White Sands National Park

Gresh has New Mexico pretty well scoped out.   I was worried that after visiting with him at Tinfiny Ranch there wouldn’t be much left to do in the area, but boy, did I have that wrong.

“White Sands,” Joe said.  “We can do the missile museum and the National Park.  It’s really not sand, you know…it’s gypsum.”  I didn’t know that, but I do now.  I first visited White Sands 50 years ago, and on that visit, we took in the missile museum and the National Park on the same day, too.  It’s doable; they are not far apart.  White Sands National Park is about 15 miles south of Alamagordo on US Highway 70, and the missile museum is a few miles south of that.

I shot this photo of Joe Gresh on an RX3 in 2016 as we rode through the Gobi Desert. We were both rolling along at 70 mph; I was about 10 feet to his left on another RX3. The Gobi looks a lot like the Mojave.

White Sands National Park looks about like what I would imagine the Sahara Desert to be, although having never been in the Sahara Desert, I could be wrong.  I always thought the Gobi Desert would look like the Sahara, too, but when Gresh and I rode through the Gobi a few years ago on our ride across China, it looked like the Mojave here in California.  But not White Sands.  Nope, it looks like, well, white sand, even though (as Gresh said) it’s really gypsum.

The photo ops really are amazing in White Sands National Park. You can get by with a cell phone, but to me it would be a crime against nature to visit any US National Park without a good camera and a circular polarizer. I use a Nikon and it usually wears a 24-120 lens.
The sky, the clouds, the white sands…it’s all very impressive.
Folks walking the dunes in White Sands National Park. Many people bring sleds (of the circular pan variety) to slide down the dunes. You can rent them in White Sands National Park, too.

The ticket in is $25 per vehicle, but I have the lifetime senior citizen pass.  I was looking forward to using that pass, but when we went the entrance gate was unmanned (or unwomanned, or perhaps unpersoned, or whatever passes for politically correct these days) and we just rolled in.  It’s funny, I guess.  That’s what happened when Gresh and I led the CSC Motorcycles Western America Adventure Ride when we entered Yellowstone National  Park.  Gresh must be the national park admission fee good luck charm.

Gresh was really showing us a good time in the Alamogordo area, and we hit both the White Sands Missile Range Museum and the White Sands National Park on the same day.  From there, he took us to his favorite Italian restaurant in Alamogordo, but the day didn’t end there.  Our next stop was the New Mexico Space Museum.   Both WSMR and the New Mexico Space Museum are coming up in future blogs.  Stay tuned.


Like what you see here on ExNotes?  Hey, do two things to thank us.   Sign up for a free subscription here…

…and keep clicking on those popup ads!

Grind Me A Pound Of Reverse: Part 4

Putting a motorcycle engine back together is much harder than taking it apart. Staring at the boxes of gears and cams the other day I found my memory beginning to fade, where did this spring go? I figured I better get on with the reassembly because if I waited any longer I wouldn’t remember who left their Husqvarna motorcycle in my shed. The nerve! Reluctantly, I set aside my ongoing concrete projects for a few days and began work on the Husky SMR510.

The crankcases and all internal parts were washed with mineral spirits turning the skin on my hands a nice shade of chalky white. After the mineral spirits a liberal application of Gunk engine degreaser was sprayed into all the nooks and crannies. Then a blast of good, Sunoco rainwater (filtered to 5 microns!) from the garden hose hopefully flushed out any stray bits of metal from the broken transmission. My little 18-volt Ryobi grass blower did a fair job of drying the pieces and laying the stuff out in the warm New Mexican sunshine finished the cleaning process.

Since the old transmission was the part that felled the Husqvarna and I was using a second-hand transmission, I dry fit the transmission and crankcase halves together. Once the gear shafts and shift forks were in their proper positions I spun the shift drum and is seemed like all 6 speeds were selectable.

I think I mentioned in a previous episode of Grind Me A Pound Of Reverse that I didn’t like the gear spacing on the second-hand transmission. The gears didn’t quite line up right. They were offset a couple thousandths of an inch to my eye. Anyway, I went ahead and gooped up the cases with Yamabond4 and with the crankshaft, balancer shaft and gearbox in place, slid the two cases together. They went together easily. Of course nothing is ever really easy, now is it?

I tried to spin the clutch shaft and the transmission was bound up tighter than a (sexual innuendo of your choice). Quickly, before the Yamabond4 had a chance to set I took the cases back apart and cleaned all the goop off the sealing surfaces. This situation needed more study, more than I was willing to give at the time so I gave up and went outside to dig a hole.

