by about 3″. Doing this will allow you to install a driveshaft that is about 3″ longer which, in itself, will alleviate driveline angles, but better yet, it will allow you to switch to a CV type drivehsaft which better at handling sharp angles than its slip-yoke counterpart.

Installing a Rubicon Express slip yoke eliminator takes about two hours and requires the following tools.

Basic mechanics wrenches/sockets
Circular saw/grinder with a metal cutting blade (a Sawzall will not work)
Center punch
Hammer
Electric drill
Tap handle – for the 3/8″ tap.
Do not use a wrench to turn the tap.
A wrench does not allow you to put equal force on both sides of the tap like a handle does and therefore you can easily break it off inside the shaft.
1/8″ and 5/16″ drill bit
3/8″ and 5/16″ Allen wrenches
Cutting oil
RTV silicone sealer
Loctite

The advantages of using this particular kit are simple: it’s cheap ($199 USD), easy to install (done while the transfer case is in the vehicle), improves your lifted vehicle’s rear driveline angle, and allows a lowered transfer case to be put back into its stock location.

Remove the rear driveshaft from the vehicle.
On the rear axle, this is done by removing four 1/4″ bolts and two steel retaining straps from the differential output yoke. At the transfer case, simply pull the driveshaft out of the slip yoke. Some oil may spill from the transfer case when the shaft is removed but not a lot.

Remove the tailcone section from the transfer case.
The tailcone is held to the transfer case by three bolts. Remove them and tailcone should pop/slide off the case/shaft. If not, lightly tap it on the sides with a hammer to nudge it free from the case. The only thing holding it in place at this time is silicone sealant.

Seal the output shaft bearing surface to avoid contact with debris.
Rubicon Express suggested the use of duct tape, however other items such as Reynold’s saran wrap will work. Be sure to use a liberal amount so no debris can get into the output bearing when you cut the shaft off.

Measure and mark the shaft so that 1″ of splined shaft will remain.
Remember the rule, “Measure twice. Cut once.” It may be wise to mark a little more than 1″ of shaft because too long is better than too short. If you cut the shaft too long, it can be shortened. If you cut the shaft too short, you’ll need a new one. You will need a circular saw with a metal cutting/carbide blade. A sawzall will NOT work. A 4.5″ hand grinder is ideal for this because it’s small enough to fit in the confined area you’ll be working in. When using a grinder, make sure you cut slowly and no more than 30-60 seconds at a time. This will prevent the shaft from getting overheated and warping. After you’ve cut through the shaft, if it isn’t square at the end, grind it down to make it square.

Center punch the end of the shaft.
This will ensure the drill bit starts in the center of the shaft when drilling the pilot hole. To make finding the center of the shaft easier, place the CV Output Flange over the cut-off shaft. This reduces the visible surface area from about 1.25″ diameter to 0.5″ diameter allowing you to find the center of the shaft easier. Be sure to hit the centerpunch hard enough to put a dent in the end of the shaft deep enough for a 1/8″ drill bit to sit in.

Drill the pilot hole in the end of the shaft.
This is done with a 1/8″ drill bit. This step is easiest done with the vehicle raised 6″ on jack stands and the transfer case lowered 2″. With the vehicle being as high as possible, you’ll be able to sit under it and gauge the direction of the drill. The pilot hole needs to be drilled into the shaft as straight as possible so take your time. The pilot hole needs to be 1″-1.25″ deep. After that is done, you need to bore out the 1/8″ pilot hole with a 5/16″ drill bit. To be on the safe side, you may want to use a 3/16″ bit before going to the 5/16″ bit. This makes it a little easier to drill a straight hole. Make sure the final depth of the pilot hole is 1.25″.

Use a 3/8″ -24 tap to cut threads into the 5/16″ pilot hole.
Use cutting oil (or WD40) and keep the tap threads clean. CAUTION: If you have never used a tap before, then tapping the pilot hole is not the time to learn! For best results you should read up on how to correctly do this and then practice on another piece of steel. The proper way to tap a hole is one full turn forward (clockwise) and one-half turn back (counter-clockwise), but since the shaft is made of hardened steel, tap it in one-half turn forward increments. Better safe than sorry at this point.

Install the Oil seal in the Bearing/Seal Flange.
You will need a press, vice, or similar tool to do this. The oil seal needs to be pressed straight in or damage will occur. Afters the Oil Seal is pressed into the Bearing/Seal Flange, turn it over and run a bead of RTV Silicone along a circumference just inside the three bolt holes. The bead should be about 3/16″. Allow about 10-20 minutes for the silicone to “skin” over before installing it. Take this time to lube up the rubber part of the seal where it will make contact with the CV Output Flange. Wiping transfer case oil on it with your finger will be adequate. Make sure to put oil all around the black rubber part of the seal. This is to reduce friction otherwise the seal will melt and tear within the first mile of driving.

