Review of my new Scorpion EXO 700 'Predator' motorcycle helmet

The last helmet I purchased was an HJC CL-12 in the summer of 2001. It went *so* well with my ride at the time, a 1988 Gold Wing 1500. Not.

My ol’ HJC is gettin’ a little gamey inside, plus, protective gear does have a shelf life. Anything that’s protecting me from becoming an uncommunicative bed-ridden sack of meat is a thing that needs to be changed out every so often, in my opinion at least.

So, let’s see… There are $500 helmets, and there are $100 helmets. I can’t spring for the former and I just don’t trust the latter. Finding a good mid-priced lid with good features and that looks good is a heady task. I believe I succeeded with my recent purchase of my Scorpion EXO-700 ‘Predator’ helmet.

I was considering, at the end, the EXO-400 model, a Sparx (primarily cuz I dug the graphics) and a Bell. The contenders, left to right:
Bell Sprint Mako	Scorpion EXO-400 ‘Tsunami’	SparX-S07 Platinum

In the spirit of patronizing local businesses, I shuffled down to my nearby dealership to see if the had one of these. Alas, they carried HJC, Arai,Shoei, and some no-name helmet I’ve never heard of. They could however order me one at a price that was pretty spot on with prices I’ve seen on the intertubes.

Turns out, alas, that the helmet I decided on that day, the Scorpion EXO-400 Tsunami in black and red, was sold out or unavailable in my size. The sales fellow recommended that I consider the EXO-700 instead, as it was an exponentially better helmet than the 400. Ordering a 700 through their supply chain, however, would have run me $250. Before plunkin’ down two and a half Benjamins, I wanted to do a little research.

Well, the salesman was spot on. I’ve read a number of reviews from users at various sites and while the EXO-400 is a fine helmet at its price-point, the EXO-700 was superior in comfort, features, and quality. But it came at a higher price than I was expecting to spend.

Of the700 models, I had decided on the Predator style. I ride a swinging ‘02 Honda VFR and want to wear a lid that at least looks somewhat in the ballpark like my scoot. I narrowed my choices down to the exo-700 Predator in Black/Red or the Silver/Red. I decided on the Black / Red one.  And I found a great price on one in my size from a seller on Amazon.com. $208 including free shipping.

Fit / Finish

The Scorpion exo series of helmets I’m told have a very similar sizing/fit compared with HJC helmets, and I agree with this. The Large size exo 700 provides the proper snug yet comfortable fit all around my noggin. Helmets should be just a tad tight to get on at the beginning but comfortable when your head is properly inside the helmet.

I am also very satisfied with the external quality of the EXO-700 Predator. The graphics are very sharp (crisp) with no flaws. The control parts of the ventilation ports are mostly good, though the front lower open/close ’switch’ doesn’t have a distinct click as the other ports.

Once my bean made it inside the helmet, it was snug as a bug in a rug – and if you’re like me and have chubby cheeks, they’re going to be even chubbier. The cheek pads are full, so your cheeks will get a little smooshing as a result.

Features

The interior padding is removable and washable, a great feature that you should consider. The visor is renown in resisting fog, and the venting system is well engineered to suck the warm air out the back (assuming, of course, you have the rear/top vents open to accomplish this.)

I can’t offer any opinion regarding noise either way. The Scorpion EXO-700 is probably one of the quietest helmets I’ve worn, but then again, I’ve never worn an Arai. I’ve had a few Shoeis and this Scorpion isn’t any louder than a mid-level Shoei, in my opinion. In a follow-up post I’ll provide more thorough results regarding wind noise.

Summary

Excellent value for the money – if you can find a graphic that you like. Plain color Scorpion EXO-700 helmets are available, too.

Scorpion EXO-700 Predator

Scorpion EXO-700 Engine

Scorpion EXO-700 Solid Colors

Thanks to Dean in the UK for this review of his Suzuki Marauder 125. While we in the States don’t have such a cycle, not all who visit Seattle-Motorcycles.com live in the US.

Pros: Good looks with cheap thrills

Cons: Some bad cosmetic features like the exhaust and outdated technology

Suzuki Marauder 125

The Suzuki Boulevard is by far one of my favourite bikes to ride. It has the looks, great styling, it sounds good and it’s cheap on petrol. What more could a motorcyclist actually want from their bike? I have a Boulevard 125 build in the new millennium and I love it.

