Bill Huth’s “The Evolutionist”

THE CONNECTIONS BETWEEN evolution, introspection, and the general pursuit of life’s great mysteries to the activity of motorcycling may not be especially evident to every rider. But as we have found time and again, motorcycling is a way of bringing one closer to these things. Bill Huth, owner of Willow Springs Motorsports Park in Southern California, knows this as well as anyone… Huth, who has crammed enough adventure for a dozen lifetimes into his 70-plus years, started working at the age of six as a door to door salesman hawking Christmas trees and baked goods. By the ripe old age of eleven, he was trapping animals for the movie industry, and as a teenager, made a living as a welder and mechanic. After a brief acquaintance with the U.S. Air Force, Huth started a legitimate career as a whiskey bootlegger and nightclub operator. His expertise soon got him into the business of professional gambling and the confidence game. He later acquired Willow Springs International Raceway, and in the last ten years has transformed it from a single, narrow strip of rough asphalt into a world-class motorsports park comprised of five separate racetracks.

Huth certainly looks like a man who could convince Eskimos to buy ice cubes. He’s warm, engaging, and sincere, qualities no doubt acquired from living a life that, by all accounts, has been overflowing with rich experience. He’s tall, rugged, and wears a continual smile. If one could trace the lines on his weathered face, each and every one would likely lead to some sort of amazing adventure, the likes of which most of us will never see.

In “The Evolutionist" Huth embarks on a series of personal reflections not dissimilar to those penned by Mark Twain in “Letters from the Earth," or by the father of modern psychology, Carl Jung in his own autobiography. But while Jung’s ruminations are laden with a good deal of highly technical jargon, and Twain’s maunderings are sadly weighted with the dark cynicism of his twilight years, Huth’s observations are optimistic, full of wonder, and refreshingly founded in the largely intuitive process of lay reasoning. They sometimes seem almost childlike in their simplicity, until you come across a sentence or phrase that holds so much fundamental truth it captivates your attention and starts the reasoning process anew.

Huth’s book is a beautiful little volume, a pocket-sized handful of inspiration that provides a little light for those dark moments that are inevitable as we trace our way from here to eternity. But it’s more than that. It’s something he’s given us to contemplate for generations to come. The wisdom of experience is difficult to capture, and few of Huth’s generation have taken the time to write theirs down. Bill Huth has, and the world is a bit brighter place for it.

“The Evolutionist" is available from:

High Sierra Books
Box 607
Kernville, CA 93238
(760) 376-1079

A Road Such As This

Man can climb to the highest summits; but he cannot dwell there long.
– George Bernard Shaw –

ON A ROAD SUCH AS THIS, bone-weary settlers suffered in silence as they cautiously picked their way along the gnarled and treacherous trace, spun like a convoluted, recondite thread atop the arched and fearsome backbone of an indolent dragon. As prowling mites traversing the spine of a vicious, sleeping dog, they pressed on, the clatter of steel-shod, wood-spoked wheels and the clump of heavy hooves the only sounds to drift through the still and frigid air. On a road such as this, velocity on a motorcycle demands extreme concentration. Hundreds of razor-sharp turns are compressed into perhaps a dozen miles. Lines must be chosen with a precision measured in millimeters, not inches. Scores of minute control inputs—a slight touch of the front brake, a barely perceptible rotation of the throttle, a subtle shift of body weight—are required to quickly negotiate each unpredictable bend. These commands must be woven together in a seamless flow that dispatches the myriad hazards and challenges without abruptness, without hesitation.

On a road such as this, one can lose himself in the stark, unreal grandeur of nature. Stop for a moment along the narrow track and watch the vast shimmering expanse of pale blue sea, thousands of feet below and miles distant, its wind-whipped, glittering whorls shifting in an ever-changing interplay of cerulean fire. The rider is at once diminutive and omniscient; an intruder, yet anointed. Listen carefully to the tick and groan of contracting metal as the engine sighs its paean to the machine age—the technology that once, twice, and thrice removes us from the covered wagon and ox. Touch the slightly roughened surface of the tires, warm from their tryst with the road, and note with satisfaction their pliant resilience.

On a road such as this, one must intuitively understand the razor-thin margin for error that conditions impose upon the aggressive rider. To one side lurks a precipitous fall of hundreds of feet, with great jagged shards of stone jutting from the steep incline to rend man and machine. On the other waits the unknown: the sheer face of the mountain prevents precognition of errant travelers and wayward beasts. Between these bounds lies a slender strip of broken, potholed asphalt, its convolutions littered with gravel often camouflaged as pavement. Decisions must be made in milliseconds. A miscalculation leaves no room for error.

On a road such as this, conventional techniques of riding are discarded for unorthodox, advanced methods that would have a riding-school instructor cringing. The front and rear brakes are played against the throttle to maintain the composure of the chassis; both brakes are trailed deep into turns, the front released first to guard against the threat of unseen sand and stones. Countersteering is anathema here; one’s entire body must be brought into play to assure a swift and fluid transition of both man and machine. Some turns demand the widest of lines and latest of apexes, while others have bike and rider clinging to the side of the mountain lest a traveler who has chosen four wheels instead of two appears in the same time and space.

On a road such as this, one can find himself suddenly plunged into the most desperate of circumstances. Successful negotiation of this perilous track is the sum of tens of thousands of decisions, thousands of control inputs, and hundreds of directional changes. If done expertly, the result is pure rapture, resulting in the kind of delicious fatigue only achieved by concentrated effort coupled with superior skill.

Few riders attempt roads such as this. Even fewer return once they have had a sampling of such grueling and unforgiving fare. But for a select minority, the spoils are sublime and addicting, much like those realized by a beleaguered group of expert climbers when the summit of a particularly difficult mountain is reached: exhaustion, exhilaration, a profound feeling of accomplishment, and a sense of mastery over technology and terra firma. Whatever form they take, for a motorcyclist, these rewards can be found in abundance—on a road such as this.

Big Scooter 大舉進攻?

