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Messages - bluefoxicy

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1
General Discussion / Re: Motorcycle dealerships - a new trend?
« on: February 23, 2017, 09:32:03 AM »

The editor replies that "Owners of of automotive dealerships are snapping up (motorcycle) franchises from smaller powersports dealers and turning them into mega-stores where the primary mentality is profit."

That sounds like a seasonal or regional thing, either trying to grab early-spring buyers or get money out of a gentrified area.

If a dealership tries boosting the MSRP with Zeros it is really going to cut into their yearly sales.   ::)

And then some.  Money moves in steps--each pay period, each year, whatever.  Higher margins means fewer pockets getting that money at each tick, which means even if they capture a certain demographic, that demographic will have less to spend on other things--it'll cut into some other business's yearly sales (and associated jobs).

Thing is you can get a new motorcycle quote online from a lot of manufacturers.  You can have them send that to the dealership, and that's what you pay.  Their ultimate strategy might be to get MSRP by making people feel good about "beating them" and "getting a fair price" by going to the manufacturer for a quote.  Customer thinks he's "sticking it to the man", dealer is getting no-haggle prices and laughing at these fools who think they outsmarted 'em.

I think I like this.  The manufacturers inventory the vehicles at a price well-below MSRP; the MSRP is a few thousand dollars of profit on cars.  A Kawaski Ninja 1000 is under something like $9k inventory, $12K MSRP.  Buyers haggle the prices down, so the real price is kind of obscured; US auto manufacturers are high-profit gigs at around 12% net profits (luxury manufacturers such as Tesla are as high as 22%), but a lot of businesses are net 4%-8% operating profit average over 10 years, and the average US corporate profits are under 10%.

When MSRP is the price, they're going to have a bit more trouble moving a $25,000 car when the $23,500 Suzuki is about the same deal.  Those MSRPs might come down closer to inventory as they try to out-price each other.

Dealerships have been steady at 2.2% net operating profits for years, by the way.  Haggling takes some of the price competition away from the manufacturers by making sale prices hard-to-predict for those of us who don't have an inventory price sheet.  It's a fun game (especially if you're cheating), but we pay to play.

2
General Discussion / Re: CA EV gas tax proposals
« on: February 23, 2017, 07:29:25 AM »
Amen. Again, it's not a perfect system, but one way or another we have to pay to maintain the roads, and this seems a lot more equitable to me than doing it out of the general tax fund.

It's easy to get people to go along with something unfair if you can convince them it's fair.

Through several mechanisms, usage taxes push the cost onto the poorest and relieve the richest.  The people who receive the least wealth for their time are made to pay the most.  That's a disproportionate exchange of labor for use.

Let's say you make $27/hr (United States median household income).  You drive 12,000 miles per year at 30mpg and you pay 25 cents per gallon of gas tax.  That's $100/year, 3.7 hours of labor.

If you make $8.25/hr (minimum wage) and drive 12,000 miles at 30mpg, that's 12.1 hours of labor.  That is to say:  for the same driving, you pay 3.4 times as much in terms of working labor cost.

If you're a commercial freight driver, it doesn't actually matter what the gas tax costs; that's an expense, you roll it into your fees, and that moves down into the cost and the eventual price of the product.  Freight costs averaged $1.91 in 2016, with a $0.17 cent per mile fuel cost, and account for roughly 50% of the retail cost of many goods (such as food and clothing).  That means the cost is 8.9% of the freight cost; a 25 cent per gallon fuel tax comes to 0.49%.  The $27/hr guy and the $8.25/hr guy both pay this pretty directly--about 9.1 hours of labor for either.  Compounding effects aren't explored here.

When you get up to people making $100/hr, things change.

The $100/hr guy only drives 20,000 miles, including a fancy sports car that gets 18mpg.  That's $277 or 2.77 hours.  He also invests about 9% of his gross income into his 401(k)--roughly $13,500 post-tax, $18k pre-tax--plus expends a large amount of income on his house and intangible goods like insurances.  Call it 30% in total and he only pays 0.343% of that additional fuel tax on purchased goods and services, 6.86 hours.

So a guy making $27/hr and driving 12,000 miles pays 12.5h for roads; a guy making $8.25/hr and driving 12,000 miles pays 21.2h for roads; and a guy making $100/hr and driving 20,000 miles at 18mpg might pay 9.63h for roads (or as high as 11.9h).

