I’ve been working on Zed, my Kawasaki Z1, trying to get it ready for touring. I get the feeling that it will soon be safe to knock about the country again and if not, that the general population doesn’t give a damn whether they contract the virus or not. To that aim I purchased a pair of slick looking goatskin saddlebags from Amazon. I like to keep Bezos in the chips so I figured a pair of $33 Harshali bags all the way from Rajasthan would do the trick.
I didn’t want giant saddlebags, just something for tools and water maybe a snack so I thought the 11″ wide, 8″ tall, 3″ Harshali bags would be sufficient. Being male, I assumed 11-inches would be a fairly good-sized bag, you know? Turns out they looked pretty stupid on the Kawasaki. What looked stupid on the Kawasaki looks just right on the Husqvarna so that’s where the Harshali (one bag, right side) ended up.
The saddlebags look well made. The leather is as thick as a goat, I guess. The metal buckles seem sturdy and are a slightly tight fit for the straps. Like the long running joke in the British sitcom, Are You Being Served, I’m sure they will ride up with wear. One area I may reinforce is the frame strap-to-bag rivet. They seem sturdy enough for street riding but I bounce the Husqvarna of rocks and other hard objects. Two thin steel plates riveted with the leather sandwiched between might be the way to go.
The Harshali bags have several zipper compartments and dividers inside. Being only 3-inches deep these dividers seem pretty dumb but who am I to say. The saddlebag design looks like a lady’s purse missing the handle. That may actually be what they are but I’m secure enough to strap one on.
On the outside face of the bag there is a small pocket that would hold a pack of cigarettes if I smoked or a compact if I used face powder during a ride. It’s a good place for a couple-three candy bars or your bundle of sage.
The reviews on Amazon lead me to believe there may be two saddlebag factories in Rajasthan one building beautiful, sturdy bags and the other turning out stinky, ill-sewn, moldy trash. I got the good set. They smelled like leather the buckles and rivets were rust free.
I’m happy with the Harshali bags so far. Only time will tell if they hold up to the rough and tumble world of motorcycle touring. Which reminds me: I still need a set of bags for the Kawasaki. Bezos is laughing all the way to the bank.
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Last year I wrote about the MacManus Award, a program I helped revive with the Rutgers University Reserve Officer Training Corps. Captain Colin D. MacManus was a US Army Infantry officer and an Airborne Ranger who graduated from Rutgers in 1963. Captain MacManus was killed in action in Vietnam in February 1967 and posthumously awarded the Silver Star for gallantry in action.
US Army Captain Colin D. MacManus, Rutgers University ’63.
To commemorate Captain MacManus’ life, each year the MacManus family awarded a .45 Auto to the graduating senior who held his Rutgers Corps of Cadets assignment, and in 1973, that was me. The award was a very big deal to me in 1973, and it’s still a big deal to me today. I still shoot my MacManus .45 regularly.
My first handgun: The Colin D. MacManus 1911 and a couple of 5-shot, 25-yard hand held groups I fired with it. I had it accurized in the 1970s, and it is still a tack driver.
The MacManus award fell away a few years after I graduated, but we were successful in restarting it in 2020. The young man who won the MacManus award last year communicates with me regularly. He’s now a US Army Infantry lieutenant going through the Ranger School at Fort Benning Georgia. Good people, these are.
My good buddy at Rutgers, Colonel Javier Cortez, selected the top cadet at Rutgers for the 2021 graduating class, and I’m happy to report that this year’s honoree will receive his 1911 from the Colt company (last year’s award was a Springfield Armory 1911, another fine handgun). This year’s Colt is the Classic Government Model just like you see in the photo at the top of this blog, and Colt is putting some special touches on it through their Custom Shop. That’s the same Colt model I was awarded in 1973, I’ve put a few tons of lead through it since then (230 grains at a time), and my Colt is still going strong.
Because of the pandemic, there was no award ceremony last year. We’re doing the award ceremony via Zoom this year, and I’m looking forward to it. If you would like to read more about MacManus award and its revival last year, you can get to it via this link:
This is good stuff, folks, and I am delighted to be associated with the effort. These are fine young men we are honoring. I’m proud of them, and I know you are, too.
Necessity is the mother of invention, or something like that. When I heard that IMR 4320 was discontinued (on top of the ammo and components shortage), I was not a happy camper. IMR 4320 was my go to powder for several cartridges, and now what I have left is all there is (and it’s almost gone). But it really doesn’t matter, because we can’t hardly find propellants of any flavor. That notwithstanding, I made the trek to my local components supplier a couple of weeks ago, and he had only three propellants left: IMR 4166, 8208, and BLC2. I’ve never used any of these, although I had heard of Ballsy 2. The 4166 seemed interesting…it matched my motorcycle jacket, but none of my reloading manuals had any data for it (it’s that new). I bought all three.