Okay, let’s start with the basics. First off, the handling is good. As with most cruiser style bikes, anyone on the big side of six foot should steer clear but anything under that you should be okay. This is because when you turn a corner you must lean and slightly pop that knee out if you’re tall. You get used to this and it’s a cool look as you lean around a bend at medium revs before gunning it.

The seat is comfortable enough for long journeys. Speaking of long journeys, the Boulevard is the perfect machine to throw a couple of side bags on and head for the road. The big fat tyre can sure take some punishment and is great for traction even when there is a light load on the back.

The tank is an okay size. It could be bigger but then gain, because this is a bike from Japan it won’t be drinking up to much fuel. The fat tins on the bike look great over the chunky tyres and have a kind of old-style look to them.
The exhaust pipe could be better. It seems to just poke out there instead of working with the bike and slinging it back like everything else. Lucky for the Boulevard, the handlebars and mirrors really give it that racy look while still being a cool, flowing ride by far making up for that matchstick exhaust.

The reliability of the Boulevard is excellent. The engine is sound and it will just keep on running for thousands of miles. At worst, you may experience some clutch trouble but that is to be expected of a bike from this era when motorcycle gearbox technology was nowhere near as advanced as that in cars.
For a good condition Boulevard from the 1990s you can expect to pay somewhere in the region of $2,500 to $3,000. However, for those of you who enjoy restoring and repairing old motorcycles you can get one for restoration that will shine up nice for under $1,000.
In summary, this is good bike. While it’s nowhere near the greatest bike it is one of my favourite because it offers something that motorcycle enthusiasts search for since their first time on  bike; cheap thrills.

The writer of this motorcycle review earned $15, and so can you!

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Kawasaki Zephyr Review

The Kawasaki Zephyr is not just a bike. It’s an icon, a trend setter and it’s naked! That’s right. This is the bike that started off the 1990s trend of naked bikes in Europe after the 1980s were dominated by superbikes draped in high-tech plastics and fibreglass. (Nb. Naked Bikes are when much of the chassis and engine are exposed giving it a meaner, street fighter look).

Kawasaki Zephyr

My one of these is a 550cc model. You can get them as far up as 1100cc but the poky four-cylinder engine gives me all the thrills I want at 400cc at half the price for gas.

The Zephyr looks ugly, but it’s supposed to. This bike isn’t for driving around hoping to turn a girls head. It is for twisting the throttle, zooming through a puddle and getting muddy water all over her. It has none of the Italian passion or the American culture gone into its design. They have simply got a body, plopped in a great engine and stuck on a headlamp. And the world loves it.

It’s comfortable too. The seat is big and spacious which is what you want when driving in the ‘sit up and beg’ position. The handle bars are fine for turning and driving at speed is easy enough for an experienced rider. There is little or no weaving when on the motorway and it can keep up with the best of them at the traffic light drag race.

There is some bad stuff about it too. This thing pretty much took Europe by storm with everyone who likes motorcycles flying up and down the French coast. For that reason, finding a used one without a torn seat, scratched engine (everyone will have a spill or two) or worn paintwork will be difficult. Never fear though. Because so many of these influential bikes were sold there are plenty of spare parts and repair kits available. You can even get the exact paint formula used at the manufacturers.

In the states, they were popular. There are quite a few available (not a widespread as in Europe) but you can still find them. For Zephyr in good condition you can expect to pay upwards of $5,000 for one. If you want one cheaper a good option can be to simply import one from Asia or Europe. Countries such as Germany literally has thousands of these things lying around in garages when people left college and became bankers.

Overall this is a good bike that will serve you well. Well worth it if you want a great bike that will be worth a lot of money some day due to it historical impact on the motorcycle world.

2002 Yamaha Virago 250 Review

Years Available: 1981-2007

Pros: Great looks and a good kick out of her when above 250cc

Cons: Early models has starter problems. Cornering can be tricky if your taller than average

Note: The writer of this review earned $15, and so can you. Details about writing a review here.