Install the Bearing/Seal Flange.
Remove the duct tape, saran wrap, or whatever you used to protect the transfer case output bearing (in step 3) from the transfer case output shaft. Clean the surface near the bearing making sure there is no leftover residue from when the tailcone was removed. Use three grade 8 M10 x 25mm bolts to install the Bearing/Seal Flange onto the transfer case. Apply Loctite to the bolts before inserting them. Now would be a good time to apply RTV silicone to the remaining splines of the output shaft. This is to prevent oil from leaking through the CV Output Flange once it’s installed.

Install the CV Output Flange.
Slide the CV Output Flange over the output shaft splines and through the oil seal. Take care not to damage the seal. You may need to use a hammer to lightly tap the CV Output Flange down the shaft. Use a 3/8″ bolt and washer to bolt the CV Output Flange to the output shaft. Use loctite to hold the bolt in place.

Congratulations! You no longer need to worry about your Jeep vibrating due to your 3″+ suspension lift.

A Week with the Moto Guzzi California Vintage Street Cred without the “wannabe” Moto Guzzi has more “cruiser street cred” than most people give it credit for. They’ve been around continuously since 1921; longer than anyone but Harley Davidson. But for Harley Davidson, Guzzi’s been building cruisers longer than anyone els – their first cruiser in the incarnation you see above coming out in 1967 with the V700. Guzzi has always liked building “big” bikes, but we must adjust scale. Italy, which was Guzzi’s biggest market for most of it’s life, had production street bikes with less than 100cc for decades – a bike above 300cc was considered “big”.

Guzzi was at the top of the heap early on, with production 500cc bikes that were reliable and sporting. The 500cc Falcone of the 50s is an excellent example of this, a bike with incredible reliability, to the point where an American Guzzi Club member is an original owner of two, both ridden on close to a daily basis for more than 50 years! Guzzi builds cruisers, and they have built them for a long, long time. This is no late-comer, me-too, bandwagon cruiser, built to exploit a market niche that came about from Harley-Davidson’s renaissance. Moto Guzzi toughed it out for years when companies with better resources and larger dealer networks walked all over them.

The thing is, they never gave up, they never stopped building the platform, and they stayed true to their mission. The current “cruiser” platform is built around the laterally-mounted V-twin motor (originally 700cc, now 1100), running through an in-line, automobile-type transmission straight through to a drive shaft and bevel-drive final. After more than 40 years, it’s a highly refined system. The motor could best be described as a “two cylinder small-block, American V-8?. This really isn’t a stretch. The cam is in the vee, there is a conventional sump, it has a hemi-head with pushrods and rockers. It also makes gobs and gobs of torque, is insanely easy to work on, and is dead-nuts reliable. The California Vintage is a celebration of this linage, from the first V-twins, through the Police Bike era and up through today. The first California appeared on the Eldorado platform, all white-pin-striped black with a white-trimmed “buddy seat”. So what did Moto Guzzi do with this (arguments start here) most popular platform cruiser bike ever to come from Europe? The second-oldest continuously built cruiser platform in existence? They continuously refined it

The refinements are many. Brakes are sport-bike-standard Double Brembos in the front and a single in the rear. The 1094cc engine has a smooth, stumble-free injection system. The exhaust meets the tough Euro-3 standards, and the standard bags are best-of-breed huge and integrated perfectly into the design. The seat is just plain sweet. The windscreen has been tested to assure smooth flow around the rider. The suspension comes with a Marzocchi hydraulic telescopic fork with rebound and compression adjustability. The rear suspension is ubiquitous twin shock, with preload and compression adjustability. That Guzzi sound is still there. It sounds like no other v-twin engine, unlike their more “me-too” cruiser late-comers. It’s kind of V-Twin, but more “small block”. Brings smiles by the bag load, and you don’t get into that “Harley patented their sound” conversation. Unique is good. It looks like a real, honest-to-goodness, Magnum Force police bike. The Cal weighs in at about 560lbs, and it really shows when the turns appear in front of you. You have a choice of three gears at any “happy speed”.

The Engineers didn’t give in to the drag-racing-slick-rear-tire look. It’s ALL Guzzi, and that means it’s not a Harley, Harley-clone, Harley-wannabe; Harley anything. It’s the anti-Harley in the cruiser market. It’s the non-wannabe. It’s the Cruiser Bike for someone that rides a lot of sport bikes The combination of suspension, brakes, handling and balance make this a bike for a non-cruiser-cruiser-buyer. Guzzi didn’t give in to fads, it stuck to its principles. No fat tires or huge cubic-inch motors; just not needed. The Goose will definitely go “fast enough” (Jim Barron of Rose Farm Classics claims well over 135mph).