I went online and found data published by the manufacturer, so I worked with that for my 30 06. IMR 4166 is an extruded stick powder. It will flow through a dispenser, but the dispenser throw variability was about 0.2 grain, and that’s enough when loading for rifle accuracy that I’ll weigh every charge with my scale and trickle it in with my RCBS powder trickler.N Would 0.2 grains make an accuracy difference? I don’t know (and someday I’ll test to find out). I suspect not, but weighing every charge only takes a few seconds more, and it seems like the right thing to do.
IMR 4166 is a stick powder that looks like any other stick powder. It’s in a powder trickler in this photo. Yeah, I weigh the powder for every cartridge.
On the IMR website, it said that Enduron IMR 4166 is one of a new class of propellant that offers four adventages:
Copper fouling reduction. These powders contain an additive that drastically reduces copper fouling in the gun barrel. Copper fouling should be minimal, allowing shooters to spend more time shooting and less time cleaning a rifle to retain accuracy. Hmm, that might be interesting. We’ll see how it does, I thought to myself as I read this.
Temperature change stability. The Enduron line is insensitive to temperature changes. Whether a rifle is sighted in during the heat of summer, hunted in a November snowstorm or hunting multiple locations with drastic temperature swings, point of impact with ammunition loaded with Enduron technology will be very consistent. In the old days, I might have dismissed this as a solution looking for a problem, but I’ve experienced what can happen in a temperature sensitive powder. I had a max load for my 7mm Weatherby that was fairly accurate that I took out to the range one day when it was 107 degreees. I fired one shot and had great difficulty getting the bolt open. It’s a real issue if you develop a load at one temperature and then shoot it at an elevated temperature. If IMR 4166 is free from that characteristic, that’s a good thing.
Optimal load density. Enduron powders provide optimal load density, assisting in maintaining low standard deviations in velocity and pressure, a key feature for top accuracy. Eh, we’ll see how it does on paper. I have some loads that are low density (i.e., they occupy well under 100% of the case volume) and they shoot superbly well. I’m interested in how the load groups. The target doesn’t give extra credit if an inaccurate load has a low standard deviation.
Environmentally friendly. Enduron technology is environmentally friendly, crafted using raw materials that are not harmful to the environment. Okay, Al Gore. Gotcha. Now go back to inventing the Internet.
My test bed for the new powder would be a Model 700 Euro in 30 06, a 27-year-old rifle I bought new about 10 years ago. I had just refinished it with TruOil and glass bedded the action (a story a future blog, to be sure), and I hung a cheapie straight 4X Bushnell scope just to get a feel for how everything might perform.
The Model 700 Euro had a tung oil finish. The rifle was only offered in 1993 and 1994. The tung finish didn’t do it for me, so I did my usual TruOil finish. That’s an old Bushnell 4X economy scope up top.
My load was to be a 180-grain Remington Core-Lokt jacketed soft point bullet and 47 grains of the IMR 4166, all lit off by a CCI 200 primer. If you’re interested, I was using Remington brass, too. The cartridges were not crimped.
Loaded 30 06 ammo with the Remington 180-grain jacketed soft point bullet.
Wow, those 180-grain bullets pack a punch. Recoil was fierce, and I probably felt it more because the Model 700 doesn’t have a recoil pad.
Okay, that’s enough about my heroics. Let’s take a quick look at how the propellant performed. With regard to the reduction in copper fouling claim, I’d have to say that’s an accurate claim. After 20 rounds (the very first through this rifle), I ran a single patch with Hoppes No. 9 though the bore, followed by a clean patch, just to remove the powder fouling. There was a very modest amount of copper fouling, way less than I would have seen with any other propellant. Ordinarily, at this point in the cleaning process (i.e., removing the soot) I would normally see a bright copper accent on top of each land. With 4166, there was only a minimal amount of copper present (as you can see below). After a second patch with Hoppes No. 9, the copper was gone. I guess this copper fouling eliminator business is the real deal.
This is a brand new rifle even though it’s nearly 30 years old. Check out the machinings inside the bore. Remington, for shame!
With regard to accuracy, 4166 has potential. I shot five targets that afternoon, and this was the best. It’s a 0.590-inch group at 100 yards, and that ain’t too shabby.
Sometimes you just get lucky. Other times you rely on careful load development, glass bedding, and a steady trigger squeeze.
