A tale of three Garands…

This is a tale of three Garand-style rifles, told from my laptop while waiting to make a connection in Taipei.  Yep, I have time on my hands (5 ½ hours, to be precise).  I had this Garand tale from an earlier writeup, so I thought I would polish it up a bit and post a gun story on the ExhaustNotes blog.

The M1, the M1A, and the Mini 14

The three Garand rifles?  They’re all based on John C. Garand’s brilliant rifle known as the M1, so I guess I’ll start with a description of that firearm first. The M1 Garand is a gas-operated, semi-automatic rifle, described by General George S. Patton as the greatest battlefield implement ever invented. In a period when all other armies were using bolt-action rifles, our ability to deliver serious semi-automatic firepower without having to turn a bolt was a major advantage.

My M1 mutt.

The Garand design operates by porting a bit of the combustion gas to a cylinder that drives an operating rod, and then the operating rod unlocks and cycles the bolt. Garand’s genius is evident in the mechanical interactions between the bolt, the operating rod, and the rifle’s receiver. The angles and camming surfaces are such that when the operating rod pushes the bolt rearward, the bolt first rotates and unlocks before it extracts and ejects the spent cartridge case. After it has done that, the rifle’s main spring drives the operating rod forward again, the bolt picks up and chambers a new round, and everything locks into place. It’s very clever. There is no software and there are no electrons carrying any signals. It’s all driven by good old-fashioned, straightforward mechanical stuff.

Several armories and companies manufactured Garands, and serious collectors look for Garand rifles based on their manufacturing pedigree. My M1 Garand is nothing fancy or collectible. It’s a mutt, a hodgepodge of components with an Israeli-manufactured receiver, an Italian Beretta trigger group, and other parts of mixed origin. But it shoots well and I love shooting it, and the Garand is a rifle with a soul. It’s like taming a living beast when you shoot it. It roars, it kicks, it makes mechanical noise, and it sends things flying.

Check out the spent cartridge case just ejected…it’s in the lower center of this photo! My daughter took this photo with her cell phone.

M1 Rifles Standing Guard

I was surprised to see Garands still on guard duty a few years ago when I was on a secret mission in Turkey. I grabbed some cool photos of Turkish sailors and soldiers (young Turks, you could call them) guarding Ataturk’s tomb in Ankara…

Standing guard in Ankara, Turkey, with an M1 Garand.
An M1 Garand in Ankara.

Garand originally designed the M1 to fire a cartridge with a 0.27-inch diameter projectile, but when it was fielded, the Army opted to chamber it in .30 06. We already had machine guns and the Springfield 03A3 chambered in .30 06, and sticking with the same round made sense. The M1 Garand soldiered on during World War II and the Korean War for us, and it’s still soldiering on in ceremonial units (like those Young Turks you see above).

The M14 and M1A

After the Korean War, the US Army developed the M14 rifle to replace the Garand. The M14 is essentially a shortened M1 Garand with a magazine (you insert the ammo into the bottom of the rifle). The basic Garand operating concept is the same. The M14 switched from the mighty .30 06 round to the 7.62 NATO round (the .308 Winchester cartridge). The M14 shoots the same bullet, but the 7.62 brass cartridge case is a little bit shorter and the bullet is about 100 feet per second slower than it would be if it was fired from a .30 06. The shorter cartridge case allows the 7.62 NATO round to operate in a machine gun with a higher cyclic rate of fire, and that was one of the reasons we went with it.

The M14 started development in the 1950s and it officially replaced the Garand as the US Army infantry rifle in 1961. I first trained with the M14 when I joined the Army, and I loved it. It was a full-sized rifle with real sights and a real walnut stock (no black plastic silliness in those days), and it fired a serious cartridge. Unlike the Garand, the M14 had a selector switch that allowed it to fire full auto. With those features, what’s not to like?

In addition to being a great service rifle, the M14 was one hell of a target rifle. The M14’s .308 Winchester cartridge is inherently more accurate than the M1 Garand’s .30 06 round (heresy to some, I know, but I’ll stand by that statement). Civilian competitive shooters wanted the M14, but it wasn’t going to happen. So private industry did what America does best: It engineered a solution. The company was the Springfield Armory (not to be confused with the U.S. government’s Springfield Arsenal), and they created and sold semi-auto-only versions of the M14 to the public. Springfield Armory called the new rifle the M1A (not to be confused with the M1 Garand).  I know, there’s a lot of “not to be confused” stuff here. It’s complicated.