If you want to ride a bike a lot, anywhere, anytime, in a comfortable riding position that doesn’t require a kidney belt and three bottles of Advil for your sore arms and buffeted neck, this is your bike. I Got up at 5 o’clock that Friday morning, knowing that I was going to ride the California Vintage to work. I had just wrapped up a two-week test of the Moto Guzzi Breva 1200 Sport; this was different — it would be three hundred miles of riding on a real, honest-to-goodness sumbitchin made-for-the-long-road cruiser. I picked the bike up and gingerly rode off. I was thinking that it would be a much heavier bike than I’m used to, but after a few miles I was surprised by the nimble feel. It was nowhere near as light and “zippy” as the Breva 1200, but it moved nicely and the not-too-fat tires had superb turn in. I knew that I would have to tweak the suspension a bit, but not nearly so much as the Breva. Funny, it has almost as many adjustments, more than my Ducati even. The steering shock is also a nice addition, as the windscreen requires it. This is the first floorboard-equipped bike I’ve been on in about 16 years. I didn’t know what to expect. Friends of mine said that the Cal’s floorboards were small, that “it needed highway pegs”, and “there’s no place to move your feet around”. Well, I have a size 12 shoe, and I found a couple of things off the bat:

I had never heard of full floating floorboards before, and I like them.
I was able to move my feet in different positions while cruising long distance.
The big jugs on the Vintage don’t prevent highway pegs, although I found a spot where I could hang my heels very comfortably without them.
The little peg used as a pivot for your brake lever is a very smart idea.

General Riding Effortless.

The big-pulled back bars take some getting used to, especially after the Breva’s motard-y rack. Once underway, the big 1100 pulls like a rhino, even from beneath 2000 rpm. Gearchange is “guzzi effortless”, which means that you “press and hold” each gear until you release the clutch. If you want something a little quicker, get the 6-speed on the Breva Sport/Griso/Norge, as it is much more refined. The five-speed on the Guzzi, slow as it is, is fantastically spaced to ride on the street with. First gear is completely useable, and I found myself cruising the streets of Santa Barbara in first between lights, only shifting when I had some yardage between me and the next stop. The first-second combination allows for easy maneuvering and nice “zippy” moves on the streets. If you’re expecting the slouched-over, “lone, unloved and apathetic biker” riding position that many cruisers offer, you’re going to be disappointed. The best position on this bike is a standard straight up and down, nearly cop-like. It’s comfortable, gives you tons of visibility – you’re eye-to-eye with drivers in all but the tallest SUVs. Friends that see me on the road say that I look better on this bike than the others that I’ve ridden – time to have a chat with the wife and see if she likes white or black.

The controls have a nice “retro” look, but they are most definitely modern. Italian bike owners will be familiar with this layout. The clutch is butter smooth, allows for a lot of feathering and never gives a hint of any wooden or binary grabbiness. The instruments all have a slightly retro character, and this is also attractive, down to the speedometer that reads about 10% optimistic.

Looks like Guzzi had some left over parts from my old one, as they read almost identically. Brakes took a little getting used to. I’m more of a “front braker” person, so I usually apply the fronts and then ease the back brake in for a settling effect. Turns out that the Guzzi Linked brakes work well for this, although I adjusted my technique slightly to just use the front brake lever to peel off speed, and the rear lever to get down to business. For those of you unfamiliar, the linked brakes on equipped Moto Guzzi bikes operate the left front disc in conjunction with the rear disc. The front brake lever operates only the front right Brembo.

The combination is both effective and safe. Hard to high-side a bike with linked brakes when used correctly, since you can modulate the speed of both wheels with the rear lever. The Cal’s narrower than current vogue tires allow for the bike to turn in beautifully. I had to adjust the steering shock for high speed turns, as it tends to have an uncomfortable wobbling frequency around an indicated 80-90 in the big sweepers without it. Once dialed in it all disappears. The adjustments of the suspension are also welcome, giving me a very comfortable ride with dynamic handling capabilities. Lightness, if a word like that can be used with a cruiser, is apparent. The bike weighs in at only 560-ish pounds, and this translates into the “flick-ability” of this Guzzi when compared to it’s rivals, and also accentuates the already-high-standard Brembos abilities. The 1100cc engine is matched nicely to this bike – no more engine needed because you’re traveling smart and light, not loaded up with needless accessories, googaws and an extra 700cc or more to pull it around. Riding in traffic The first few miles northbound on the 405 from picking up the bike revealed a nice easy cruise in moderate traffic.