在今年二月份的 Motorcycle Consumer News 期刊中,摩托車工業設計者 Glynn Kerr 對於他在去年一路騎車到 Intermot Muenchen(慕尼黑車展) 之所見所聞,提出了一些看法…

the new large-capacity touring scooters…. could be found riding amid groups of motorcycles, and sometimes carrying pillions and luggage, proving that they really are being used as an alternative to full-sized tourers, and not just as city transport for trendy executives. Though this category has yet to hit America on a serious scale, when it does, I predict that it will turn the motorcycle market upside-down.

在速克達朝大型化的今日(如Suzuki Burgman), scooter 和 motorcycle 的分際線也越加模糊。格友們,你們認為呢?

註:Glynn Kerr 為 TDM 850 的設計者

Road Shark 與英國機車考照簡介

年初三,我坐在埔里某路邊吃攤子,閒來無事便觀察路口動態(一般流量)。五分鐘內,各種車輛違規與危險駕駛/騎乘型態,密度之高,真是令人開了眼界。三貼的、雙腳著地滑行的、路口停車、違規迴轉、闖紅燈、未打方向燈、超越停止線、逆向、沒牌的、小孩坐機車油箱的、沒戴安全帽的、曬衣竹竿橫放速克達置腳處… road sharks 到處出沒。

開始懷疑,我們一坐在方向盤/跨上坐墊後,是不是就變成了野獸。無論是販夫走卒還是王親貴族,思考都明顯地退化。這到底是『文化為成』,還是制度的問題?吼~ book_title.jpg

英國的機車(我寧願稱摩托車)考照頗為嚴謹,絕對有師法之價值。快寫一篇,提供本地讀者參考。

台灣已經可以報考公營或民營的大型重型機車之駕訓班,但這些課程與英國系統(紐澳) 相較之下,仍嫌粗淺,且課程品質低落。本地駕訓之理念仍多為(ㄨㄟˋ)『考試』,而非『訓練』;考照者也多抱此心態(which is probably not their fault):題目背一背,先拿到照後,上路再說。在英國,若要直接考摩托車的 full license(without the L plates), 其中的一個步驟可分為如下…

1. 首先必須拿到 provisional licence (強制)
2. 報名參加 CBT ( Compulsory Basic Training ) (強制)
3. 租借或自備學習駕照持有者合法的摩托車,安全帽… (當然了)
4. 保險 (強制)
5. 在道路上自行練習(with L plates)或是參加考照前的訓練課程 (建議)
6. 閱讀 The Highway Code 或其他參考書籍 (建議)
7. 報名、參加,並且通過理論測驗 (強制)
8. 報名、參加,並且通過上路測驗 (強制)
9. 拿到 full liscence, 撕掉 L plates
10. Ride safely, live long and prosper

入境 UK 之台灣遊客,是不能直接在英國考照的。其他詳細資訊,容後補上。

摩托文化‧全新視野

因某新聞研究所友人欲寫性別與科技小論題,選到摩托車與女性,但此領域在國內資源,比沙漠狀態還慘。他遂在口傳之下,找上了我。下面一篇文章是我 2000 年時所寫的,也是提供這位友人的參考方向之一。 2000.03.13

把標題改掉了,因為我對於摩托運動的發展比較有興趣。剛好有網友提到,那就來個借題發揮,野人獻曝一番。

小弟認為,

『人文要素﹝註一﹞』在台灣摩托運動中之『不佔有地位﹝註二﹞』的現象,將會很深刻地影響到未來機車運動『整體覺醒﹝註三﹞』的過程當中,所可能或無可避免必須要面對的一些問題:

1) 摩托運動發展的向度為何?
2) 台灣摩托運動因地域因素而將面臨之發展先天瓶頸為何?如何發展出地域『特色』,要如何因應先天瓶頸?任由市場機制決定嗎?還是大家另有期許?

3) 社會主流價值會如何來定位摩托?
4) 社會主流價值會以哪些管道來擷取資訊,據之而定位摩托?
5) 摩托界如何開發新的管道以讓社會能夠更了解摩托?

6) 摩托界如何定位自己?
7) 摩托界如何與社會互動?
8) 摩托界對社會應有的責任?

9) 社會要如何給摩托應有的地位?
10) 摩托界如何說服社會給它應有的地位?

11) 摩托是文化嗎?文化的摩托在哪?
12) 台灣摩托的歷史?

13) 摩托的終極期許?

臨時想到的,很籠統,我也沒有很好的能力和可用的工具資源去討論細節。上面的十三個問題都必須加入所謂的『人文要素』才可能有比較漂亮的解,至少我是這樣子想的。

註一:人文要素是一種價值,可以運用在發展或是進行某一個件事的過程當中,來『滲入』這個事情的發展,最後進而影響到後續的進程或結果。

註二:不佔有地位的意思是,人文要素在排氣尚未解禁之時(當時為2000年, 現已解禁),摩托界似乎沒有好好地運用這個利器來推動摩托運動。大多數的切入點為機械的,如改裝上:技術的,如操駕技巧上;觀念的,僅限於安駕與道路觀念;運動競技的,如舉辦相關賽事;運動欣賞的,如收視相關國外賽事。這些都很好,但是卻一直推廣不開來。給所謂外界的觀感和印象也似乎一直停留在某個層次。如果能加入『人文要素』,那影響層面將可以更深更廣,連上了年紀或廣大的女性車友都可以是極為龐大的運動母群。

註三:整體覺醒,就是說開始了解到:

1) 啊,瓜皮不是帽
2) 啊,車子可以做通勤外的事
3) 啊,摩托可以是運動
4) 啊,速克達不是摩托車
5) 啊,碼表是快樂的
6) 等等,請自行填入

算是Sammy Miller Museum參訪後的小小觀感吧?

When Reality Gets Virtual Enough

還是從摩托車的騎乘經驗談起。

分四個客體:人、車、路面、還有路面外的其他因素(權且總合為一)。

好的,電發引擎, vroomvrooom, 我們開始上路。 在道路上騎乘時,一般我們假設的『實相(reality)』是,我(人)、車,隨路動,路面與路面外的其他因素都是固定的,換言之,我與車,算是固定空間中(路面、路面外)挪移的那一個部分。這樣的認知,我們可以由下面的句子來了解….