I always wanted an M1A, and when I spotted one in our local gun shop with nice horizontal figure in the walnut stock, I pulled the trigger (pardon the pun).  The finish on a standard Springfield Armory M1A is crude (it’s a single coat of boiled linseed oil on a not-very-smoothly-finished stock). The figure in my rifle’s stock indicated the wood had potential, so I went to work applying multiple coats of TruOil (one hand-rubbed coat each night, just like we used to do in the Army).  It turned out well and it shot well, but I reasoned it could do better, so I sent it back to Springfield to have it glass-bedded and I added National Match sights. The glass-bedding stabilizes the action in the stock (it’s a technique for making a rifle more accurate), and the National Match sights have a smaller aperture at the rear and a thinner front sight (that makes it easier to shoot tighter groups).  It worked for me; those two changes dropped my M1A’s 50-yard groups from 1.5 inches to 0.5 inches.

A modern Springfield Armory M1A, the civilian version of the M14, which was the successor to the M1 Garand.
10 coats of hand-rubbed TruOil and the M1A’s horizontal stripes stand out.

The thing about both of the above rifles is they shoot big cartridges. The Garand’s .30 06 and the M14’s 7.62 NATO rounds have serious recoil and muzzle blast.  Again, American inventiveness to the rescue: Enter another mechanical genius and business leader extraordinaire, Bill Ruger. Ruger developed what is essentially a scaled-down version of the M14 chambered for the 5.56 NATO cartridge (which is essentially the .223 Remington round). That’s the same cartridge used in the M16. It fires a much smaller bullet than either the M14 or the M1, and the recoil and muzzle blast are substantially lower.

A Favorite:  The Mini 14

Ruger called his Garand-based rifle the Mini 14 (it was a smaller version of the M14). It came on the market in the early 1970s and it was an instant hit. I’ve owned several Mini 14s (and fired several more) over the last 5 decades, and I love the things. They are not known for their accuracy, but they are accurate enough and they are a lot fun to shoot.

A Ruger Mini 14 with a muzzle brake and a Circassian walnut stock. This one is from a limited run Ruger made with Circassian walnut about 10 years ago. It’s very collectible and it always gets compliments at the range.
Not the world’s most accurate rifle, but accurate enough.

The Mini 14 never made it into the US military in a major way (it’s rumored that some special forces units were armed with Mini 14s), but it is used by many US police agencies (including the San Bernardino County Sheriff’s Department, one of the best there is), the French military, and the militaries of a few other countries. I believe that if Ruger had come to market with the Mini 14 a few years earlier, it might have become the US Army’s standard rifle instead of the M16 (and that would have been fine by me).  That last statement is bound to raise a few eyebrows, but hey, this is the Internet.  If you disagree, that’s why we have a Comments section.

I’ve fired thousands and thousands of rounds through my Mini 14, and it is the cartridge I reload the most frequently. The small .223 bullets are inexpensive and reloading is as much fun as shooting.  My Mini 14 is the rifle I shoot most and one of these days I suppose I’ll wear out the barrel, but I’m not worried. I’ll just have a new one fitted and shoot another zillion rounds.


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Baja, 150cc at a time: Part IV…

The trek south on our 150cc California Scooter Mustang replicas continues…

If you are coming into this adventure in the middle of the movie, you might want to take a minute or two and get caught up with our first three installments…

Part I:  Baja, 150cc at a time…

Part II:  Baja, 150cc at a time…

Part III:  Baja, 150cc at a time…

Back to the main attraction…

After the spending the night at the Desert Inn in Catavina, fueling the bikes and checking that everything was tight the next morning, we were ready to continue south. We had agreed that if the group separated (which happens on these trips), our next rally point would be Chapala. Sure enough, that’s what happened, and Arlene and I waited for John and Simon to catch up to us near Chapala.   We had a soft drink and after waiting a bit, we pushed on.  We’d catch John and Simon later.

Arlene and I at the only loncheria in Chapala…

We had left early that morning and the weather was tolerable, but it soon became a brutally hot.  September is the hottest month of the year in Baja, and we were feeling it.