The next day I took a look at photos I had made during disassembly. I saw a spacer under the clutch basket and knew this same spacer was now inside the transmission. Turns out I had this spacer on the wrong side of the clutch shaft. This was also why the gears didn’t line up quite right. After relocating the spacer to outboard of the cases and reassembling the transmission, shift forks and then re-gooping the cases and tightening up the mess everything spun freely. This is what I mean by memory fading.

While its transmission might be fragile the Husqvarna has a well-engineered engine. Everything that spins rides on ball bearings; even the shift lever rides on needle bearings. This engine could run without oil for longer than you’d think. At 20,000 miles the valve train showed little wear, the cams were unmarred and the cam chain tensioners were in like-new condition. The whole layout is fairly simple and logical.

The big piston slips into a sleeveless aluminum cylinder bore coated with some sort of magic stuff that still showed hone marks. One area of concern is the base gasket. The gasket set I bought had a paper base gasket and the original was metal. From my experience the SMR510 engine has a lot of crankcase pressure. Hopefully the paper gasket works.

Installing the cylinder head was uneventful; the kit gasket looked like the same metal-sandwich material as the factory gasket. While I had the engine on the bench I checked the valve clearances. They wanted a bit of adjustment and in an amazing stroke of luck swapping the exhaust shims to the intake valves and the intake valve shims to the exhaust brought everything into spec. The fact that both left and right exhaust shims and both left and right intake shims were the same thickness speaks to even wear, careful machining and accurate valve installed-height during factory assembly.

There are a million bits to strapping the engine back into the frame. I put mostly new water hoses on because the kit I bought was missing a few. Since the swing arm was off I dismantled the rising-rate suspension linkage and greased the needle bearings. The forks on the Husky don’t turn sharp at all. To get a bit more steering angle I shortened the fork stops in an attempt to get an inch or two less turning radius. The fork tubes just kiss the plastic gas tank now so I’m maxed out. All in, it took the better part of a day to finish the engine install.

Starting the bike produced a few pops and farts until the fuel injection bled itself out and then the bike fired up! I leaned the Husky onto the side stand, lifting the rear wheel off the ground and ran through the transmission. All 6 gears were present and accounted for.

A quick test ride confirmed that even a stopped clock is right twice a day: I managed to get it back together and the bike runs just like before. Almost. The valve cover gasket is leaking so I’ll have to take a look at that. Total cost for the repair was around $400. My time, of course, was free. That’s $5600 less than a new Suzuki DR650, which was my Plan A when the Husky spit up its guts.

I think the reason for the Husqvarna transmission failing in the first place goes back to the SMR’s roots of being a dirt bike converted to street use. In the conversion process Husky’s engineers failed to put any kind of cushion in the drive train. You don’t really need cushion in the dirt because dirt is never all that grippy.

The crankshaft has a straight-cut gear to the clutch basket, the solid clutch basket has no cushioning springs, and then it’s direct to the transmission gears, to the countershaft sprocket and on to the rear wheel where there are no rubber cushions. The sprocket bolts solidly to the rear hub. Think about that big 500cc piston pounding the gearbox while the bike is on asphalt. The only give in the entire system is the rubber of the rear tire.

Maybe Berk is right: Maybe I just don’t know how to ride a 500cc single. (Note from Berk:  I said that?)  Seeing how the Husqvarna is built will change my riding style. I’ll let the engine rev a bit more and not lug the thing down to rattle on the gears. I’ll also try to stay on dirt roads whenever possible. Or, maybe it was a fluke. Only time and miles will tell.


Please keep hitting the popup ads!


Never miss an ExNotes blog:


More Resurrections!

Outriding the Pandemic

It was April and it was warm, even for the Arizona desert. A steady easterly breeze made the heat of the mid-day sun tolerable. We roared down back roads of the high plains that curved in wide arcs, past abandoned tourists traps and teepee hotels from the golden age of auto travel. The boxer engines of our BMW GS’s were humming in unison, interrupted by the whisper of dust devils that would whirl in from nowhere and dance in the center-line like mini tornadoes. I twisted the worn black rubber grip of the throttle and let myself slip into a deep state of attention to what the moment required. I was fully bonded with the machine that hurled me northward toward an ice cold India Pale Ale and a desert campsite I had yet to meet.

