I have never made a distinction between my Vespas and my other motorcycles. to me scooters are motorbikes as much as any other two wheeled propulsion I have owned, and the past two months of being Vespa-less, has been motorcycle-less. When the wife laid down the law and said she was tired of Vespa Fort Lauderdale, and in the knowledge that I really do need a motorcycle to round out my workaday life, she set me on a path of casting around trying to figure out what to look for next.
The obvious choice was another scooter, perhaps a splendid Suzuki Burgman, in 400 or 650cc guise.
The trouble is I just can't get into their styling, feet forwards, and they are massive and plasticky and oh so practical. The 650 needs almost no maintenance at all, aside from an oil change and thats a wonderful thing. I like to ride upright, in control of the machine just as one does on a Vespa, so buzzing up and down the keys on a mobile lazy boy was a dubious proposition. Even after my wife admired the passenger accomodations.She understood my reluctance to join the ranks of the two-wheeled sensibles.
I checked out the BMW range. Now these are motorcycles made for travel, and people who ride long distances ride BMWs. I don't and I have never owned one, which I guess is a little weird in light of my desire to rack up the miles. The image here like the Burgman is all wrong, even though Beemers traditionally have "sit-up-and-beg "riding positions. For one thing they are physically large machines, and down here in the Keys I want something nimble, easy to ride, but that is also capable of excursions. The other thing is that BMWs have always exuded a particular aura about their machines, they have quirks and have created a cult-like following and cults don't work for me. In the spirit of open mindedness (that was a strain for me) I test rode the new 800ST. 
That was quite a nice machine. It comes complete with full fairing, easy access to the oil filter, belt drive and a smooth (for BMW!) six speed gearbox. It really wasnt a cult rider's BMW machine and acted quite normal. There were, even in the most fair minded analysis, problems.
The riding position is surprisingly sporty, almost cafe racerish, which fed my nostalgia thirst but did nothing good for my midriff, pressed into the bulbous tank, or my wrists, on which my ample avoir du poids rested. Also when I reached the floor on tippy toe my ankles banged squarely against the immoveable footpegs, creating the need for incessant pirouettes of the feet to stay upright.
The riding position is surprisingly sporty, almost cafe racerish, which fed my nostalgia thirst but did nothing good for my midriff, pressed into the bulbous tank, or my wrists, on which my ample avoir du poids rested. Also when I reached the floor on tippy toe my ankles banged squarely against the immoveable footpegs, creating the need for incessant pirouettes of the feet to stay upright.
The model shown cost an even $12,000 with an inadequate sized BMW topcase. Another lightly used 800 sans topcase was going at $11,000 and a brand new 800 costs $12,500. A lot of dough for a high revving six speed watercooled Rotax twin, with awkwardly placed bars and pegs.
A brief foray into the notion of an air cooled BMW twin died a death when the 850R in question was rubbish. A test ride on that sadly neglected bike confirmed the fact that when the seat is in the lowest position my testicles faced imminent and painful demise against the ever bulbous tank. Too high a price to pay, even used!
"You sound excited!" my wife remarked over the phone after I tested this beauty, and in my voice she heard happiness.
The Pure Triumph shop had a couple of Black Bonnevilles lightly used, and this used T100 now in their rental program, with 10,000 miles on the clock. They each had a few months warranty, but before I knew it the Blacks were gone and it was obvious the shop had no need to make a deal to sell the $6500 T100 I test rode.
The Triumph struck a nerve as I sat astride it with my feet reassuringly planted on the ground. The engine whirred quietly, meanwhile of vibrations I could detect none. Under way the take off was smooth, the controls smooth and the motorcycle was so light footed and easy it felt like a Vespa with gears. The bars and pegs combine to keep one in a traditional standard bike posture without excessive weight on wrists or bum, and control of the bike is enhanced by that fact. This isn't by any standards a cruiser. I felt at home immediately on the machine and was ready to throw it with abandon round corners. It was fun. I've read the reviews of world weary motorcycle "journalists" who restrict these easy to ride motorcycles to the curse of the beginner's bike or the returning old fart, but what they don't understand about the rare find like the Bonneville is, that the simple is also the fun to own and ride daily. My brief conversation with my wife expressed all this pent up emotion in just a few words. I was relieved to have found a worthy substitute for my wonderful Vespa.
"I can make you a smoking deal on a new green Bonneville," the voice of the devil came down the phone. "$5,999," Jeff went on and added up incidentals to get me out the door for $7700. Then I stuck on a center stand and some fork gaitors and I ordered a black rack from NewBonneville.com along with a clock and a temperature gauge ( the GTS has me used to those features!) and off we go. Another modern classic with tons of add-ons.
Of course I will "need" a tachometer, some bags for my commuting crap, a windscreen and on and on. Just like my beloved Vespa.
And now the choice has been made and it all seems so right, even that bloody final drive chain has an option if it gets too messy or too labor intensive! I spoke with Ozzy at Quiet Power drive and he was very reassuring about the quality of his belt drive systems.
If I had long legs and lots of gravel roads like Scooter in the Sticks I'd be looking at the Scrambler also with 900ccs, but lots more torque and modest off road capability...But this is me, short legged me, and I will be posing with my Bonneville.