1000 Island. What else?

When we hooked up with Simon and John, they were eating a morning snack…a salad with 1000 Island dressing.  We continued down Mexico’s Transpeninsular Highway, and I grabbed this shot of Simon and Arlene headed toward Guerrero Negro…

On the road, on 150cc bikes, headed south in Baja.

Guerrero Negro means “Black Warrior” in Spanish.  It is the name of a ship that sank near there in the 1800s. Guerrero Negro is right on Parallelo 28 (the 28th Parallel), which separates the states of Baja California and Baja California Sur. The town is also a good spot in the winter months for whale-watching tours. There’s a Mexican Army compound on the highway, and they have this cool whale skeleton right next to the highway.

Balleno!

From Guerrero Negro, the highway cuts southeasterly across the Baja peninsula, and we moved from the Pacific side to the Sea of Cortez side of Baja.

Going across the Baja peninsula was a fun ride, especially the last few miles into Santa Rosalia. It’s a 2,000-foot descent in just a few miles, and it’s wild. The name of this stretch is La Cuesta del Infierno.  There are no guard rails and nightmarish drops if you let things get away from you. I didn’t grab any photos on the way down.  When we arrived on eastern shore of the peninsula, we stopped for a few photos.

Arlene Battishill, Go Go Gear riding apparel, a custom California Scooter, and the Sea of Cortez.
Arlene’s CSC 150 had a custom paint job with the Go Go logo. John Esposito, who was with CSC at the time, did the painting. He is easily the most gifted custom painter I’ve ever known.
The crew, and one of my favorite photos from this trip. From left to right, it’s Simon Gandolfi, Arlene Battishill, J Brandon, John Welker, and Joe Berk.

We ate in Santa Rosalia, and by now, the temperature and humidity were beyond oppressive.  That didn’t kill our spirits, but it came close.   We were in heavy traffic, we were fully suited up, and it was a steam bath.  We were close to the Tropic of Cancer, and it was about as miserable a set of riding conditions as I’ve ever experienced.  Something was going on but I didn’t know what, and then traffic stopped altogether.  As we sat in our riding gear and sweltered, a heavily-armed military parade marched by, music and all. Right in front of us.  Had a revolution started?  We didn’t know it yet, but we soon found out that Mexico was celebrating the bicentennial of the Mexican Revolution!  John and I looked at each other and starting laughing.  This was perfect!

John and I have been exploring Baja on motorcycles for close to 20 years now. He’s an easy guy to travel with, and he always laughs at my jokes (so I naturally like the guy).  We’ve done the cruiser thing, we’ve both owned KLR 650 Kawasakis, and we’ve both owned CSC RX3 motorcycles.  John was a great guy on this (and many other) trips…he’s a guy that just doesn’t let the small stuff bother him. A flat tire in the middle of the jungle?  Hey, no problemo!  That’s John in a nutshell, and it’s why I like traveling with him.

My good friend John Welker.

You may recall that part of the reason we making this trek was to road test the CSC 150 Mustang replicas under harsh conditions.  Our intent on this trip was to beat the heck out of our California Scooters and find issues offering improvement opportunities. Baja is a proving ground…there’s no question about that. When I was a kid, American Motors came out with a new car that they entered in the Baja 1000 (I think it was their AMX model). Their commercials had a race car driver explaining to a Bajaeno that they were entering the car in the Baja race. The Bajaeno responded with “You’re going to enter theese hunk of tin in the Baja? Ha ha!” It was an image that stuck in my mind.  Our direction from Steve Seidner, the CSC CEO, was to try to break the bikes, and Baja would be the place to do it.

And try we did…the trip would be 2200 miles through Baja. Simon commented that what we were doing with these bikes was probably something no other owner would ever do with their California Scooters, and time proved him right.   It’s been nearly 10 years, and no one repeated what we did.  Rough asphalt. Dirt roads. Hundreds of miles a day with wide open throttles. 100+ degree temperatures. High humidity.  Up and down mountain passes. Long straights through the desert. You get the idea.

So, what broke?

I expected to have lots of light bulb failures, as I’ve had those on virtually any motorcycle I’d ever taken through Baja. I bought a bunch of 1157s for the tail lights, and a half dozen headlight bulbs. As it turned out, that was massive overkill. We had one headlight failure (Arlene’s conked out just before we reached Cabo San Lucas), and I had two tail light failures on my bike. Part of what caused my tail light failures might have been my defective rear tire…it was unbalanced due to the rip I put in it (I’ll get to that later in this saga) and that made the rear end on my bike vibrate a lot. Nobody else needed a bulb replacement, and I was surprised at how few bulb failures we had.