It had been some time since I felt this content and at peace. Over the past three months my girlfriend Bobbie and I had been watching the world burn down around us. Our pandemic hideout in Mexico felt like a grandstand seat at the races, and we had been awaiting a fiery crash at the finish line. I soaked in the sun’s rays through my riding suit and rolled the throttle on, savoring the feeling of heading home after months of uncertainty. Although riding north that day on Highway 89 was a fleeting moment, it was one that clicked and whirred in my memory like a Polaroid snapshot of harmony and integration with my surroundings. I was liking the feel of the TKC70 tires gripping the hot asphalt as I leaned the heavy machine through the curves with precision. It was the first time these tires had gripped American blacktop in 10 weeks. I could still almost smell the breeze coming off the sea of Cortez mixed with a slight hint of burning garbage like you get in Mexico along with the promise of wild nights, like it was before the plague sent us all running for the shadows.

Five Weeks Earlier

I woke up next to a beautiful girl in a turquoise room. The sun’s rays filtered in through translucent white curtains, embroidered with the flowers and skulls of Mexico’s Day of the Dead.  Loreto is a colonial beach town on the inland side of the Baja Peninsula. The room, an Airbnb, was our home this week.  I woke up slowly from an abnormally deep sleep. I blinked several times and let the humming of the air conditioner and the slow building sound of traffic on the street outside remind me where I was. I felt the stiffness of a slight hangover in my body. I caught a flash of last night’s events: Augie’s bar. A roar of laughter and music, conversation. I remember going into it looking forward to the fresh lime and rock salt taste of Margaritas and catching up with a couple riding GS800’s who had been playing leapfrog with us for several days as we all made our way up the peninsula.

I don’t know if you know any soldiers, or infantry soldiers, or paratroopers for that matter but we have a way of taking things to excess. There are a lot of reasons for it. Human behavior experts will site the scientifically low levels of impulse control found in those who perform dangerous jobs. Some blame the adrenaline. Some say it’s testosterone (women have it too, so don’t even start). Whatever it is, I think it has something to do with getting whatever enjoyment you can from life, while you can. The couple with the GS800s had some spectacular stories of their travels. I was not one to pass up an opportunity to swap tales of two-wheeled adventure, or pass up the highly flammable margaritas at Augie’s.

I got out of bed quietly and filled the small, hotel-style coffee maker with bottled water and some ground coffee that was dark and smelled promising. I liked the room. Sunlight streamed in and reflected off the brightly colored tile floor. A pair of parakeets outside the door were saying “buenos dias” over and over again to me or maybe to each other. Either way, it sounded extra loud. I blamed the cocktails from the night before as I took that first magic sip of black coffee. I looked over at Bobbie. She was out, curled up, still in a deep sleep. I eased myself into a faux-leather love-seat and cracked open my laptop. I logged onto the VPN and started preparing to get some work done when the google news crawl hit me like a concussion grenade. The US State Department had raised its global travel advisory to Level Four, something that had never happened before. Not ever. The message left no room for interpretation: “Return home now or plan to hunker down wherever you are for an indefinite period of time.” This was Defcon Four, for real.

As those words sunk in, my phone began to chirp with messages from friends and family north of the border. They were trying to relay the CDC and State Department warnings, and trying to figure out where I was, and push for my hasty return. The world was officially in a biological crisis, something we had prepared for during my time in the 82nd Airborne but had always prayed would never really happen. A few moments later my boss messaged me about COVID-19 and wanted to know if I was safe and sheltering in place. I told her that well, I was in Mexico and wasn’t exactly sure what to do. She corrected me and said “You mean you are in New Mexico.” I told her well, no. I am in old Mexico, like the real Mexico, on the Baja Peninsula, looking out over the Sea of Cortez at that very moment. There really wasn’t much to say after that and I was left alone with my phone, which went back to chirping along with the parakeets. I took another sip of coffee. I had some decisions to make. Although living free has some incredible benefits, like, well… freedom, lightness of being and of course the eternal spontaneity, there is always the lurking fact that having too many options can create a kind of analysis paralysis. As a wise man once said “Many a false move was made by standing still.” Well for those of us who suffer from a lack of impulse control, standing still is not really an option. So I threw on my trusty Levis and prepared for action.

I stepped out into the street and realized that an eerie silence had settled in over the town. We had passed through this way about four weeks ago. At that time it had all the trappings of a Baja tourist town; the bustling bars, restaurants, crowed sidewalks, coffee shops and art galleries. The historic Spanish Mission settlement of Loreto was now a ghost town. The streets were empty. Most of the businesses had closed, and many displayed signs warning tourists to return to wherever they came from. Within a couple of hours the decision had been made. It was time to ride north.