The bottom line for me is that IMR 4166 is a viable powder. Now, like everyone else, I need to find more. That’s going to be a challenge. But at least I know that my IMR 4320 has a decent replacement.
Joe Gresh raised an interesting topic with his recent blog on motorcycle quantity. You know, how many motorcycles are too many? That blog got a lot of hits and tons of comments on Facebook. It seems like he struck a nerve.
The most motorcycles I ever owned at one time was five, which pales in comparison to Gresh’s shop full of motos and maybe the collections of a few other people I know. When my collection hit that peak, I had a Triumph Daytona 1200, a Harley Heritage Softail, a Suzuki TL1000S, a Honda CBX, and a KLR 650. That was about 20 years ago. There was no rhyme or reason to my collection and no central theme guiding the contents of my fleet. I just bought what I liked. In those days I had more money than brains, but don’t interpret that to mean I was rich. I just never had a lot of brains. Most folks who know me recognize that pretty quickly.
My Harley Softail in the muddy plains outside Guerrero Negro, Baja California Sur. There’s a kitchen sink in there somewhere.The Triumph Tiger. Good, but tall and very heavy. It was essentially a sport bike with excess suspension travel and ADV cosmetics.Me with a buddy currently in the witness protection program, and my Honda CBX. It was a surprisingly competent touring motorcycle.The Triumph Speed Triple. One of my buddies nicknamed it the Speed Cripple, which became true for me.Ah, the yellow locomotive. My Triumph Daytona 1200. Delightfully crude and fast. I loved this bike and I rode the 2005 Three Flags Classic on it.Turning sportbikes into touring machines…my TL1000S somewhere in Baja. This was a seriously fast motorcycle.
I seemed to hover around that number (five, that is) for a while. Other bikes moved in to displace one or more of the above, most notably a Triumph Tiger and then a Triumph Speed Triple. Those were fun, but they’ve gone down the road, too.
One of my favorite former motorcycles for real world adventure riding…the Kawasaki KLR 650 in its natural surroundings (Valle de los Cirios in Baja).
Which one did I enjoy riding most? That’s easy. It was the KLR 650. The KLR 650 was the bike that led me on an arc toward smaller motorcycles, like the CSC RX3 and then a TT250. I was a bit player implementing Steve Seidner’s decision to bring those motorcycles to America. The 250s were a lot of fun. I sold off all the big bikes and only rode 250s for a few years, then I fell in love with the new Royal Enfield 650 Interceptor when it hit the market, and suddenly I was back up to three.
But three, for me, was too many. I haven’t been riding much in the last few years for a lot of reasons. The pandemic put a dent in any big travel plans (YMMV, and that’s okay), and constantly moving the battery tender around and cleaning the TT250’s jets was getting old. I couldn’t move anything in my garage because there was so much stuff crammed in there, and I had to park the TT250 under the rear porch awning. I don’t have a separate workshop area and I don’t pour concrete (I don’t have Mr. Gresh’s talents, but even if I did, it looks like too much work to me), so hanging on to a big motorcycle fleet was not in the cards.
My TT250. I’ve ridden it in Baja, too. It sold the day after I placed an ad for it a couple of weeks ago, and at the asking price. This bike held its value well.
Badmouthing Facebook has become trendy, but I’ll tell you that Facebook Marketplace came to the rescue. I already had a ton of photos of my motorcycles and whipping up ads for the TT250 and the RX3 literally took only seconds. I checked Kelly Blue Book values, picked prices only marginally below what a dealer would charge, and both bikes sold quickly. The TT250 sold the day after I listed it; the RX3 took one additional day.
All the China haterbator keyboard commandos said Chinese bikes had no resale value. Like everything else they posted, they were wrong. The haters said Chinese bikes were unreliable (they were wrong), the haters said you couldn’t get parts for them (they were wrong), the haters said they were built with slave labor (I’ve been in the factories, and they were wrong), and they said they had no resale value (and they were wrong about that, too). My 6-year-old RX3 with 20,000 miles on the clock went for 69% of its original MSRP, and my 5-year-old TT250 with 3,000 miles went for 74% of its original MSRP. That’s pretty good, I think. And both sold right away. Not that I was in a hurry to sell. I probably could have held out for more.
My current sole ride (or is that soul ride?), the Royal Enfield Interceptor 650 on Baja’s Highway 1 south of Ensenada. At this point in my life, one motorcycle is enough. Your mileage may vary.
So I’m down to one motorcycle, and that’s the Enfield. For me, at this point in my life, one motorcycle is the right number (your mileage may vary). I’m on to other “how many” questions now, like how many guns are too many, and how many bicycles are too many. The answer to both of those questions is something south of my current number, but those are topics for future blogs.
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