1) 我騎車到那裡
2) 他從那裡騎到那裡

So it’s ALWAYS me and the bike/scooter that is moving, NOT the road.

Reality 的部分,到此為止。我還在路上,還在等紅燈。現在,我們將意識轉個方向, 把 focal point refers 到我自己與車。

綠燈亮了,我開始入檔,迅轉油門,輕彈離合,人車,遂箭行前趨。

不,不,這不是我所感覺到的。腳下的路面開始斗動,街景、旁車、路燈、野狗,一一由前向後,快速切開而去。我如如不動。閃燃意識之焰,越燒越烈。突然,莫名大力將我拋回自己。拙火忽滅。正覺無邊寧靜, reality 竟在此時,開始似潮洪激流,澎湃而過。

我(動)與它(不動)和它(動)與我(不動)之間,被創造出一個時空間. You activated it. You initiated it. This is when/where reality gets virtual enough(or vice versa).

WARNING: DO NOT try this on public roads. You will get yourself into accidents.

未戴安全帽身故者與器官捐獻

AMA 日前針對一條由 Allen Hurt 在 New Mexico 提出的器官捐贈法案表達嚴重抗議。此法案授權州政府可逕行將未戴安全帽而身故者之器官捐贈。

The American Motorcyclist Association (AMA) has expressed its outrage at a proposed law in New Mexico that could make some motorcyclists into forced organ donors. The proposal, introduced in the New Mexico Legislature by state
Sen. Allen Hurt (R-Waterflow), would allow the harvesting of organs from any motorcyclist who doesn’t wear a helmet and is declared brain dead as a result of an accident. Hurt’s bill, designated Senate Bill 239, specifically states that: “a person operating a motorcycle without a helmet and who, as the result of an accident, is pronounced brain dead pursuant to Section 12-2-4 NMSA 1978 by a licensed physician shall become an organ donor regardless of whether the person made an anatomical gift by completing the organ donor statements."

[Mototips] 轉頭確認

2002.09.22

看後方來車可概分為三種方式:mirror check, shoulder check and lifesaver.

這個轉頭去確認的動作叫做 “shoulder check," 主要的功能已如 Deimos 所述,是去 check blind spots. 另一種為 “lifesaver," 望文可生義,為更大幅度的轉頭向後方確認。英國政府規定交警轉向時必須採取的 standard procedure. Mirror check 是最基本的。

湯、酒、鉄馬 – 三拍子紀行

今午有閒,便約女友前往微風廣場內的紀伊國屋逛。女友她非常認真在找日本自助旅行之所需書誌。而我呢,則是書櫃間漫步亂竄,沒打個主意要挑什麼樣的書… 正疑不知有無日文摩托文學作品之時,運來氣至,逮到一本架上躺斜,封面伴有美女與 Harley Davidson(model 不知) 的著作。大標題日文一串,可惜僅單『旅 』漢字,與我相認。副題則為『湯、酒、鐵馬 – 三拍子紀行』,快意醒目,真是好樣。初步印象,我給滿彩。

快翻內文,版面編排頗為素淨。雖不識"aeiou",但覺內文短簡意賅,頗有參考價值。毫不猶疑,直接出卡購買。

作者:國井律子,1975年生。看看人家女孩子一個,拿的是大型免許。我男人一隻,腳下跨的是 Vespa 125cc. 空有豪情而無兵器,文化與環境之束縛原罪,真是令人無奈。

參考網站為 Kuniritsu.com.
アタシはバイクで旅に出る

摩托高等技職教育機構

閒來無事從yahoo上找了半天才找到的,不知道有沒有人有相關的經驗或資訊?蠻另類有趣的摩托資訊,大家參考一下。對了,義大利和德國都有一些很不錯的摩托相關高等的教育機構和研發單位,改天找到再貼上來。 1) American Motorcycle Institute
http://www.amiwrench.com/home.html

建立於1972年,簡稱AMI,其實是由下列數個子機構(學院?)組成:

American Motorcycle Institute
American Marine Institute (又是跟造船有關,難道…)
American Watercraft Institute
International Technical
Training Center

入學的admission 分為三種,分別為veterans、vocational rehabilitaion 和 international student(hoho!)。

既然是講摩托車,那其他的就先不管。AMI 針對 motorcycle 方面有下面的幾個course:

1) Course MDBMW 2) Course MDDUC 3) Course MH
4) Course MDHON 5) Course MDKAW 6) Course MDSUZ
7) Course MDTRI 8) Course MDYAM

共八個,望文可生義哉。每個 course 除了一般性和各車廠專門的 mechanics 之外,還包含了共同科目dealership management。沒有意外的話大部分的 classes meet Monday through Friday from 8:00 A.M. to 5:00 P.M. Total 8 hours a day – 40
hours per week, 20 Weeks/800 Clock Hours Resident Training. 然後每五週都會有各車廠專業科目開班。

然後是,跟AMI有合作關係的企業:
http://www.amiwrench.com/moving.html

2) Motorcycle Mechanic Institute
http://64.82.5.217/techtraining/motorcycle.html

根據網站上的資訊,這家機構在美國是唯一受到:
Harley-DavidsonR Motor Co., American Honda, American Suzuki, Yamaha Motor Corp. USA, and Kawasaki Motors Corp., USA. 等惡勢力完全認證和資助的機構,好像後台頗硬……

Course Information

MMI 把哈雷特地和其他車廠分開來,所以在course的選擇上,HD technician progroam和 motorcycle technician program 是不一樣的(搞啥?哈雷就不是摩托車嗎?)。

Motorcycle technician program,代號『program 301』,課程總共33週,包含825個教學鐘點和27.5個測驗鐘點。

program 301課程內容有:

Theory and hands-on training on products from a variety of manufacturers in Clinics 1-9 to include Engines and Transmission; Suspension and Chassis System; Machine Shop; Basic and Advanced Electrical; Vehicle Maintenance; Engine Troubleshooting and Noise Diagnosis; and Engin
Performance.