We loaded up the BMWs and headed out on Highway 1 north towards Gringolandia. Highway 1 is one of the most beautiful roads I have ever been lucky enough to ride. You navigate perfectly paved mountain switchbacks, complete with barrel cactus and rattlesnakes sunning themselves on the road until you begin a gradual decline towards the sparkling aquamarine blue water of the Bay of Conception. We decided to camp at a pristine little cove called Playa Santispac, a few miles south of the little mission town of Mulege.

We set up camp in a beachfront palapa and I had just set about gathering firewood when a couple in an RV next door waved us over to join their fire. I could smell mouth-watering carne asada, seasoned to perfection sizzling over the flames so I dropped the firewood and said we’d be right over. As Bobbie and I moved into the firelight, we noticed another couple was already sunk comfortably into camp chairs at the fire, cold Coronas in hand. It took all of a second to realize we had met this couple a month prior. We had been navigating the dirt roads way down on the southern tip of Baja outside of Cabo Pulmo National Park. We had passed a couple of hours with these folks then, swapping stories and trading experiences and recommendations from the road. The world had still been a carefree and dreamy place a month ago, and I slipped for a second into thinking about how much had changed and how quickly. Now, enjoying a fire and a seaside campsite together, we picked up right where we had left off, telling stories of where we’d been and where we were going from here.  North. The best thing about that evening was that no one mentioned COVID-19, or the world beyond the glow of that campfire, or the anxiety that was steadily growing inside each of us.

We ate carne asada tacos right out of the cast iron pan and clinked shot glasses of tequila to the sound of small waves lapping the shore. I watched the last light of the sun disappear behind silhouetted palms and scattered  palapas to the west. I thought that Baja must be one of the world’s most beautiful places. It felt solitary and secure. It felt like it was ours. Without anyone saying it, we knew we were existing in a sort of bubble of denial. We were living a nostalgia for the carefree times, which have now given way to something else, something less innocent to say the least. Denial and tequila are a pretty good recipe for happiness, at least for a while, and we all enjoyed the warmth of each other’s company and the peace that campfire  afforded us, even if it was just for one night.

Threading the Needle

Definition: Safely navigating a path through significant or numerous obstacles, which may be either social, figurative or physical in nature. In base-jumping, threading the needle refers to passing through a narrow gap between terrain features, probably while wearing a wingsuit or squirrel suit which generates lift and allows a controlled descent that feels like flying. Wingsuit flights usually end in the deployment of a parachute, or in death.

If you follow my road journal, you will know that I have been living off my motorcycle for the past three years. One thing I have learned in that time and those miles is the value of building solid friendships with the many amazing people I have met. One of these people is the Airbnb host we had stayed with back in February when our Baja adventure was just beginning. Veronica reminded me of Blanche from the Golden Girls. She was a blonde American woman from California. She had a high style and a kind of radiant energy to her. There were numerous stories of lovers past and present, and affairs won and lost like battles to a soldier who has traveled the world. Veronica had recently retired from a nursing career, and she administered her Airbnb with a level of caring and perfection fitting to that career. Veronica had adapted quite readily to the slower paced life of the Baja in the safe little community of San Felipe. She was one of the warmest people we had met on this trip and I made a point to keep in contact with her over the next two months as Bobbie and I explored every inch of the peninsula on our bikes. When the pandemic started ramping up, she sent me a text message to check on us and, learning that we were still in Mexico, again offered us shelter at her home.

San Felipe was just a 2-hour ride to the border, which seemed like an option we did not want to turn our backs on if one of us were to come down with COVID. Additionally, it seemed like we could remain pretty well isolated in Baja. It was a peninsula; not counting the countless maritime options, there was really only one way on and one way off that thin little strip of sand. Even if you counted boats, access to Baja was a lot more controlled than say, Mexico City, and our beloved USA was starting to look like a full-on dumpster fire if the TV and internet news sources could be believed. Plus, from what we could see, the residents of Baja seemed to be more or less following the health protocols of the CDC and the World Health Organization. Our plan was to thread the needle and return to America once the cases flat lined there or started to decrease. So essentially, we planned to cross the border after the worst had passed in the US but prior to the virus wave hitting Baja, which we knew it eventually would. We feared if we stayed too long in Baja sooner or later as gringos, would be seen as part of the problem, and we would become persona non grata.