If you can avoid getting super-liberal about it and trying to eat the rich for being rich, you can also point out that richer people are also generally benefiting from income made by shipping those goods out to consumers--those consumers pay that fuel tax involved in the shipping of goods to them, and the revenues generated by the sale of those goods provide the source of income to pay paychecks of engineers, managers, and executives.

Calling this "equitable" is myopic.  It's saying, "Well, you touch it, and we charge you more pennies the longer you touch it."  Turns out you can play with it longer and harder and spend less time under the whip for the privilege than the next guy.

It's also hilariously bad logistics.  The infrastructure costs are going to be largely based on economic activity; a general fund funded by an income tax is going to directly take part of that, and automatically adjusts for it.  Because of the haphazard unevenness of a fuel tax or mileage tax, you'll need to keep adjusting that tax--notably, every bit of economic progress (technical growth) that doesn't make roads easier to build will require raising that tax.  It's going to have to increase faster than inflation.

"Not a perfect system"?  It's one of the worst systems ever designed.  (Sales tax is the worst; a flat-tax general fund would be worse only because of its extreme scope, and it wouldn't be worse than a sales-tax-driven general fund--which would totally destroy the economy in a month.)  Use taxes only make sense when the government is providing a commodity (because then you're buying goods), like water; and even then, minimum usage rates make the most sense in most such systems.

Inequitable, inefficient, and unstable.

3
General Discussion / Re: CA EV gas tax proposals
« on: February 22, 2017, 07:45:37 AM »
To me, assuming you're going to need to pay for road maintenance with some sort of tax, a fuel tax makes a lot of sense.

Why does it make sense?

An income tax pulls a proportion of what amounts to all of the total production of the entire economic unit (state, nation).  For individuals, expenses are non-deductible; whereas businesses deduct expenses (wage, supplies, outsourcing) because they're paying those to producers (workers, other businesses as abstractions of workers).  Import labor and supplies is expended on stuff not produced here, so isn't taxed, isn't counted as income (GDP, total personal income, total taxable income), and isn't part of our productivity; export labor and goods are sent out of the country, and we count the money coming in as income and tax it, which completes the other side of reflecting what we produce.

As our ability to produce scales--with population, technical progress, or even trade (buying crap we can't make easily from someone else, and using our labor to instead make things we can produce more-effectively)--our load on infrastructure increases, and so does the absolute purchasing power of a proportion of the income.

All production and consumption works its way through infrastructure.  Goods you purchase are moved over roads, for example.  Even in the most fundamental sense, technical progress requires that we replace some jobs with fewer jobs, then use the remaining labor slack to create other jobs--which creates transitional unemployment (individuals) and a reserve labor force (the U-3 and such statistics)--thus welfare is part of our responsibility to maintain the labor force, and represents a proportional cost (which, by the way, shrinks as trade and technical progress increase wealth and decrease the cost of living).

A fuel tax just encourages strategies like using large, heavy freight trucks with high-PSI tires to ship more goods at once, increasing road wear per mile while decreasing fuel usage.  Freight trucks consume a hell of a lot of gas accelerating, and very little cruising.  We could slap a KERS in them, but largely they just try to cruise a lot.

Fuel taxes also could (but likely don't) encourage less driving in total.  High fuel costs ($4/gal) drop miles driven substantially, whereas a fuel tax might represent 23 cents of a $2.25/gal price.  A substantial fuel tax would increase this pressure, which would do nothing to reduce the freeze-thaw damage done to roads in cold climates, or the expansion damage done in hot climates (roads buckle in New Mexico from overheating).  From an engineering perspective, traffic only damages roads once they've been cracked and broken by weather.

Why is a fuel tax more sensible than an income tax?  Why is it sensible at all?

4
General Discussion / Re: New rider, looking at Zero Motorcycles
« on: February 21, 2017, 11:49:20 AM »
That's good.  A coworker (who's an experienced rider) recommends getting something cheap too, similar advice.  I guess there's this thing.

I'm still targeting a Zero, but I can buy a Kawasaki right away for the riding experience.  Good to know the Zero's going to hold up to being dropped a few times, or at least are easy to repair--day one or ten years in, I doubt I can ever reasonably expect to never go over on a bike, although I know people who have come off all of once in 20 years.