Price Range: $700-$1,500 (Depends on year of bike)

In 1981, the Yamaha Virago was introduced to the world. It graced the headlines of biker magazines and newspapers when journalists grappled to see the first ever V-Twin motorcycle produced by a Japanese company. The bike is a cruiser style motorcycle, which were and still are extremely popular among bikers.

The bike has a slung back design with handlebars right up on the tank and the seat curving downwards right behind that grumbling engine. This gives the rider a laid back look with legs slightly bent, knees up by the gas tank. Viragos come in almost any colour depending on what production year you go for. Popular choices include black, red and turquoise. The Virago is deserving of strong, bold colors that make it stand out from the other cruisers of the era. Chrome only ads to the effect, with many featuring a double-barrel exhaust pipe and a shiny pair of headlights.

The engine too, is also a glistening dream to look at and hear. Initial models were only made with a 750cc engine. However when Harley Davidson pushed for tariffs on any imported bikes over 700cc, Yamaha dropped the engine capacity to 699cc. The fact that the Virago was making Harley-Davidson, the most famous motorcycle producer in the world, worry, is a testament to the Viragos appeal and success throughout the years. Nowadays, viragos can be found in almost any engine size from 125cc right up to 1100cc. However I’d suggest starting off with something on the bigger side of 250cc to really get that grumble from the V-Twin, not to mention the lack of power the 125cc has if your in anyway offensive to a set of weighing scales or in windy conditions.

The riding experience on a Virago is exceptional, especially one from the late 80s early 90s (anything before ’85 and you may have starter problems). It’s comfortable over long journeys especially for a pillion passenger with that great sissy bar to lean back on. Turning is good so long as your under 6’2”. One final thing that I’d like to add about the Virago is that she’s a great workhorse (the word Virago literally means warrior – they got that right!). I’ve put carrier bags loaded with tonnes of stuff and she just gobbled up the road in front like they weren’t even there.

All things considered this is a great bike especially for learners looking to take that first step into motorcycling. Parts are easy to find on the rare occasion anything goes wrong with her. Viragos are also easily customizable with dozens of websites and companies selling aftermarket lights, mirrors, seats and tanks. The final bike to roll of the production line carrying the Virago name was the 250cc 2007 model. However, fear not! The model was simply renamed V-Star for the 2008 onwards production.

The opinions and observations stated  are solely of the writer of this article. Seattle-Motorcycles.com makes no warranty as to its accuracy; if you’re interested in a Yamaha Virago you should do your own research before buying.

Rider Review: 2004 Honda Shadow 600

Pros – Looks great and has good power

Cons – Cornering at high speeds and too big to squeeze in and out of dense traffic

Note: The writer of this review earned $15, and so can you. Details about writing a review here.

The Honda Shadow was first introduced in 1983 and was available across the US and Canada from then on and continues in production today. The bike is a cruiser with a leaning seating position with your feet pushed out towards the front end.

From its entry to the market the signature colors have been black or a candy red with different variants creeping in every once and a while. The speedometer and indicator lights are located on top of the tank which means the rider is exposed to the wind more so than other bikes. However, this is an interesting feature and Honda has made it look good by putting stylish chrome strips under these lights and gauges. One problem with this has been scratching from the keys in the ignition but once you only keep a modest amount of keys on your set you should be okay.

All engines fitted to Shadows are V-Twins with sizes ranging from a lean 125cc up to a grumbling 1100cc. However, all of these engine sizes offer a fair amount of torque on the Shadow and you should have no problem pulling away from a set of lights even on the 125cc version. The engines come fully chromed on some models with a great big exhaust stretching right along the chassis to the back tire in a straight line parallel with the ground.

Riding the shadow is a good experience. Cornering at high speeds takes a bit of getting used to because of the stretched out position but other than that she rides like a dream. The engine gets you where you want to go every time without so much as a flinch and the seat and sissy bar for the passenger are really comfortable.

Overall, the Shadow is a good bike. I wouldn’t recommend it for daily commuting because of its size and indeed the noise over 700cc but as a motorcycle it’s a lot of fun and well worth the buy for weekends and evening cruises around the countryside.

The opinions and observations stated  are solely of the writer of this article. Seattle-Motorcycles.com makes no warranty as to its accuracy; if you’re interested in a Honda Shadow you should do your own research before buying.