Our delayed evacuation plan was based on zero scientific data, but seeing the massive amounts of misinformation already circulating on the interwebs, a gut feeling was the only impulse we could trust. One thing was certain; we had to set up a secure forward operating base. Veronica’s house was located about three miles from the beach. It was the perfect place to wait and see which direction the world would go and an ideal launching point to counter most, if not all scenarios we came up with during an official risk assessment and brain storming session conducted over a bucket full of ice cold mini-Coronas.

For the next three weeks Bobbie and I fell into a kind of routine; sleep late, eat a leisurely breakfast while consuming worrisome world news and catching up on emails, ride to the beach. Routine can be a soothing thing when facing the end of the world as we know it in a country that is not your own, whose government could turn hostile on you at the drop of a sombrero. I thought of the thousands of Mexicans who make the daring run across the border every day and the hostility they have to face at every stage of the journey as we hovered over phones and laptop screens in our terracotta-and-pastel-stucco tactical operations center.

The big question was if and when to leave San Felipe and head for the border crossing at Calexico. There was no good advice and there were no right answers. The world had not seen a pandemic of this magnitude in a hundred-plus years. There was certainly no guidance for people in our unique situation, living off the meager possessions that could fit on the backs of our GS motorcycles far from home and making blind decisions that would affect (and possibly drastically shorten) our lives. During this period of limbo in San Felipe, I was continuously urged by family and friends to return home to America. These pleas were nonstop and utilized a progressive escalation of force and coercion. I was grateful for the concern of everyone, especially my mother, who has patiently put up with more stupid and risky adventures than any mother deserves to. I made my entry to adult life as a paratrooper and moved on from the Army to world travel to my present decision to live as a motorcycle vagabond. Although I am not much for looking in the rear-view, I regretted momentarily all I had put my Mother through every time I heard the worry in her voice over the phone, or sensed it between the lines of one of her text messages.

We received automatic updates from the State Department via email. These communiques were mostly just warnings to get the hell out of Dodge and come back stateside. I couldn’t help but think, “Come back to what?” Since there was no cure and the numbers were steadily rising, it made no sense to return. We looked at the numbers, the collapse of health services and the mounting uncertainty and unrest in our country. In light of all that, every risk analysis we did, whether fueled by tequila, beer or black coffee, all pointed to battening down the hatches and weathering the storm at Veronica’s Airbnb.

Once we made the decision to stay in San Felipe, we started to notice there was plenty going  in the community around us to cast some serious, escalating doubts on the very decision we had just made. The city was in a process of closing down and withdrawing from public life, just like we had seen in Loreto.  Beaches and public entertainment venues were fully closed and stores were boarding up one by one, making it more and more difficult to purchase food, booze and charcoal, all of which are non-negotiables. We ensured our gas tanks were always topped off and kept our gear semi-packed. We were ready to go kickstands up within 15 minutes of any breaking news that gave us a good enough reason to head north. The days started to blend together as I guess they did for a lot of people. I started to realize this was not going to be just another mini-crisis that passes, soon forgotten. The realization dawned on me that this was going to be a massive chapter in history, not only for North America, but for the world.

Through all the progressive shutting down of San Felipe, Baja and probably all of Mexico, one nearby beach remained open: Pete’s Camp. This was a 3-mile ride from our Airbnb base, and it was a priceless afternoon getaway where we could relax on miles of empty beach that faced the beautiful blue waters of the Sea of Cortez. At Pete’s Camp, my mind would drift, sometimes to the highest heights, memories of walking off the ramp of a C17 into clear blue Carolina skies. Other times it got dark on me, and I imagined a post-apocalyptic, post-COVID world. We didn’t know which way the world was going to go. We didn’t know if fear was going to dictate the next chapter in history or if courage and cooler heads would prevail. Occasionally there would be a lonely RV parked at the camp, making its their way north. Some were Canadians who still had a long road ahead. We would chat with these refugee travelers and worried retirees while awkwardly keeping our distance and trying to scavenge any credible news or credible rumors to supplement the politically partisan blamefest that we abused ourselves with daily online.

During a chat with a friendly couple of snowbirds from British Columbia we learned that the Mexican Federales were refusing to let travelers go south, which made sense for Mexico since, at that time, COVID-19 was still more of a problem in the US. Unfortunately for us, we had to ride south a little ways to get on the highway and head north. Heading due north from San Felipe led to nothing but open desert followed by a brick wall, or some kind of wall, known as the US border. So according to my land navigation skills, if we rode twenty miles east or west we would risk being turned around on general suspicion of wanting to head south. If we made it to the highway we could turn north, but if we failed to cross the border due to some kind of Homeland Security snafu or some other fuckup, we would likely not be allowed to return to San Felipe and our base at Vernonica’s because it would be, well… to the south. This scenario was not pleasant to think of. I imagined us being forced into a kind of fenced in refugee camp within sight of California soil, motorcycles confiscated, sitting cross legged on the ground, drinking rust colored water from cut-off Tecate cans. With that vision in my head, I suddenly started feeling some empathy for all the countless people who had been in this position every day for decades, trying to head north, with Mexico saying ‘go on, then’ and the US saying ‘whoa, not so fast’ and a hell of a lot less resources in their pockets than Bobbie and I had at that moment.