Who knows?  Maybe the 2018 model will be cheaper/better/etc. or I'll be in a position to pay off my mortgage first and can take a bigger loan on a shorter term (because getting a J1772 port would make sense encourage my fantasy of a Tesla El Camino or Mazda 3 hatchback electric, also add $2,000 more cost).

5
General Discussion / Re: CA EV gas tax proposals
« on: February 21, 2017, 06:21:05 AM »
my main argument is extremely simple. The government currently takes more than half of "my" income. The problem is not the amount of money they take it, its how poorly they use the money they already receive.

Actually, in 2013, the Federal revenue was equivalent to a flat-income-tax rate of 29.97% on all taxable income excluding benefits paid from welfare (generally the government counts food stamps, unemployment, and social security as taxable income--which is ridiculous, because your straight income comes from productive work and represents a portion of wealth-creation; welfare income is taken from that and handed to someone else, and taxing it only re-taxes money which originated from productive work done somewhere else.  Welfare is a government service paid for out of your productive output, and taxing it is ridiculous).

Federal spending was higher than that.  Deficit spending is okay so long as it's slower than inflation--if the debt grows slower than its inflation adjustment, then its purchasing power is shrinking, thus you're getting out of debt.  We had some years where we were growing debt for real; we're about at-pace with inflation now, last I checked.

I don't think anyone would argue that the (just about every) government is not very efficient when it comes to spending our taxes and I think that is what really irks just about everyone.

Actually, that's not true.  The government does some inefficient things, at least in the narrow view; and it also operates extremely-efficiently at many things.

In some large part, certain government services are only efficient as government services.  This can be absolute--roads, police forces, and military defense--or it can be economic.  High-wealth societies (high degree of technology) expend less on medical care, and are thus more-efficient with things like single-payer healthcare systems--optimized by having mandatory employer-provided healthcare to create market forces (consumers want low-price goods, employers want low-cost and so argue for low-price health insurance, insurance suppliers want low healthcare costs, and healthcare providers have an absolute cost floor and cannot go below a certain price), then using that negotiated healthcare pricing as a benchmark in single-payer negotiation.  Low-wealth societies are actually less-efficient and unable to supply this, and have to take a strategy where the poor just get sick and die or else they end up spreading poverty without any real way to even supply the healthcare they're trying to mandate.  Such considerations are usually ignored in favor of idealism in political discussions.

In another part, though, government organizations are surprisingly-efficient, both in absolute and relative terms.  Large governments have large tax bases and can take on expensive projects, so a $3 million upgrade of systems costs the 153,000,000 American workers 1.96 cents each while controlling expansion of administrative overhead to the tune of a dozen $80,000/year workers.  I've seen US government approaches to major operational projects, and many administrations are highly-effective in execution of major projects.  Those organizations also idle a lot of their work force, so often seem inefficient because there really is a lot of waste.

When I moved into the private sector, I was... confused, to say the least.  The lack of proper project management in enormous companies pulling multi-billion-dollar profits meant a lot of repeat work, failure, support calls, down time, lost revenues, and repeated purchasing of hardware to replace hardware that was inadequately spec'ed the first time.  I saw higher than 80% project failure rates, meaning a department with a $10 million budget was spending less than $2 million on anything useful, and $8 million on work that produced no result and was ultimately abandoned; and the successful projects wastefully applied resources and strung themselves out for years instead of months.

I've also watched those businesses reorganize, apply new management processes, and cut down failure rates and turn-around times massively.  I've seen SLAs become feasible.  I've seen projects that lumbered along for half a decade get restarted, organized, and completed in 4-6 months.  The inefficiencies are falling away.

It's strange to watch how governments operate; it's even stranger to consider how very bad some large businesses are at doing anything.  Sometimes it's hard to even determine what problems are real.  My basic litmus test is to look at business net profit margins:  if a major road construction business is pulling 70% net profit margins, then the government is overpaying for roads; if it's pulling 10% profit margins, then all the anomalies like dragging their feet to draw out their contracts and siphon more government money are just ways to distort the per-hour price--negotiating a below-cost hourly contact price and inflating the hours required to hit profitability.  That's a good starting point because it actually tells you what contract work costs and most people are concerned with how much the government will pay for things they think they could buy for less--the question is, are those prices really over-inflated, and are we being scammed out of our tax money?