I guess I should point out that we had two preproduction bikes and two production bikes on this trip. Part of the test was to gage CSC’s success with  improvements made when the company went from the preproduction to the production configuration.  We wanted to see the same failures on the preproduction bikes as we had seen earlier, and we didn’t want to see those failures on the production bikes.

One of the problems CSC had experienced on the preproduction bikes was an occasional failure of the welded frame tab to which the muffler attaches.  CSC strengthened that tab and its weld joint on the production bikes. Both tabs failed on the preproduction bikes within the first two days of riding in Baja; neither of the production bike muffler mounting tabs failed during the entire trip. I found a welder somewhere south of Guerrero Negro (my new buddy Umberto). I asked Umberto to fabricate new tabs identical to those on the production bikes, and to weld the new tabs on the preproduction bikes using the same weld pattern as the production bikes. Umberto did so, and the welds on the preproduction bike held for the remainder of the trip.

My new buddy Umberto upgrading a preproduction muffler tab to the production configuration, while simultaneously demonstrating proper personal protective equipment use. Welker is pulling fire guard duty.

We had two battery failures on the entire trip, and both occurred on the preproduction bikes. Neither of the production bikes had any battery problems.  There was nothing different between the preproduction bikes’ batteries or charging systems and those on the production bikes, and at first, I was a little nervous about having a similar problem on the production bikes. Then, as the miles rolled by, I realized that the preprod bikes had old batteries.  The batteries in both preprod bikes had been in those bikes for at least a year and a half, and who knows how old the batteries were before that.  When we got back to the CSC plant, the boys put new batteries in both preproduction bikes, and they fired right up. The lesson here:  Don’t leave on a long trip through Baja with an old battery. Duh.

The weather conditions – high heat and humidity – were tough on batteries…even J’s big Dodge Power Wagon (our chase vehicle) had a dead battery one morning.  One thing about this battery business that was interesting was that Simon’s preproduction bike battery failed and his bike wouldn’t start at all. John’s preproduction bike battery failed and his bike could be kick started.  John rode that preproduction bike for 9 days and 2200 miles, kick starting it all the way.

I tore up a tire on the way back from Cabo (I’ll tell you more about that in a subsequent installment).  I noticed one afternoon that the tire was bald in just one spot, almost as if the rear wheel had been skidded for a long distance. I know I didn’t do that; maybe someone who rode my bike did (we swapped bikes a lot on this trip). Or maybe I hit something in the road that damaged it. Whatever the cause, I opted not to change the tire until later that day, and sometime in the next 150 miles, the tread split down to the cord in that bald spot. This caused a lot of vibration, but I took a chance on reaching San Ignacio before replacing it and it worked out okay.  One thing about 12-inch tires…they were out quickly.  It’s a common issue on scooters of all kinds.  Well, maybe not an issue.  You just need to know about it.  A smaller diameter tire rotates a lot more than a bigger diameter tire, and the natural result is that the tires wear faster.

We also learned which nuts and bolts you have to keep an eye on our bikes. Nothing new there…I’ve gone through this with every motorcycle I’ve ever owned. On my KLR 650 it was the lower fairing bolts, the muffler heat shield, the muffler mounts, and the steering stem. On my Triumph Tiger it was the right foot peg and the saddlebag acorn nuts. On my Harley Softail it was nearly everything.  On the California Scooter I soon learned it was the two 10mm exhaust clamp bolts at the cylinder head, and the 12mm elongated bolt at the bottom of the muffler. It became part of our ritual to check these bolts on our California Scooters each morning.

And the engine?  Well, as far as I’m concerned, that old CG design was bulletproof. We flogged the bikes (we ran wide open for the last 500 miles), and we didn’t have a single engine problem. The CG engines are good, solid, reliable motors.

So, I digressed a little bit to tell you about the tech issues on the bikes.   Now, it’s back to the main attraction…our ride.   So where were we?  Oh, yeah…I left off in Santa Rosalia.   After having lunch and celebrating the Mexican Revolution in that fair city, we continued south.   Mulege, a city about 40 miles south of Santa Rosalia, was to be our destination that evening.

To be continued…


Want to learn more about riding in Baja?   Check out the ExhaustNotes Baja page!