Boxed In

We were boxed in, for our own safety as the saying goes, as well as for the safety of everyone around us. I thought about how many times public safety had been used as the reason to keep people from doing what they wanted, whenever the heck they wanted to do it, which pretty much described my life since I left the military, and especially these last three years living off a motorcycle. Under normal conditions, being stuck in a situation like this would cause a significant amount of stress, and it did, but under the new COVID-19 circumstances, it gave us some peace of mind too. The fact was, there were about a thousand percent less people traveling the highways and byways of northern Mexico these days, and under the current circumstances, less people was good.

Although we knew how fortunate we were to be weathering this terrifying time in such a beautiful place, harsh reality began to seep into our lives. Bobbie’s company, which did seismic retrofitting in California, was all but lost. With the real estate market at a standstill, her client base had dried up almost overnight. My own work assignments were starting to dwindle. The thought of being laid off in the face of a full-on economic depression started to creep into our idyllic little Garden of Eden in the desert of northern Baja. After three weeks of sheltering in place at Veronica’s house in San Felipe, the mounting stress of inaction, as it is wont to do, became more painful than confronting our worst-case scenario. We decided to head for Bobbie’s house in Sedona, Arizona, about five hundred miles from our current location. Judging from the news, it seemed, at least for the first wave of this pandemic, that the incidence of new cases was stabilizing and even lowering in some places.

Green Light

Although we discussed new options every day, sometimes every hour, we committed; we decided to decide by Wednesday, the eighth of April. That would allow us a comfortable two days to pack, and we would leave out on Friday, the 10th and make it to Sedona by Saturday or Sunday at the latest. When Friday rolled around, we psyched ourselves up and told each other that it was finally time to leave. We said goodbye to Veronica, ensuring her that once we were safe in Sedona she was welcome to come and stay if the virus hit Baja as badly as we thought it would. We once again loaded the panniers covered with stickers from all the states we had visited. I leaned hard to the right against the added weight and let the kickstand flip up into place. We took a slight detour down the dusty dirt road we had ridden so many times to say a 60mph goodbye to the beach at Pete’s Camp. We were finally returning home to America.

New World

Contrary to my apocalyptic daydreams, we crossed the border without incident. We waited in an almost non-existent line that consisted of a few cars, pickups and RV’s and pretty soon we handed our passports to a friendly Customs and Border Protection officer wearing a surgical mask. He accepted our documents and gave them (and us) a once over, not too fast and not too slow. “Welcome home.” He said. I twisted the throttle and we picked up some of that quiet BMW speed, once again on good American asphalt.

It was still early and cool for Southern Arizona so we stopped at the first beige stucco and Spanish tile Starbucks that came into view. We dismounted and shook off the vibrations both real and metaphysical as we walked up to a sterile window, where we were handed two cups of drip coffee by a young girl wearing a contamination suit and the kind of face shield I’d use to grind the slag off a frame weld. We sipped bitter coffee and looked at each other in our new reality. I tried to stay focused on the beauty of our surroundings and the success of an easy border crossing back to our homeland. We had avoided the refugee camp scenario and I was very thankful and glad to be back on US soil.

Now that we were back in the United States, where were we supposed to go and how would we adapt to this scary new world order as motorcycle nomads? It was a relief to be back in our home country but to what avail? Everyone and everything was fully locked down. Almost nothing was open and no one had worked for weeks or months in some cases. It was a stark contrast to the America we knew just ten short weeks ago.  There would be no gatherings with friends and family at our favorite bistro, Vino’s in West Sedona, to share stories of our adventures in Baja. There would be no popping over to our favorite local watering hole for a cold Four Peak’s IPA while catching up local gossip. Although we had been living in the same isolation south of the border just yesterday, it felt different now being home, because now we owned the problem. Our country had been enjoying record high prosperity when we left just a few months ago, and record low unemployment. Now huge numbers of Americans were unable to work and didn’t know how they would pay their bills, rent and mortgages. We tried to keep the talk light and the mood upbeat as we set up a cozy little camp that afternoon in the Prescott National Forest. We could have ridden straight through, but we wanted to be alone that first night, inhaling the aroma of dry pine on the breeze as we sat around our small fire. We needed the strength and clarity that came from sleeping that first American night on the clean, coarse sand of the high Arizona desert.