修完後才有資格enroll最少六個星期的Manufacturer Specific Training:

Program 510* – HonTechR Program**
(12 weeks – 300 Clock Hours, 10.0 Credit Hours)

Program 710* – YamaProR Program**
(6 Weeks – 150 Clock Hours, 5.0 Credit Hours)

Program 950* – Factory Authorized Suzuki Training (FAST) Program
(6 Weeks – 150 Clock Hours, 5.0 Credit Hours)

Program 810* – K-TECH Specialist Program

3) Warren Tech
http://204.98.1.2/high/wotc/warren.html

跟上述兩間機構的屬性似乎有所不同,Warren Tech 除了在 transportation program 下有著一支『SMALL ENGINE AND MOTORCYCLE TECHNOLOGY』之外,舉凡graphic、business 甚至到 construction 都有涉足(http://204.98.1.2/high/wotc/prog.html)。

沒辦法,我不是讀本科的,搞不清楚他們的體系……

倫敦警方對於市內擁擠區的繳稅作法

並非所有駕駛者或騎士都必須在London(倫敦市)的擁擠區(congestion area),繳交行車稅金(congestion charge).

以下為免繳對象:

* 身心障礙人士或相關單位(持有藍色證,之前為橘色證)
* 居住在擁擠區的的住民
* 使用替代能源車輛的車主
* 駕駛九人座以上車輛的車主
* 路邊故障維修車輛的車主
* 相關急救單位之駕駛人

免繳證明需向 TfL 申請。

關於 motomosa 目前的文章

Deal all,

目前版面上的所有文章來源(皆為個人文章),可粗分為下列:

(1) scumotor.twbbs.org (2) bbs.ntu.edu.tw (3) bbs.cs.nthu.edu.tw (4) dreamland.twbbs.org (5) http://blog.schee.info

未來 Motomosa.com 將以更專業的角度,來服務本地車友,傳播和 foster 不同面向的輿論,並與國外專業摩托權益促進團體(FEMA, MAG-UK, AMA, MRF…)和組織/個人作串連,提供第一手資訊。請與 Motomosa.com 一起成長,共同期許讓台灣走出畸形的道路和用車文化,過於技術偏向,還有人來政去的困境,謝謝。

If you would like to contribute articles and join Motomosa.com(or Motomosa Action Team), or offer a bit of help and shout a friendly hello, you could reach me at inf o@m oto mos a.c om

感念為誌,
Schee

世界第一的台灣?

還有一項可算是非常明顯,但卻又是極度遭『忽視』的第一:

1) scooter 在台灣合法掛牌上路數量;
2) 掛牌 scooter 總數除以台灣人口總數比

這兩點吧? =D 我在想,義大利 scooter 是很多沒錯,但每次翻閱 Motociclismo 此誌,常發現歐盟各地區的 scooter 當月/當季/年度銷售量總是比台灣遜上好幾籌。台灣前幾年每年機車銷售總數曾經突破百萬台水準. Urhh…掐指一算,歐盟地區所有 scooter 年銷售量搞不好還會被台灣扳倒。這種單一市場的胃納,也算是世界第一吧? =P

附錄資料:1999/2000 歐盟各國摩托車/速克達銷售量統計
來源:頁193, Motociclismo 2002/04

Bill Huth’s “The Evolutionist”

THE CONNECTIONS BETWEEN evolution, introspection, and the general pursuit of life’s great mysteries to the activity of motorcycling may not be especially evident to every rider. But as we have found time and again, motorcycling is a way of bringing one closer to these things. Bill Huth, owner of Willow Springs Motorsports Park in Southern California, knows this as well as anyone… Huth, who has crammed enough adventure for a dozen lifetimes into his 70-plus years, started working at the age of six as a door to door salesman hawking Christmas trees and baked goods. By the ripe old age of eleven, he was trapping animals for the movie industry, and as a teenager, made a living as a welder and mechanic. After a brief acquaintance with the U.S. Air Force, Huth started a legitimate career as a whiskey bootlegger and nightclub operator. His expertise soon got him into the business of professional gambling and the confidence game. He later acquired Willow Springs International Raceway, and in the last ten years has transformed it from a single, narrow strip of rough asphalt into a world-class motorsports park comprised of five separate racetracks.

Huth certainly looks like a man who could convince Eskimos to buy ice cubes. He’s warm, engaging, and sincere, qualities no doubt acquired from living a life that, by all accounts, has been overflowing with rich experience. He’s tall, rugged, and wears a continual smile. If one could trace the lines on his weathered face, each and every one would likely lead to some sort of amazing adventure, the likes of which most of us will never see.

In “The Evolutionist" Huth embarks on a series of personal reflections not dissimilar to those penned by Mark Twain in “Letters from the Earth," or by the father of modern psychology, Carl Jung in his own autobiography. But while Jung’s ruminations are laden with a good deal of highly technical jargon, and Twain’s maunderings are sadly weighted with the dark cynicism of his twilight years, Huth’s observations are optimistic, full of wonder, and refreshingly founded in the largely intuitive process of lay reasoning. They sometimes seem almost childlike in their simplicity, until you come across a sentence or phrase that holds so much fundamental truth it captivates your attention and starts the reasoning process anew.

Huth’s book is a beautiful little volume, a pocket-sized handful of inspiration that provides a little light for those dark moments that are inevitable as we trace our way from here to eternity. But it’s more than that. It’s something he’s given us to contemplate for generations to come. The wisdom of experience is difficult to capture, and few of Huth’s generation have taken the time to write theirs down. Bill Huth has, and the world is a bit brighter place for it.

“The Evolutionist" is available from:

High Sierra Books
Box 607
Kernville, CA 93238
(760) 376-1079

轉子引擎

嗯,我手上的資料除了比較知名的RE5之外,還有:

Hercules Wankel 2000 (DKW),1974年,
Sachs KC 27 單轉子 294 cc 空冷引擎,
32 hp at 6500 rpm, 24.5 ft lbs at 4500 rpm,
極速 93 mph. 0-66英哩加速約 7 sec,
巡航距離約 193 英哩,
乾燥重量 350 lbs… Yamaha Prototype,代號RZ201,
雙轉子水冷引擎,1973曾經在東京車展現身,
1975年幾乎接近量產。

Van Veen OCR,1976-1978,
荷蘭血統,NSU和Citroen(雪鐵龍)合作出品。

然後是發展最力的Norton:
1) Interpol II,1983年,雙轉子 588 cc 空冷
2) Classic,前述車款的道路版,79 bhp at 9000 rpm
3) Commander,588cc 水冷,85 bhp at 9000 rpm
4) F1(不是F2,我記錯了),588cc 水冷,95 bhp at 9500 rpm.