As I neared LAX, the traffic backed up and the commuter lane ended, giving me the choice of splitting lanes or sitting. Like most California riders, I chose the former, but with caution as I was adjusting to the big Guzzi’s systems and controls. I have to thank Clint Eastwood and others for putting the look of the Guzzi into people’s minds. My black jacket, white Shoei helmet and the windscreen/light combo parted traffic like Charlton Heston in a red bathrobe. My urban camouflage was highly successful. Even so, the bags on the Guzzi, big as they are, don’t protrude past the bars or floorboards (I think this is part of the philosophy of their engineers as exhibited by the Norge’s similar layout), and the upright stance gives you so much control over the bike that splitting lanes is not the thrill ride I had expected. Puppies and Kittens to that.

The cavernous bags are a commuters’ delight. I was able to pack all my goodies in the side bags, and the real show-stopper was the ability to put my 17? Mac Laptop in without having to take a running start. I could have easily fit five a side! We’re talking grocery bags in here. The bags come with an inner liner, they open very wide and of course have locks. I was advised to keep them locked down at all time to prevent accidental opening, didn’t try to find out what would happen if I didn’t. The only note about the bags would be to expect to paint the lids once in awhile as you’re going to hit them from time-to-time when mounting the bike. I don’t think this is a big deal if you ride it a lot, as stuff happens and that’s just part of riding.

The Guzzi is so much fun to ride I don’t think any of them are going to be bought as hangar queens anyway. This is a real, he-man, ride-me-everyday kind of bike. I like the way I feel and look on it. I like being seen on it, but I wouldn’t ride it just to be seen on it. Does that make sense? Cool vs. Checkbook Cool. Looking for a Cool Cruiser or Big Bagger? The California Vintage is “Seriously Cool” Cool is Fonzi before the Shark Tank. Cool is James Bond before Roger Lazenby. Ford before the Pinto. The Blues Brothers before Belushi died. While it is most definitely true that some people that ride motorcycles from “The Motorcycle Company” are cool, it’s not because they own Harleys. They are cool AND they chose to ride Harleys.

But there are people that are cool and they choose to ride Vespas. The issue here is the great number of people that buy Harleys and other “lifestyle” motorcycles because it will make them cool. This is “checkbook cool”. No work needed, just add money and you’re cool. To whom?

Well, definitely to other people that did the same thing and wrote a check. After all, one chink in the armor there, and the whole house of cards could come crashing down! If, all of a sudden, object that everyone was spending all their money on to be cool all of a sudden isn’t cool anymore, then the now familiar “bubble” in that particular “market for cool” would burst, and you’d have a lot of equipment and associated bits flooding the market, and everyone would be trying to get something else that is cool. A classic example of this is the Ferrari market just after Enzo died. It went through the ceiling, then burst as speculators paying exorbitant prices couldn’t find anyone to purchase, and dumping began that, nearly 20 years later, only has about 50-75% of the values at that point. I’m not saying that the Harley market is going to crash. I’m also not insinuating that people will stop buying cruisers. My point is, buy something based on facts, what YOU want, and consider all options. Too often, I’ll be talking to people that want to get a cruiser, perhaps their first one, and they are fixated on the Harley, and ONLY the Harley.

Sometimes you’ll have the Yamaha, Suzuki, Victory or others in the mix, but I don’t hear anyone saying, “What about that big Guzzi”, or “I considered the Guzzi but want the Roadliner”, etc. The California Vintage isn’t on their radar. Why? Lack of logo underwear? No lifestyle? What!?? The Guzzi is a great bagger for the serious rider. Guzzi gets in the magazines, but the European editor of one of these really doesn’t like anything without 150 horsepower or a Munich nameplate, and just continuously “bags” on Guzzi to the US public. Shame on him. The Guzzi is well-suited to the US buyer and market. Big, long roads, lots of friends with bikes, a loyal following and a requirement for reliability. The California Vintage is a freeking bargain. If you were to load up any other cruiser with great bags, custom seats, windscreen, sportbike-level front fork and adjustable rear shocks, -you’d be lucky to get under $20-22,000. Yet, here’s your California Vintage, with an incredible seat, best-of-breed suspension, mongo bags and nicely integrated screen on the basic platform, standard, for $15K. Some editors lump it against the sportster because of its weight and engine size, but the real comparison is the big baggers. If your idea of cool is:

Light and maneuverable
Reliable
Heritage and Style without too much bling
Comfortable Two-Up seating, but not barcalounger
43mpg
Something Different
An incredibly open and friendly owners’ group
You want a great commuter cruiser.
Oh, and you aren’t buying a hangar queen. You’re hittin’ the road!