The real problem with governments is their impact on the economy at large.  Regulations, welfare, and core services are required to maximize efficiency; figuring out what regulations, welfare, and core services we need for the maximum efficiency is hard.  On one end, we have USSR-style failures where the government tries to dictate the economy and fails; on the other, we have anarcho-capitalism where we let the free market do everything and end up with a bunch of inefficient garbage and an eventual megacorporation buying it all up and becoming the de-facto government due to (of all things) superior efficiency in certain central authorities.  The perfect balance continuously moves, as well, so we aren't going to discover the magic formula and live happily ever after.

6
General Discussion / Re: CA EV gas tax proposals
« on: February 20, 2017, 08:15:36 AM »
These tax schemes are dumb.  The best type of tax is income tax.

Taxes on liquor, cigarettes, gasoline, vehicles, and the like sound good on paper for various reasons.  They all also represent a proportion of spending--which may also sound good on paper.  After all, rich people buy more liquor (for their parties), drive sports cars, and buy all those fancy cars, right?  Rich people might have a collection of 40 sports cars or motorcycles.

Well it turns out they still don't drive 40 times as much, consume 40 times the gasoline, or whatnot.  Your $50,000 income earner is going to pay $165 for each of his two vehicles ($330); your $5,000,000-income earner is going to pay $165 for each of his 50 EVs.  So at $50k, you pay 0.66% of your income; at $5,000K, you pay a 0.165% income tax.  ... oops?  Obviously, if you're poor, that single junker vehicle registration is 0.825% of your $20k income, too.

People drive an average of 12,000 miles per year, according to DOT.  If your rich guy makes just 10x as much ($500,000 vs $50,000) and his sports car eats twice the gasoline, then he's being taxed at a lower income-proportional rate until he's driving 60,000 miles per year or 165 miles per day; and for a straight mileage tax, it's 120,000 miles.  On the other hand, independent freight truckers will get hit harder with a mileage or fuel tax, despite not being particularly rich.

Sales tax doesn't apply to investments.  Rich people don't pay so much in sales tax; they pay income tax on on stocks and exercised options awarded as compensation, and on short-term gains (1 year) on those stocks.  They pay 15% capital gains on long investments (over 1 year holding).  Rich folks apply a larger proportion of their income to savings and investments, thus sales taxes impact lower-income households more.

We call these regressive taxes.

Beyond that, incomes scale directly as a proportion of productivity.  The buying power of all of the income in the United States or in any given state is equivalent to everything produced and sold in that economy.  As technical progress increases what we produce for the same labor, that buying power increases; and as population grows and straight production increases, so too does the total buying power.  In the first case, the buying power per-capita increases, which means you can accomplish the same with a smaller proportion--you can lower taxes and be able to provide the same services; in the latter case, the take automatically scales with the population and the load that population puts on the economy, thus you can supply the same government services without raising taxes.

The problem is raising income taxes requires announcing to everyone that you're taxing them, directly, out of their paycheck and profits.  It's politically-infeasible.  People react less to things around them getting more expensive (because they feel they have a choice to not pay the tax--just don't buy so much gasoline; drive less), and of course wealthier interests are largely-exempted thanks to the increase being smaller fraction of their income than would be an actual income tax adjustment.

Income taxes are honest.  Registration taxes, gas taxes, and other service taxes are methods of hiding taxes and, especially, regressive taxes.  Like flat taxes, they're useful only for specific goals--such as bottle bills taking a deposit on beverage containers, which encourages behaviors reducing the amount of litter in the streets.  Use with extreme caution.


7
General Discussion / Re: New rider, looking at Zero Motorcycles
« on: February 19, 2017, 08:45:49 PM »
Commute is 14 miles, and there's a light rail station in the parking lot of my employer's corporate office and 1.7 miles from my house.  I've walked it a few times.

I have bicycled for grocery shopping (15 miles away, even!), although these days I'm less in-shape and don't consider my willingness to put out the time and effort as reliable.  Much of it's time, really:  even an eBike is going to maintain 20mph whereas I'll average 10mph; I don't want everything to take 3 hours.  Mind you, I'll take the city streets to work for a 40-minute ride on a motorcycle; I'm not ready to get on I-83 on two wheels.

I have several contingencies.

8
General Discussion / Re: The latest big tariff idea
« on: February 19, 2017, 08:40:46 PM »
Well it forces them to either build a factory over here or you send it over in pieces and then "build" it over here.  It gives Americans jobs either assembling their bikes or building more U.S. brand bikes by the reduced sales of over priced EU bikes.
Other countries give state money to companies letting them charge an artificial low price so look for lots of tariffs very very soon.
Good or bad.