Roto Gannet,1971-1972,
Ganett Motors曾經製造過一輛原型車,使用NSU的引擎。

Vneemotoprom – Russia(俄羅斯!!)莫斯科南方一百公里處有一個叫做Serpukhov的小城市,而Vneemotoprom則是專門的轉子引擎研發中心。至於Wankel引擎的發展史,稍嫌冗長,大家可以上網路查。

不過講到轉子引擎就會想到Mazda,畢竟Wankel本人也和Kenichi Yamamoto(馬自達轉子研發首腦)曾經會面,本來好像是輪不到馬自達的,因為Wankel之前曾經和NSU、Citroen、Mercedes和GM都合作過,最後才找上馬自達的。

資料來源:

1) Nicholas Faith, Wankel:
The Story of the Revolutionary Rotary Engine
Allen and Unwin, London 1975. ISBN 0046500014

2) Peter Schneider,
Die NSU Story. Die Chronik einer Weltmarke,
Gebundene Ausgabe – 412 Seiten, 1997, Motorbuch, Stgt,
ISBN 3613018535.

打方向燈的細膩技巧

問:想請問一下大家騎車的習慣….都是在大約多少公尺以前打方向燈?..像我的習慣都會很早打….讓後面的車來的及反應…大概是20-30公尺左右..甚至更長到40公尺… 答:我在市區都很早打,但距離不一定,車速車流相對位置都是變因。有一些小小的經驗。1) 以右轉為例,騎乘者太早打右燈,但卻沒有做出相對可以被後方來車解讀為『往右線併靠之動作』時,後方車主可能會把你的燈號解讀為『忘記把燈關掉』,因此忽視你的燈號和你的燈號所代表的意圖。

反推諸己,大家應該都有這一種經驗。有時候在路上看到某類型的騎士似乎燈打的太早(還是根本沒關掉),反而不知道該從哪一側超越他。

2) 基本上還是要拉長打燈的預備距離,左右轉當然不用說了,併入左右車道也應適時打燈。我自己的原則是把騎車當成是在開車,打燈比照開車。

3) 騎車和開車畢竟不同,在運用上有細節不同之處,不過在台灣大致可以忽略,因為有打燈概念的騎士不常見,而且很多騎士根本沒有解讀和對燈號做出適當反應的能力。

It Takes Hard Work

難道要在本地啟發一個新觀念(摩托文化),前幾個作的人,都要當炮灰?自己享受、自己旅行、自己遊蹤四方,不需顧及眾人所需,豈不大好?

P1280162.jpg taian3.jpg

去年十一月找到 elixus.org, 發現他們正在推的 blog, 是相當不錯的東西。摸索後,在十二月底架了 blog.schee.info . 這個 blog 的兩三事,也是為了推摩托文化作前置準備。預計先試試參與已有開端之 blog 風潮,未來再將經驗移植他用。

那年參加野百合學運後,突然覺得自己生的太晚,無有著力之處。幾年來從一些其他的領域走過,我實在找不出有哪一個會比摩托的相關文化,更為整體社會所極度忽視的. If you could just name one, tell me. 知道 aromatherapy 或是 scientology, 跟使用摩托車的族群相較,那一個比較多?知道精油和知道重車不是只有哈雷的人比較,哪個比較多?但在台灣,連寫咖啡的書都比摩托車的書多上好幾倍。越是明顯的現象,越是容易讓人忽視:例如台灣的摩托車和中國的腳踏車。

摩托文化將是我未來幾年主推的理念。我會試著去將禪、運動和摩托車結合在一起,以不同於 engineering-based 的型態來呈現摩托文化的 kaleidoscopic 向度,並且為台灣的摩托文化和道路安全,盡一點心力。Cognitive Science, Psychodynamics, Sport Psychology, Sport Physiology, Kinesiology, Zen, Collaborative Journlism, Taichi….等等,都是會帶到也是我必須要努力的領域。

I am an amateur athlete(業餘練田徑的), a vegetarian(素食吃菜的), 也是一位 motorcyclist. 目前棲息在淡江大學英文系。

A Road Such As This

Man can climb to the highest summits; but he cannot dwell there long.
– George Bernard Shaw –

ON A ROAD SUCH AS THIS, bone-weary settlers suffered in silence as they cautiously picked their way along the gnarled and treacherous trace, spun like a convoluted, recondite thread atop the arched and fearsome backbone of an indolent dragon. As prowling mites traversing the spine of a vicious, sleeping dog, they pressed on, the clatter of steel-shod, wood-spoked wheels and the clump of heavy hooves the only sounds to drift through the still and frigid air. On a road such as this, velocity on a motorcycle demands extreme concentration. Hundreds of razor-sharp turns are compressed into perhaps a dozen miles. Lines must be chosen with a precision measured in millimeters, not inches. Scores of minute control inputs—a slight touch of the front brake, a barely perceptible rotation of the throttle, a subtle shift of body weight—are required to quickly negotiate each unpredictable bend. These commands must be woven together in a seamless flow that dispatches the myriad hazards and challenges without abruptness, without hesitation.

On a road such as this, one can lose himself in the stark, unreal grandeur of nature. Stop for a moment along the narrow track and watch the vast shimmering expanse of pale blue sea, thousands of feet below and miles distant, its wind-whipped, glittering whorls shifting in an ever-changing interplay of cerulean fire. The rider is at once diminutive and omniscient; an intruder, yet anointed. Listen carefully to the tick and groan of contracting metal as the engine sighs its paean to the machine age—the technology that once, twice, and thrice removes us from the covered wagon and ox. Touch the slightly roughened surface of the tires, warm from their tryst with the road, and note with satisfaction their pliant resilience.