A sobering reality set in the next morning as we rode from first light through the lonely desert, now more deserted than ever. The whine of my 1200cc boxer engine and the wind in my helmet were the only sounds on the surreal Arizona landscape that morning. As we blazed on with the rising sun to our right, it felt like our whole country was on a one-way road northbound to Sedona, which I hoped wouldn’t turn out to be a dead end. We continued north, avoiding the freeway, until the soft afternoon light came from the west. We felt the temperature drop a few degrees as we roared over Mingus Mountain Pass in the Coconino National Forest. We leaned extra low and deep into every curve, wanting the bike and the tires to be there for us, to reassure us and support us in this time of uncertainty. Motorcycle riding can give you perspective; it can make existential problems feel distant, forcing you to focus on the here and now. As we descended into the still air and the evening warmth of Sedona, the light of the setting sun shone on the rocks, giving them a warm kind of alpenglow I had never noticed before. I knew that here, in the warm, safe interior of America we would be able to find a moment of solace to shake off the culture shock, gather our thoughts, and lay out our options for putting one tire in front of the other and ask ourselves:  “Where to next?”  The world was changing, radically and on a daily basis. We needed a plan that would fit the need we had for constant motion. We found a lot of courage there in Sedona, in the familiarity of Bobbie’s house, which looked out over a seemingly infinite landscape of red rocks to the south. From that place of courage, I realized that the sun would indeed rise again. It would rise over Veronica’s little house where we had waited out the uncertainty of the first wave and it would rise over any lonely Canadian RVs still parked at Pete’s camp, facing the Sea of Cortez and the new normal. So would it rise over our lives tomorrow and over the lives of our people near and far. Since my days in the 82nd Airborne, failure has never been an option, and this was no time to start considering it. I broke out the bottle of Laphroaig and we began unrolling the maps. The Southwest Operations Center was now established. We got down to the serious business of where to next, knowing we’d be kickstands up in no time.


Never miss an ExNotes blog:


Help keep us afloat:  Please click on those popup ads!

Part 3: Lee’s .44 Fab Four Conclusions

This is our third and final blog on the Lee .44 Magnum Deluxe 4-die set.  We posted an initial blog on the four dies and their components, and then a second blog on how to setup each die in the reloading press.  This last blog on the .44 Magnum Deluxe 4-die set shows how my reloaded ammo performed and wraps up my thoughts on the Lee 4-die set’s advantages.


Keep us afloat:  Click on those popup ads!


Here’s the bottom line:  The Lee Deluxe 4-die set is easy to set up, it makes accurate ammo, and it positively prevents bullet pull under recoil.  Lee’s locking, crimping, and decapping pin retention approaches are superior and the Lee dies cost less.  It’s a better product at a lower price.

That said, let’s take a look at the specifics.

.44 Magnum ammo loaded with Lee’s Deluxe 4-die set.  It’s good looking, consistent, and accurate ammo.

I used my Turnbull Ruger Super Blackhawk for this test series.  It’s the gun you see in the big photo at the top of this blog.  I fired 5-shot groups at 50 feet from a bench, using a two-hand hold and resting my hands on the bench.  No other part of the revolver was supported and I did not use a machine rest.  I held at 6:00 on the orange bullseye.

Superb Accuracy

This, to me  (and I imagine to most reloaders) is the most crucial aspect in evaluating any reloading equipment, and in my experience, Lee’s Deluxe 4-die set provides superior accuracy.  I was more than pleased with the results.  The targets below speak for themselves.  My preferred .44 Magnum load of 6.0 grains of Bullseye with a 240-grain cast semiwadcutter bullet, reloaded with Lee’s Deluxed 4-dies set worked well.  It was accurate, and barrel leading and recoil were minimal.  I know you can load hotter .44 Magnum loads.  Read that sentence again, and put the accent on you.  A 240-grain projectile at just under 1000 feet per second (which is what my load provides) works fine for me.

A one-hole, 5-shot group brought to you by Lee’s Deluxe 4-die set.
Typical .44 Magnum groups at 50 feet with ammo loaded on Lee’s Deluxe 4-die set.
Modest barrel leading after 50 rounds of .44 Magnum ammo with cast bullets.