If you think the above list defines “your cool” – You should consider the Guzzi. You should ride the California Vintage and see if it’s for you. Find out when the dealer is going to have rides available and get on the bike. Fill up the bags. Bring the white helmet and sunglasses, and you’re CHP – 1972. Retro with some serious riding chops, that’s the California Vintage. The California Vintage leaps into the modern world from 1972 like Bob Beaman’s long jump. It may not be your bike, but it’s worth your consideration. You’ll be pleasantly surprised. Your First “Big” Cruiser I’m going to go out on a limb here and recommend the California Vintage if you’ve never had a bagger before. Reason for this is that it’s light. Some of the really big bikes are incredibly difficult to get in and out of parking spaces, let alone get around parking lots. They are not easy to get the hang of, and can be downright dangerous to someone that doesn’t have a lot of experience, or doesn’t ride much. The Guzzi is well-suited because it’s conservative geometry and low center of gravity allow a less-experienced rider to easily get around a parking lot, and build serious confidence on the open road. Sweepers and bumpy turns become no big deal in no time, and the linked brakes and featherweight controls allow the rider to stop on a piece of newspaper. It’s a very easy bike to ride, and if you ride a lot, it’s very rewarding as you’ll just be able to DUST some of the big cruisers through the twisties.

They may pass you on the straights (but I DOUBT IT). If you’re like me, that just doesn’t matter, as I don’t ride much with anyone that is trying to die or attract too much attention from John Q. Law. The Cal is your friendly neighborhood happy speed bike that is the cruiser that sport bike and sport-touring types should buy. It’s the cruiser for the rider that is going to reel in some big miles next year. A side-by-side comparison of the California Vintage and Harley Davidson Heritage Softail… After riding the California Vintage around, I thought it would be nice to compare it to the “standard” of the group – The Harley Davidson Heritage Softail. I chose the softail because it has similar look and purpose. It is a luxury touring bike with a clear windscreen, bags, etc. It’s purpose is “retro”; cop-like, long miles, touch of retro and, as the name suggests, “Heritage”. I think this is probably an accurate description of the big Guzzi as well. Price Price was slightly difficult to figure. Moto Guzzi has a single price, $14,999. There are no “ups” involved. You can buy only three accessories, and they’re all luggage, a trunk bag, tail bag and a cover. That’s it. If you want to add 40lbs of leather and logo items, you’re pretty much out of luck here. Bonus in my opinion, because you’re not going to get sold a whole bunch of stuff you don’t need just so the dealer can load up your out-the-door price. The Guzzi is unique enough as it stands. The Harley’s base is $17,999. There’s a “freight” charge of $330, Wire wheels are another $500, Emissions in California are another $200, and a security system is $345. So now you’re at $19,199. Oh yeah. Guzzi has that killer Marzocchi fork. Harley’s got that too, but that’s another $1400. Hard bags similar to the Guzzi will be another $800. So now we’re up to about 21,399. That’s an extra $6400 to pack it like the Moto Guzzi California Vintage.

So what do you get for the money? You do get that Harley name plate, so all you’re friends will instantly know that you are part of the crowd and “stayed in the box”. You get the same warranty (2 years), but I didn’t see roadside assistance, which is what is offered by Guzzi. How about power? Do you get more power for your money? Well, the Guzzi’s 1094cc motor lists it’s horspower as 72hp. Harley doesn’t list it’s horsepower figures anywhere on their site, but after a Google Search I found the highest output listedas 82hp for their 96 c.i. (1570cc) lump. When you factor weight in, I get 9 lbs per horsepower for the Harley, and 8 lbs per horsepower for the Guzzi. So the $6400 does give you one more pound per horsepower for the Harley, given that the highest figures I could find are accurate (I found lower, too). Harley also delivers an extra 11 ft/lbs of torque, which indeed is nothing to sneeze at. So, dollar-wise, it costs $640 per extra horsepower, and $582 for each extra foot-pound of torque. Of course, Harley will be most happy to put more ponies under your butt for an extra charge.

You could also just live with the stock leather soft bags on the Harley and save more money… I fell in love with the Marzocchi forks. You can take them off the Harley if you want, but the handling will definitely suffer and the Guzzi will just walk away from you in the twisties. Maybe that’s not you’re thing, but frankly, I believe that if you’re considering a Guzzi, you’re probably very interested in how the bike will handle and move. Guzzi doesn’t publish it’s lean angles, but from my experience they are extremely sporting. Harley states their lean angles are 29° or thereabouts, and I’m sure that Guzzi stomps this mercilessly. The big, bad brembos are something else that Guzzi has that Harley doesn’t; I didn’t couldn’t find this available from Harley – I’m sure they are available aftermarket, just pony up the bucks. I guess it depends on what you want. Many people find it extremely important to belong, and I appreciate that very much. Harley’s community is very strong and definitely has a long and storied lifestyle.