On a road such as this, one must intuitively understand the razor-thin margin for error that conditions impose upon the aggressive rider. To one side lurks a precipitous fall of hundreds of feet, with great jagged shards of stone jutting from the steep incline to rend man and machine. On the other waits the unknown: the sheer face of the mountain prevents precognition of errant travelers and wayward beasts. Between these bounds lies a slender strip of broken, potholed asphalt, its convolutions littered with gravel often camouflaged as pavement. Decisions must be made in milliseconds. A miscalculation leaves no room for error.

On a road such as this, conventional techniques of riding are discarded for unorthodox, advanced methods that would have a riding-school instructor cringing. The front and rear brakes are played against the throttle to maintain the composure of the chassis; both brakes are trailed deep into turns, the front released first to guard against the threat of unseen sand and stones. Countersteering is anathema here; one’s entire body must be brought into play to assure a swift and fluid transition of both man and machine. Some turns demand the widest of lines and latest of apexes, while others have bike and rider clinging to the side of the mountain lest a traveler who has chosen four wheels instead of two appears in the same time and space.

On a road such as this, one can find himself suddenly plunged into the most desperate of circumstances. Successful negotiation of this perilous track is the sum of tens of thousands of decisions, thousands of control inputs, and hundreds of directional changes. If done expertly, the result is pure rapture, resulting in the kind of delicious fatigue only achieved by concentrated effort coupled with superior skill.

Few riders attempt roads such as this. Even fewer return once they have had a sampling of such grueling and unforgiving fare. But for a select minority, the spoils are sublime and addicting, much like those realized by a beleaguered group of expert climbers when the summit of a particularly difficult mountain is reached: exhaustion, exhilaration, a profound feeling of accomplishment, and a sense of mastery over technology and terra firma. Whatever form they take, for a motorcyclist, these rewards can be found in abundance—on a road such as this.

關於求生反應

tempest 於一月十三日提出這個問題。經徵詢本人同意,轉來討論。=)

2003.01.13

最近看了一些書和雜誌的文章, 和朋友出去騎車時紀錄了一些照片和動態影片
發覺自己騎車的不順暢主因還是來自於求生反應(survival reaction)

回想起剛開始騎車時, 最常遇到的兩個麻煩…. 第一個是目標鎖定(target fixation)
經常過度把注意力放在前方的目標, 而沒有正確把視線放在行進方向
比如說在前方車友出現失誤時也跟著差一點出包,
或者被對向聲勢驚人的大卡車搞得心驚肉跳

第二個是遇到路面不平整時, 對手把過度施力
比如說某次在彎中碰到人孔蓋造成龍頭晃動, 本來應該放鬆身體,
讓車身自行回復平衡狀態
但因為緊張想用力抓穩手把, 反而造成晃動的放大 反而更加危險!

K.C先生的Twist II提到: “求生反應是人體本能的反射動作,
其目地在於避免受到傷害 但結果通常適得其反"

當然有些問題可以透過機械的調教/加強來減緩, 比如說防甩頭(steering damper)或ABS
但是一般而言, 人為的失誤比車子所造成的問題更多!
記得在某避震器調教指南的網站也提到
“即使再好的避震系統, 也無法解決不當操控產生的問題"

前面舉的是我自己的例子, 在書中K.C也有談了很多其他的例子
就騎乘摩托車來講, 因為求生反應造成的問題一定還有很多
我想問的是, 如何試著學習控制恐懼? 或者是說, 如何避免求生反應造成的不當影響?

ps1. 這個問題如果post到news group上, 通常答案會是
去參加riding course或track days :)
ps2. 就我自己而言, 恐懼和高速不一定有關, 比如下坡彎, 即使速度已經相當低,
求生反應依然相當明顯 -_- 故有此問


“習慣騎乘的方式"和"習慣心中的恐懼"是不同的
忽視恐懼的必要性, 反而會危及自己的安全
from “流行騎士"雜誌

摩托文化‧全新視野

因某新聞研究所友人欲寫性別與科技小論題,選到摩托車與女性,但此領域在國內資源,比沙漠狀態還慘。他遂在口傳之下,找上了我。下面一篇文章是我 2000 年時所寫的,也是提供這位友人的參考方向之一。

2000.03.13

把標題改掉了,因為我對於摩托運動的發展比較有興趣。剛好有網友提到,那就來個借題發揮,野人獻曝一番。 小弟認為,

『人文要素﹝註一﹞』在台灣摩托運動中之『不佔有地位﹝註二﹞』的現象,將會很深刻地影響到未來機車運動『整體覺醒﹝註三﹞』的過程當中,所可能或無可避免必須要面對的一些問題:

1) 摩托運動發展的向度為何?
2) 台灣摩托運動因地域因素而將面臨之發展先天瓶頸為何?如何發展出地域『特色』,要如何因應先天瓶頸?任由市場機制決定嗎?還是大家另有期許?

3) 社會主流價值會如何來定位摩托?
4) 社會主流價值會以哪些管道來擷取資訊,據之而定位摩托?
5) 摩托界如何開發新的管道以讓社會能夠更了解摩托?

6) 摩托界如何定位自己?
7) 摩托界如何與社會互動?
8) 摩托界對社會應有的責任?

9) 社會要如何給摩托應有的地位?
10) 摩托界如何說服社會給它應有的地位?

11) 摩托是文化嗎?文化的摩托在哪?
12) 台灣摩托的歷史?

13) 摩托的終極期許?

臨時想到的,很籠統,我也沒有很好的能力和可用的工具資源去討論細節。上面的十三個問題都必須加入所謂的『人文要素』才可能有比較漂亮的解,至少我是這樣子想的。

註一:人文要素是一種價值,可以運用在發展或是進行某一個件事的過程當中,來『滲入』這個事情的發展,最後進而影響到後續的進程或結果。

註二:不佔有地位的意思是,人文要素在排氣尚未解禁之時(當時為2000年, 現已解禁),摩托界似乎沒有好好地運用這個利器來推動摩托運動。大多數的切入點為機械的,如改裝上:技術的,如操駕技巧上;觀念的,僅限於安駕與道路觀念;運動競技的,如舉辦相關賽事;運動欣賞的,如收視相關國外賽事。這些都很好,但是卻一直推廣不開來。給所謂外界的觀感和印象也似乎一直停留在某個層次。如果能加入『人文要素』,那影響層面將可以更深更廣,連上了年紀或廣大的女性車友都可以是極為龐大的運動母群。

註三:整體覺醒,就是說開始了解到:

1) 啊,瓜皮不是帽
2) 啊,車子可以做通勤外的事
3) 啊,摩托可以是運動
4) 啊,速克達不是摩托車
5) 啊,碼表是快樂的
6) 等等,請自行填入

算是Sammy Miller Museum參訪後的小小觀感吧?