Bad, really.

Everyone looks at the direct effect--you build a factory, your factory employs people.  That doesn't mean "Net Creation of Jobs", but it's politically easy to point and say there are jobs here that weren't here before.

The trick is economics is really, really complex.  Too complex to think about.  Just take a hard look at money.

Money is essentially an intermediary for the trade of labor.  If I make $20/hr and you make $10/hr, then I can work 1 hour and induce you to work 2 hours.  (Note:  this ignores business overhead (wage-labor cost), business profits as part of the fraction of price, taxes, and the like.)  If we double all of the wages, then ... well, I make $40 and you make $20, but I can still buy the same stuff because I still have the same buying power.

In concept, imagine 10 people work for $10/hr to make 5 chairs.  That's $20 per chair.  Each $10/hr worker has to expend 2 hours of labor to afford 1 chair, so a chair is purchased for $(2h).  Now we reorganize their labor method.  10 people working $10/hr can make 10 chairs.  That's $10 per chair, and each $10/hr worker works 1 hour to afford 1 chair--purchased for $(1h).

Say you want 2% inflation (the Fed actually targets this), and this progress occurs over 10 years.  For the chair to still cost $20, the workers must make $20/hr; and for the chair's price to have 2% inflation, it must cost $24.38.  At this point, the worker's wage must also be $24.38--1 hour, 1 chair.  Interestingly, so long as the business profit margins don't increase, this means that wages must increase faster than inflation (22% inflation, 244% wage growth).  This is why the median-income household spent 33% of its income on food in 1950, 16% in 1990, and 12.5% in 2015.

That doesn't even discuss things like debt, the use of inflation, fractional reserve, and other important mechanics.

With money being an exchange of labor, only so much can be--and is--exchanged in a given time frame.  That is to say:  the amount of money spent between January 2014 and June 2014 is roughly fixed, especially when accounted for in terms of trade of labor-hours.  Money can shift around of course--savings and debt do that--and the end result must always account for labor induced versus labor required to produce products.  Consumer income is used to purchase, and that revenue is used to pay wages and thus becomes the next round of consumer income.

That brings you to wage inequality.  As we all know, a fixed minimum wage will decrease in purchasing power due to inflation.  As a secondary effect, with businesses making the same profit margins (margins are usually a factor of things other than employee wage), the price of associated products decreases, and the number of goods consumers can purchase increases.  This creates more jobs by spreading that proportion of income thinner--that is, it pays people less, and thus pays more people.  Because low wages are crap, we have to true up and raise the minimum wage now and then; this also trues up jobs, and concentrates the income into fewer hands--fewer jobs.  It's a necessary action in a minimum-wage system.

So how does this impact trade?

If you take a look at Men's and Boys's Cotton Trousers and Shorts, the import cost is $6.12 per pair.  The price to import a 40-foot shipping container with 20,000 units from China to the United States is under $1,300, or 6.5 cents per pair; outsource labor is roughly $6.06 at a Chinese rate of $3.20/hr, or 1.89 hours.

MBCTS retail on average at $14.97 (rough data collected from Google; not important for a conceptual model, and I'm not trying to predict precise numbers).  About half the price is actually domestic shipping (trucks); roughly 10% is business profits; a very tiny fraction is retail workers, because cashiers make 998 scans per hour (0.83 cents per item) and inventory specialists stock shelves about that fast.

Generally, taxes and benefits cost 25%-40% of an employee's wage.  Using 18% as a low figure, we can adjust these prices.  At $8.25/hr minimum wage, American factory workers would produce these pants with a retail price of $27.25; whereas a $21/hr worker (GM line worker wage) would produce them at a price of $55.68.

Let's compare China, US-Minimum-Wage, and US-21 ($21/hr factory worker) in terms of hours of work an American expends to purchase a pair of trousers.  We can compare the median American household income ($27/hr), the GM line worker ($21/hr), and minimum wage ($8.25/hr).

  • China:  0.55h; 0.71h; 1.81h
  • US-Minimum-Wage:  1.01h; 1.30h; 3.30
  • US-21:  2.06h; 2.65h; 6.75h

So if we're paying factory workers $21/hr, then a minimum-wage worker has to work practically a full day to afford a pair of pants.  Working longer hours to afford the same thing means we're poorer--and that's happening at every level here.