You’re never going to have much of a “bad boy” image on a California Guzzi, excepting the bad cops fromMagnum Force. The Guzzi is pointed directly at riders that want a great handling, comfortable and reliable bagger to soak up long distances. After all, once you’re going 80, ride, comfort, handling and braking become very important. The Harley will definitely hit the road, soak up the miles, and you get to belong to “the club” – and pay the extra $6400 in “dues”. I’ve never been much of a “joiner”. I am a Guzzi enthusiast and I will readily admit that I am glad that the Guzzi compares so favorably. The Moto Guzzi National Owner’s Club is a great organization that I just haven’t gotten around to joining, and yet my friends in the club still invite me on their rides and treat me like a member when I show up. I think guilt drives membership there. The club is very family-oriented and friendly as all-get-out. The meets definitely have nothing “racy” about them, in fact, they are more anarchic than anything else.

I think I’ve met the club’s president, but nobody ever discusses club politics, so I think he got elected by missing a meeting. I guess it depends on what you want, but I believe that a side-by-side comparison of the Heritage and the California Vintage is a worthy one. The big Guzzi really packs a tremendous value for the money, and it’s a real delight to own and ride. I knew this day would come… Ok. It’s not my bike. I’ve shared that. I had less time with it than the Breva 1200 Sport that GuzziUSA was kind enough to let me ride. I took the Breva back, loving the bike, but I knew that it had to go on, eventually, to a happy owner. This time it’s different. The Guzzi got under my skin. This bike is the “girl you take home to Mom”. I wasn’t ready to let go. I woke up early and decided to take the bike from Northridge down to Newport Beach in Friday Morning Rush Hour to have lunch with a college buddy. I hadn’t really experienced the center of Los Angeles in very heavy traffic, and I figured that I-5 at 9am would be a perfect crucible. This isn’t a short trip. Over 70 miles on LA’s inner city freeway into the heart of Orange County. I would be traveling across areas that are some of the busiest in the US.

Names like East LA interchange, where the 110, 10, 5 and 60 all meet in a pasta bowl of roads, and further south, the “Orange Crush” near Disneyland beckoned. I would definitely be doing some lane splittin’ today. I hoped that the big, police-bike-inspired Guzzi was up to its heritage. For a Cruiser, the Guzzi isn’t exceptionally wide. The seat is pretty mellow, really, and the bags don’t stick out further than the handlebars, as far as I could tell. The mirrors protrude slightly further, but not so much. Ride height is perfect for heavy traffic. You sit up high and can look all but the largest SUV drivers right in the eye. When you’re in the canyons between them, this and a good set of headlights is definitely a plus. The day started out warm and proceeded to heat up to the typical, Santa-Ana winded Indian Summer day that is famous in the region. A great test for the bike. Stifling hot, heavy traffic and a big cruiser. Not as much fun as canyon carving, but if you live in LA or any big city, considering the purchase of this wonderful, big Guzzi, you sure as heck want to know that it can live in traffic in tough conditions. Once onto the 5 South, I cruise in comfort until I reach the northern reaches of downtown LA. Traffic is backing up. I began to weave between the well-spaced cars as they moved along at 45-55 mph. Absolutely no problem.

If anything the front windscreen was too efficient in that it moved the air around me instead of through the vents in my jacket. I continued as the traffic deepened and the myriad ramps of the East LA interchange approached, signaling that stopped traffic and real, slow-speed splitting was in my future. As I worked my way through the traffic, I noticed that I was splitting through cars like butter – only the narrowest of passages had me slowed or stopped, and this had a lot to do with the Cal being “someone else’s bike”. Lane splitting is a black art that involves profiling the vehicle/driver combinations around you, spotting goof balls on cell phones, putting on make-up (sharp objects near your eyes at speed? stupid!), or even reading the paper. It also involves people looking back and forth in their rear view mirrors making eye contact with you. These are the real scary ones, because you don’t know if they are going to move out of your way or commit Assault with a Deadly Weapon. So I take it easy. Hey! I’m on a cruiser.

There are a few squids that I let by, happy to risk a little more. I’m 47, taking my Friday off, and headed for lunch on a bike given to me for a week. I’m sure as hell not going to screw this up, the ‘09 Guzzis are coming out and I want my butt on them as soon as I can arrange it! The roads widen and smooth out into Orange County. Big HOV lanes, smooth roads and I’m in business all the way to Newport Beach. Arriving off the 55, I realize that my buddy, Dean, has moved his office. I call, and he’s in a meeting. I need to get gas anyway, as I want to fill up the tank before I return the bike. Time to bring up one thing to remember about living with the California. The tank is kind of on the small side. I KNOW that it says that it holds 5 gallons, but I’ve ridden it 25 miles with the reserve light on and still only put about 3.8 into it. Jeeeeezzzussss! Can the Engineers at Guzzi give us our 6 gallon tanks back from the 60’s? With these wonderful bikes turning 43 mpg, we’d have some RANGE! The seats and riding position are comfortable enough for two-plus hour stints, let’s make some tanks that extend the ride. Ok. Rant over.