關於求生反應 – 女性騎士

問:所以女生款的車:如意、心情、小丸子…才要配鼓煞?到底是女生真的普遍都這樣呢..還是只是世俗對女生的偏見?以前曾教女生用碟煞,還是有教到可以煞得很順的。

答:這個討論主題已經 divides 到兩個層面,一個是 tempest 的原問,另一個是女性 cognition abilities 問題。 tempest 的問題有點複雜,我們可能要花時間想一下。不過,關於 jeekid 提出的『還是只是世俗對女生的偏見』,這裡剛好有一本文獻,可以引過來參考。

文獻:Sex and Cognition
Paperback: 232 pages; Dimensions(in inches): 0.51 x 8.94 x 5.94
Publisher: MIT Press; ; (July 31, 2000)
ISBN: 0262611643

騎乘的過程中,主要包含了兩種認知方面的能力,其一是 Motor Skills, 另外一個是 Spatial Abilities.

Motor skills 在真實世界的展現(display), 最主要的是 accuracy of aiming objects at a target(瞄準目標的精準度). 主觀方面牽涉到受測者的視覺與 muscle manipulation(肌肉的控制)。

Spatial abilities 則是對於空間的呈現方式的認知能力。空間可以是開放、封鎖、連動…等等。大家國高中不是做過智力測驗?把三維物體用兩維空間呈現,並且要求測試者作一些相關的測驗嗎?

Motor skills combined with spatial abilities, 就是可以針對這個主題(jeekid 所提出)的切入點。

以這一本 Sex and Cognition 呈現的實驗結果來說, motor skills, 男性在比較大的 magnitude 普遍優於女性;女性則是在 minute scale 上佔優勢(如穿針引線)。

Spatial abilities, 研究的結果是,總和男性優於女性。但學齡前教育的影響,仍不可忽視。

可以再加一個 Perception 的認知能力。但這樣一來就要同時討論三個變數,難度太高。
所以我的結論是,至少到現在為止,那是偏見,但還是有相當的理論和實驗基礎的, but it’s probably not innate.

重車開放前之短文

寫在重車即將開放,風潮欲來的當時,內容有提到我的心路歷程,和 Motomosa.com 這一個站的雛形,有興趣的人可以參閱(又臭又長)。現在看來似有先驗詛咒。 2000.07.07

※ 引述《mopher.bbs@bbs.thu.edu.tw (鳥文章量販店)》之銘言:

前略,暫不回應。:)

> 告訴大家
> 火力對準公部門會比對準網路上跟你意見不同的人更有效
> 可以去參加交通部的競標
> (雖然我詳閱競標公告之後發現,我們未來重車規則的制定者可能
> 根本不騎重車)
> 可以努力進入公部門來改革制度
> 可以寫學術論文來突顯這個現象
> (重車界代表著一種非正式部門的交通工具,可以去研究其
> 經濟行為,政策制定的正義問題,族群的定性定量分析)
> 很遺憾,我目前沒有看到這種論述被生產出來

大家好,小弟比較喜歡舉證論述個人小小觀點,我是之前的FEMA。^^

1) 交路八十九字第零零五八六九之一號公告稿,主旨:『因應150cc 以上重型機車開放進口領照後,我國機車駕駛人訓練與考照等相關法規制度配合調整之研究』,mopher兄所言之招標公告應該就是這一個吧?

其實還有另外一個,『因應150cc 以上重型機車開放進口領照後,我國機車車輛管理相關法規制度配合調整之研究』委外研究計劃。

2) 基本上,參加投標的資格限制極嚴,看來看去最有可能得標者為,

a) 交通部運輸研究所

其他可能參加競標者,

b) 台大土木工程學研究所交通工程組
c) 交通大學運輸工程與管理學系
d) 逢甲大學交通工程與管理學系
e) 成功大學交通管理學系
f) 淡江大學交通管理學系
g) 中央大學土木系運輸工程組
h) 財團法人中華顧問工程司
i) 鼎漢國際工程顧問公司
j) 其他(不是很清楚,有人可以提供資訊嗎?)

所以說啦,大部分的網友跟上述的單位都沒有什麼關係,因此雖然mopher兄建議網友參加競標作業,但實際上恐有相當程度的困難。不過mopher兄有提到一點,小弟個人認
為是值得參考的,就是『火力對準公部門..』此一觀點。

不過說實在的,只是寫信去交通部並不會引起多大的注意。前一陣子不是有網友將交通部的回信貼出來嗎?那一封交通部的回函內文,恐怕很多人都只是看頭看尾,然後就
不知要如何針對交通部的回函說明內文再次進行回覆吧?

小弟個人是認為,欲從制度面體制內著手,首要條件則是必須先了解現有制度,了解之後才有辦法兔交通部的草。不過,如此途徑好像相當的吃力不討好,有時兩面都會不
是人。

3)『雖然我詳閱競標公告之後發現,我們未來重車規則的制定者可能根本不騎重車』。

這點是蠻可以確定的,至少,從無到有,相關法規制定之『初』時的情況很可能會如這樣子。北歐西歐北美諸國,數十年前開始認真面對摩托問題時,那些當時掌有權力,可以操不知多少摩托之生死大權者,大多皆非『圈內』人士(騎士)。等到各國摩托權益組織前仆後繼,『無所不用其極』,體制內外舉辦活動研習研討聚會,數十年後才爭取到應有的地位,摩托地位情況才大有改善,政府相關單位的主其事者也漸漸與摩托界的關係益形密切。

各國殷鑒不遠,眼看台灣摩托又將步入同樣的歷史途徑,這種感覺是很奇怪的。不過,這又好像是生命中不可逃避之過程乎?Help!!