Secondary effects.

Because you're still working 40 hours, you obviously have less to spend.  That means you can either buy fewer pants or fewer other things.  If we're not buying pants, then we're not employing Americans to make those pants; if we're not buying other things, then same deal, unless those other things are Made in China, right?

...right?

...ehhh, no.

Remember I said retail workers make 998 scans per hour?  Every 1,000 fewer items purchased means one cashier at WalMart is out of a job.  Fewer items shipped means those fixed-sized freight trucks don't need to run, so truckers are out of a job, too.  Inventory as well.  Eventually, you've exceeded the size of a whole WalMart or such, and they consolidate sales to fewer retail centers, saving on infrastructure (electricity, roads) and other maintenance.  A lot of jobs are lost in the process even if people only stop buying Chinese-made things.

In rough calculation, eliminating Chinese imported trousers increases the net count of American jobs if you pay workers less than $18/hr or thereabouts in this model, and decreases the net count of American jobs if you pay workers more than that.  That is to say:  paying American factory workers the same sort of wage as you pay GM factory workers will actually cause you to lose jobs when you fire your Chinese factory workers.  The real magical number for creating vs losing jobs and the precise amount of working hours required to purchase things is probably different than the numbers I pulled here; the actual mechanism--that things will be more-expensive and that jobs are gained if we pay workers less and lost if we pay them more--is accurate.  I make no claims to have a crystal ball to predict WalMart's prices and number of jobs we'll have if things like that change; I only know in what general direction the result will move.

So, maybe more, maybe fewer jobs; in any case, Americans at every income level will become poorer.  What could make this worse?

Well, it's funny.  Malthusian growth is a thing.

We trend toward about 5% unemployment.  As unemployment rises above 5%, the labor force and population start to grow more-slowly.  College students go to grad school because they don't believe there are jobs for them (delaying tactic); older workers go into retirement earlier; and, yes, immigrant labor slows down and we bring fewer people into the country.  We actually buff out the unemployment in a few short years--for the ~50,000 jobs we could gain by paying minimum-wage Americans to make trousers, it'd be scarcely a few months.

The other way works, too:  when we have lower unemployment, people start exiting college early and entering the work force (good job offers), retiring later, and immigrating more for all the American employment opportunities.  We push unemployment back up to the point where people start feeling the pressure and the workforce reaches an equilibrium.

So the job thing doesn't matter long-term; but the poverty is permanent.

Oops?

What if they decide to reciprocate and slap a tariff on US bikes, that would hurt ZERO and any other manufacturers

It would hurt American manufacturers because we'd be unable to export and draw income in that way--the income allows us to employ more labor and thus supports the jobs we have.

If they have a trade advantage--that is, if Zero bikes are cheaper to import than to produce locally--then blocking those imports also makes them poorer in the above way.  Basically we slap their right hand and they stab themselves in the left so they can smear their blood on us in retaliation.

If someone is aggressive to you in the global trade market, your best option is to ignore them.  Let them slap tariffs on your exports; your own economy will be hurt if you reciprocate, so your optimal move is to keep open trade and import from them what's cheaper than making domestically.  Eventually they'll all be poor and your country will be a shining beacon of wealth in the world, and maybe they'll get it through their thick skulls that import tariffs hurt their own domestic economy.  There is actually no downside to keeping imports trade open, and a trade imbalance doesn't mean you're bleeding wealth out of your country--honestly, if it made you poorer to import, why would you do it at all?

Anyway I should stop talking about economics.  Nobody cares; in the real world, when you bring up economics, people retreat into magical fairy lands and argue entirely based on what they want to be true.  I like the topic (a lot) but my experience has always been people get angry and don't want to listen to reason.  When I tried to reason it out, everything I wanted to be true stopped being true, and it was really uncomfortable, so I guess I get it; but I'm still bitter at the world.

9
General Discussion / Re: New rider, looking at Zero Motorcycles
« on: February 19, 2017, 07:46:56 PM »
Ah, ok.  I usually don't consider people might be stressed in certain situations because I generally can't relate.  For perspective:  there's a giant dent in my car's rear bumper from when some guy decided to shove me out of the way and run a red light; I found the situation hilarious at the time, and my only comment was the people trying to use my car as a bullet stop while shooting at each other weren't shooting at him, so he shouldn't be in such a hurry.  Laughed the whole way home.