Had a nice lunch, a few laughs and realized that Mall Food in Newport Beach is very different than the Post-Nuclear-Battlefield food that is served in the East San Fernando Valley Shopping Centers. Time for the final ride up the 405 in rush hour traffic to the California’s final stop. More lane splitting, lots of bumps (the 405 is unbelievably rough) and final arrival. I get here one week after picking it up, only 10 miles short of 1000 miles total. I really rode the bike hard, enjoyed it thoroughly and left with a sweet taste in my mouth. Time to go home and negotiate with the wife…

The early Indians were just one of the many people who once lived near the seashores or the lakes. And obviously the canoes were the helpful vessels which they made use of. The canoes they built were used for fishing, transportation, and war vessels too. Yes, they also encountered tumultuous situations. And the Indian war canoes were discovered and built for this purpose.

How the Indian War Canoes Looked Like

The very basic concept of a canoe is a small boat which appears sharp at both edges. Paddles are what make canoes move instead of the oars which other people think of. Indian war canoes were largely built to accommodate several occupants. Most of these occupants take with them their paddles so that the boat can move at a fast pace. The early Indian war canoes were not as intricately styled and designed as compared to what this modernized industry already has. The traditional Indian war canoes were shaped just like the voyageur canoe which contained a tall and round-shaped bow and a stern too. These tall ends basically caught the winds easily but then they artistically served the vital purpose of shedding the waves present in the roughest ocean and whitewater trips.

Typically, Indian canoes were asymmetrically shaped in the centerline. It goes to mean that one can visibly see their actual shapes when they get viewed from the center. This shape made it easier for the paddlers to handle whether they intended to go backwards or forwards. The asymmetrical shape makes the canoe easier to maintain in a straight line therefore not slightly sacrificing its maneuverability.

The Indian war canoe was primarily focused on building the cross section of the hull in a refined manner. Along with the bottom of the hull, the cross section area determined the stability of the canoe no matter what type of weather condition is faced during the course of the travel. When the hull was flat-bottomed, it may be stable during the first few instances of the travel but when big waves hit it and it got tilted, the most possible scenario was for it to capsize. This kind was more used in flat waters.

The Indian war canoes with rounded bottoms were more adhered to since they were able to get over several obstructions such as rocks and large waves. There also came forth the shallow-arched design for the bottom of the hull. Its shape provided much stability even though it got tilted.

Emily Carr’s Role

Emily Carr’s Indian War Canoe is an oil painting which had been through a lot of criticisms. Greatly adhering to fauvism, which generally presented a pleasurable, comforting, and joyful subject, this painting tells a story. This artwork presents the inhumane marginalization suffered by the native Indians in the hands of the Canadian citizens centuries ago. In the painting is a very big canoe which contains the image of a wolf while two huge sculptures and one totem pole rests in the background as placed in front of the houses therein. This canoe is among the oldest of the three war canoes which related to the reputed history of the Kwakiutl nation.

All about the Indian War Canoe Trophy

There is this so-called War Canoe Trophy which was said to have been originally hand-carved by nonetheless the Seminole Indians. They got it from the 200-year-old cypress tree which got uprooted by a lightning. The award has been given to the winners in the college football games played between the rivals University of Miami and University of Florida.

Behind the carved canoe is the symbol of courage and boldness as thoroughly displayed by the players of the Miami Hurricanes and Florida Gators teams. To date, the War Canoe Trophy rests on display at the sports hall of fame of the University of Miami.

Teaching your child to use the potty takes time and patience. One of the most important things to remember is not to rush them. There is no set age for potty training to begin. There are signs to look for to see if your toddler is ready. It is between the ages of 18 to 24 months that you child may start showing the signs of being ready to start toilet training. But keep in mind some children are not ready until 30 months. The child must also be emotionally ready. They will also need to be willing, not fighting or showing signs of fear. If there is a lot of resistance it is best to wait a while. Children at the toilet training age are becoming more aware of their individuality and will test their limits such as holding their bowel movements and urine. This is one of the signs that they are ready. Other signs are that your child will stay dry for two hours at a time. They are dry after naps or when they wake up in the morning. You are able to predict when they have regular bowel movements. Watch their face, facial expressions are a big clue to revealing that the child is ready to urinate or have a bowel movement. Also your child is ready if they can follow simple instructions. Other signs are that your child is uncomfortable in soiled diapers and asks you to change them and if they request to sit on the potty and wear underwear.

When you and your child decide that potty training is the next step then it is time to pick out a potty chair. A potty chair is easier for the child to use because they don’t have to climb on the toilet and their feet can touch the ground. Then you need to pick out words that you will use to describe body parts, urine and bowel movements. Keep in mind that friends, teachers and caregivers will hear these words so picks words that won’t embarrass your child or other people. Avoid using words that are negative, you do not want your child feeling ashamed. Treat bowel movements as matter of fact.