4) 『可以努力進入公部門來改革制度』。

來不及吧?小小職等也難憾山河。我同意你的信念,但不認為你所提出的方式可行。倒不如運用現有基礎和人力,既然重車開放猶如箭在弦上,社會賢達車界資深人士可以使用不同的方法和途徑獻策。不過要以個人的單槍匹馬可能無疾而終,團體是需要的。乍聽起來好像沒啥小路用,可是放棄參與制定政策過程的機會,說起來是蠻可惜的。現不為之,過幾年社會就可能要開始付出相當大的成本來彌補今日之苟且擬法。君不見此等情事每日上演不墜?:(

民間的形形色色摩托團體或個人在這個議題上,不知道以前曾經使用過什麼樣的方法?板上的前輩們提供一些資訊吧!!Please~~~

5) 『可以寫學術論文來突顯這個現象』

這是蠻難的,原因有好幾個:

a) 研究者如欲撰寫相關議題論文,國內可供參考的的資源相當不樂觀。我曾經檢索過數十年來台灣地區博碩士論文中研究主題與『機車』或『摩托車』和『速克達』有關的所有上架論文,沒有一篇是跟這個領域扯的上關係的。沒有,一篇都沒有。有人知道的話請告訴我,我想借出來看一看說。^^

比較類似,探討摩托與社會現象的研究要目如下,我不是記的很清楚:

i) 車廠推陳出新車體外觀與青少年的消費習性關係(好像是大葉工業設計研究所?)
ii) 民眾對安全帽與安全帶使用特性及規定實施滿意度之研究,交大交通運輸研究所

相關的論文很少有探討到社會現象的,不過對於安全帽的研究論文倒是有一大堆。

b) 國外也很少有探討『排氣限制下』的摩托社會現象的相關報告或論文。因此研究生真要撰寫一篇突顯重車開放與未開放的這個問題,連國外的資料都很不好找,因為據我所知,有排氣限制的國家在世界上應該是極為少數。所以基本上是沒有什麼人會作這方面的研究。我也曾經試著到美國的Department of Transportation(DOT)圖書館查館內自五六零年代收錄有關motorcycle的各國研究報告,找了好久,是有台灣留學生研究台灣的摩托與社會現象,但是就是找不到跟重車有關的。

c) 北歐諸國常常會舉辦一些跨國際的心理學或社會學研討會,前一陣子我才遇到一個準備要去某一研討會發表『摩托心理』的挪威博士後研究員。美國的Temple University人類學系所也有一位大學女生剛發表一份名為,

『Reading, Riding, and Resistance: Responses of Women Motorcyclists to Images of Women in the Motorcycle Press』的論文。

以人類學的角度來探討摩托雜誌上物化女性的這個現象,對於女性騎士所造成的觀感影響。這個女的自己本身就是摩托騎士(Catherine M. Leonard-Blackley)。

之所以舉這兩個例子的原因是,要研究這個問題通常要有很紮實的社會學和心理學的背景,最好是擁有跨領域的才能和才華。一般而言,以台灣的現象來說,會真正接觸摩托的人通常是男性,對於重車有研究的,又有能力和資源寫相關論文的騎士,為數就不是很多了。再加上要有跨領域的認知,不怕這一篇論文寫下去從此被打入冷宮,那又更少了。總要顧慮到未來的出路吧?最後是研究資源少的可以,當然,數十年來幾乎不曾出現探討這個現象的專文論述,這個狀況好像就不是很難理解了。

> (重車界代表著一種非正式部門的交通工具,可以去研究其
> 經濟行為,政策制定的正義問題,族群的定性定量分析)
> 很遺憾,我目前沒有看到這種論述被生產出來

沒有看到的原因如前所述,難找自是有因。不過,往者已矣,來者可追。有重車的車友努力吧,我還只有一台速克達哩。^^

交通部運研所有出版一本叫做『150CC以上機車於國內開放產銷之衝擊研究』的報告。
這一份報告超級重要,將會是未來制定政策的指標。看過之後我個人覺得寫的其實蠻不好的,正準備好好給它兔草一下。有興趣的人可以從運研所網站下載這一份報告:

http://www.iot.gov.tw/chinese/download/report/subject/S8717.zip

檔名為S8717.ZIP,大小278KB,格式word 97。

不然台北的話可以去正中還是三民的政府機關圖書出版處洽購,高雄可以去青年書局(印象中?),地域性的各大圖書館應該找的到,國家圖書館官書區也有。一本索價兩百元。

我不是政府官員。:P

先針對您的『一個重車車友反對開放的心聲』最後四分之一段作些回應,算是個人小小的意見囉。也希望您能不吝繼續指教,謝謝。:)

騎姿問題

2000.06.14

難得坐在機車後座,於是順便觀察了一下朋友的騎姿問題。 1) 轉彎打燈不確實

這可分幾個狀況來講,第一個是準備切入待轉區的時候,台灣人十個有九個不打燈。這樣會讓後方的直行車輛搞不清楚你的行車動態為何。所以還是建議要視情況打個燈。

第二個是,準備右靠停車。這她也忘了打,只要是減速準備右靠停車,或是減速只是要找地址或店家,都應該打右燈告知後方車你的動向為何。

第三個是,發動車後,準備左切入慢車道。開車的人有八成會打燈,騎車也要比照打,不應該偷懶。不然後方車容易追撞,或造成後方車因你的未打燈直接切入主線道,而
造成他的左靠,排擠位於快車道的後方來車。

2) 雙手一直搭在前後煞車上

這邊指的是 scooter, 不是 motorcycle. Scooter 的前後制動在左右手相對側,而 motorcyle 的後煞(至少在七零年代後)是在右腳。

除非在市區行駛中,前後車距離過近,明顯需要爭取緊急反應時間,才把雙手搭在制動上,不然雙手都應該確實抓緊(此緊非緊也)握把,而不要去碰煞車。

還有一些東西,不過我要去吃晚餐準備回埔里了。祝大家週末愉快。