I can probably get a Kawasaki 250 or 500 for $2,500, no big deal.  I'm not really banking on never falling off the bike anyway; I'm still trying to figure out what I need for safety gear.  Hard-knuckle gloves, full-face helmet, boots, and a mesh jacket and pants seem obvious; I can also get neck braces, joint protectors (hard knee and elbow body armor), and spine protectors, but I don't know what's over kill.  On the other hand, I've always liked body armor--something about controlling risk.

I guess they also make drop bars and handlebar guards for the motorcycle so it gets less-damaged when you fall off, probably a good thing.

Point is it'll happen less with practice; but t-shirt and shorts isn't good riding gear ever, and there's always a chance the bike's going end over end.  You're probably right about that being more-frequent early in the riding career.

10
General Discussion / Re: New rider, looking at Zero Motorcycles
« on: February 19, 2017, 10:28:08 AM »
Fair points.  I'm used to having to find back-up transportation now and then, and have used rail and bus for months at a time when necessary.  I might get a $600 e-bike as a backup one day.

Why are new riders exceptionally bad with expensive bikes?  Unexpected kick from that much torque at inopportune times?

No problems with no ABS on the lower-end offerings?  I can drive a car without ABS, but a motorcycle... when bikes lose traction, nothing good happens, and a lot of nothing good happens really fast.

11
Representative David Miller, a Republican and one of the co-sponsors of the fossil-fuel requirement, is quoted as saying: "I want the electricity at my house generated by coal, because that's the cheapest way to go."   :o

That's USSR-style command economy.  The representative is stating that he understands best what businesses should produce and by what method, and so the Government should dictate the production methods for the good of the people.

This is starting to get into politics, though.  I like economics, but economics isn't generally discussed as a science; people take a political position and plug their ears as they try to cling to the ideals they want to be true.  That's why you see a lot of truly ludicrous explanations given in economic arguments--and a lot of meaningless ideals like "creating jobs".

12
General Discussion / New rider, looking at Zero Motorcycles
« on: February 19, 2017, 01:55:06 AM »
Soon-to-be new rider, looking at Zero Motorcycles.  I'll either get an S ZF13 (because I'm not comfortable with the short range of the lowest model) or an SR (because I don't like yellow, the SR doesn't cost that much more, and red is a nicer color).  I'm not exactly rich as all hell, but buying a $16k motorcycle as a starter isn't a big deal; originally (4 or 5 years ago) I was looking at $4,000 Kawasaki, but an electric motorcycle changes my regard toward the value proposition.

I used to bicycle to work about 400 miles per month.  I never have passengers and hardly ever carry anything; driving a car is overkill.  I've considered eliminating the car (the Zero Motorcycle should make that an $1,800/year savings, assuming 2 new tires every 3,000 miles).

So of course that means I need information.  Guess I should read these forums, find out something about tires, and get an idea about protective gear.  What I've seen so far suggests all experienced riders crash their bikes frequently enough to assume they're going to do it again, and thus emphasize safety gear as much as safe riding.

Still have to figure out the thing about tires.  Those Diablo Rosso II tires (stock on Zero S) supposedly work at low temperature (not in ice); this is different than car tires, where a high-performance summer tire will vastly-underperform a high-performance All-Season if the ambient temperature is below 50F.  This plus I might want to ride to work in the snow (taking inappropriate things into the snow is a thing for me), so alternate tires might be a thing--or else I'll get an eBike for those days and take the light rail.

Maybe in May.  I want to kill off some loans and have enough of an emergency fund to be financially-stable after this purchase; the loans will die the first week of March.  I'm going to use a 401(k) loan ($10k, the rest cash), meaning I need $2,500 cash on hand initially to cover taxes if I default the loan; there's no risk of credit history damage in a default, so I can cancel the loan if my financial situation requires that for stability in the future.  A $300/month 36-month loan will leave me room to add to my 401(k) during the payment term, as well, so I can recover and widen my financial contingencies along the way; I'll focus on paying off the loan itself in an accelerated structure in 2018 to restore the contingency.  The total cost of a 36-month-in-full term here is 1.61% APR or roughly $250, versus an 8.49% bank loan at around $1,000 from my credit union with higher risk.

(I'm still financially-immature enough to evaluate purchases like my house and a vehicle as a 100% total loss; I can't predict resale value.)

For now, I guess I'll read more.

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