Children are often interested in what is going on in the bathroom. It sometimes can be helpful for the child to watch a parent go to the bathroom. The mothers can show the daughters and the fathers can show the sons. Sometimes even older siblings can help. By observing they can learn the correct skills needed for potty training. You should encourage your child to tell you when they are about to urinate or have a bowel movement. A lot of the times your child will tell you after the fact. Just gently remind them to tell you before so you can help them get to the potty. This is a good sign that your child recognizes their bodily functions. Praise your child if they tell you before hand. It will often take your child longer to recognize that they need to urinate than the need for a bowel movement. Sometimes children do not gain bladder control too well after they master bowel movements. Don’t get discouraged. Have patience because they will get it.

If you are expecting your first child, or if you care for a young child, you should know that reading to them is one of the best gifts that you can give to them. Reading is the key that will open the door to knowledge and education for them for the rest of their lives. How early should you start to read to your baby? Although some try to read to their baby before they are born, if you start right after they are born, they will be given a head start on reading success and life.

What do you read to a baby? Although babies cannot see or focus very well for a few months after birth, they can see basic outlines, shapes and bright colors. There are many books designed specifically for reading to babies that have these features. The book does not even have to have any words. You can supply those as you look at the pictures and point to objects.

Where should you read to a baby? Reading should be a comforting, bonding moment for you and your baby. Put them right in your lap. This is not only good because you can both see the pictures, but the baby will feel close and secure.

How should you read to a baby? Reading should be much like speaking to a baby. Research has shown that babies respond best to “baby talk”-that high, sing-song voice that many people just use naturally when they are talking to a baby. Be animated and do not use a harsh, loud or monotone voice.

As you read, point to objects in the book and name them. You will find that soon the baby will also be able to point and name objects. Reading begins just like this. Let the baby turn the pages and handle the book. This is one reason that the books you buy or check out from the library for your baby are sturdy board books or cloth books.

To really encourage your baby to read you should make sure that you have books in a place where the baby can easily reach them and use them. It may frustrate you to see them pounding on them and eating them, but really this is the beginning of a love of books. Keep the “nice” books out of reach, but make sure there are selections that are never off limits. Your baby will thank you.

When you’re pregnant, you worry about every little thing that could go wrong. Thankfully, most babies are born healthy. There are, however, some serious birth disorders that you should be aware of, in the unlikely event that your baby is affected.

· Spina Bifida – This is a condition where the backbone, which protects the spinal cord, does not close properly during prenatal development. This condition can range from being a minor problem, if the opening is tiny, or can cause paralysis and other serious medical issues if the opening is large, or if the spinal cord itself is protruding. The exact cause is not known, though heredity does seem to play a role. So does nutrition, particularly when the mother does not have enough folic acid in her diet. Obstetricians have begun recommending folic acid supplements for women who are pregnant or who could become pregnant, and this has lowered the rate of this disease. You will probably be tested for spina bifida during your pregnancy. Many times it can be diagnosed in utero using ultra sound. Sometimes, surgery can even be performed on the baby in utero to correct the problem.

· Tay Sachs Disease – This disease is caused by an enzyme deficiency. Simply put, these babies do not break down fatty deposits in the brain and nerve cells. Unfortunately, it is not usually diagnosed at birth. When the child is several months old, this buildup of fatty deposits will clog cells, causing the baby’s nervous system to stop working. The child will begin to regress developmentally, always resulting in death. Tay Sachs is very rare, less than one hundred cases are reported in the US each year. It is caused by genetics. Both parents must have the gene for the disease to occur. It is most common in Jewish families of Central and Eastern European descent. If your ethnic background makes this disease a risk for your child, you and your partner can be tested for the gene before you become pregnant. In addition, the disease can be diagnosed in utero via amniocentesis.

· Down Syndrome- Down Syndrome is the term given to a set of symptoms that indicate some degree of mental retardation. Children with Down syndrome have a distinct set of facial features, a large tongue and a short neck. Down Syndrome varies widely in the degree of mental retardation that it causes. Some children are highly functional; others will require constant care. Down syndrome affects about one in 1300 babies in the US. It is most often caused by an extra chromosome coming from the mother or father. Down syndrome is more likely to occur when parents have already had a child with the birth disorder, and when the mother is over 35 years in age. Down syndrome can be detected via amniocentesis, which is why this test is common protocol for most pregnant women over the age of 35.

These are three of the most common birth disorders. To find out about more birth disorders, see my article in “Mommy to Mommy – The Truth about Taking Care of Baby”, which can be found at http://www.educatedmother.com/