Groups that tore one ragged hole were typical.   That speaks highly of the Lee die set’s ability to produce consistent ammo.

Consistent Crimping

The Lee factory crimp die is just a better approach than any other die maker’s.  It gives a better crimp, it assures cartridge chambering, and I believe it maintains better bullet alignment in the case.  Yeah, you can crimp in a separate step with the bullet seating die, but then you wouldn’t have the carbide straightening and alignment features you get in the Lee factory crimp die.  It’s a better approach that better aligns the bullet in the case and guarantees reliable chambering.

A beautiful and consistent crimp.

Simply put, with the Lee factory crimp die there is no bullet movement under recoil.   None of the cartridges in this test series experienced bullet pull under recoil.  The Lee crimp die does a great job in locking the bullets in place.  In similar testing using a Lee Deluxe 4-die set in .357 Magnum, I found that regular crimping (i.e., not using the Lee factory crimp die) allowed bullet pull, but crimping with the Lee factory crimp die did not.  This .44 Magnum reloaded ammo performed similarly.

Easy Die Adjustability

The Lee dies are easy to adjust and they stay in adjustment.  I like Lee’s incorporation of orings for holding the locknut in place and for locking the die position in the press.

Lee uses orings extensively for lockrings and other adjustments. The approach works.

When I first encountered Lee’s oring approach 40+ years ago, I thought it was a bit sketchy, but I’ve come around.  I believe this is better than using a standard locknut, even when the locknut uses a set screw to lock it in place on the die body.   The Lee approach is easier to use.  You can remove the die and preserve the adjustment without damaging the die body threads.  I’ve never had a Lee die go out of adjustment, and to my surprise, none of the orings on any of my Lee dies ever deteriorated or otherwise failed (and some of my Lee dies are more than 30 years old).  Even if an oring did fail, based on my prior experience with Lee Precision I’m pretty sure if I (or you) called Lee, they’d ship a replacement for free.

Free Shellholder

As mentioned previously in one of the blogs in this series, I like the fact that a Lee die set includes the shell holder.

Lee provides a free shellholder with their dies. It’s the right thing to do.

With most (maybe all) other die manufacturers, you have to buy the shellholder separately.  That’s an inconvenience and an added expense.  I like Lee’s approach better.

Better Decapping Pin Retention

I like Lee’s approach for securing the sizing die decapping pin better than the approach used by the other guys.

The Lee decapping pin retention approach is a superior engineeirng design.

With other manufacturers’ dies, if something obstructs the decapping pin, it’s easy to bend or break the decapping pin.  When that happens, a reloading session is over until a new pin is installed.  With Lee’s approach, an obstruction just backs the decapping pin out of the locking collet, and if that occurs, it only takes a minute to fix.

Lower Cost

Lee dies are less expensive than other dies.  Simply put, you get more bang for your buck with Lee dies.

The Bottom Line

As I said above, the .44 Magnum Lee Deluxe 4-die set is easy to set up, it makes accurate ammo, and it positively prevents bullet pull under recoil.  Lee’s locking, crimping, and decapping pin retention approaches are superior and the Lee dies cost less.  It’s a better product at a lower price.


Here are links to our earlier blogs on Lee dies:

Lee’s Deluxe .357 Magnum 4-die set.
Part I: Lee’s Deluxe .44 Magnum 4-die set.
Part II:  Lee’s Deluxe .44 Magnum 4-die set.


Like our shooting and reloading articles?  There are a lot more here!


Never miss an ExNotes blog.  Get a free subscription here:


Keep us afloat:  Click on those popup ads!


For more info on Lee Precision reloading equipment, click on the image below:

Baja in the Slow Lane

For a motorcyclist one of the easiest and most rewarding trips a rider can undertake is Baja, Mexico.  It’s a 1-day drive to the Mexican border from most of the Southwestern United States. I have been fortunate enough to spend many months in Baja over the past four years, but always mixed the experience in with working, so I was never able to fully detach and enjoy it. For my fourth time riding Baja this had to change.  I wanted to allow myself to embrace this epic part of Mexico at a slower pace and savor each day.  It’s Baja.  This is the time and place where you are meant to slow down and relax.

The week prior to my departure a friend gifted me this giant stuffed sloth for my birthday.  I promptly named him Slothykins, which seemed to fit since I already traveled with a little stuffed lamb named Lambykins.  Two days prior to departing for Baja while packing my gear I noticed the sloth in the corner of the equipment room staring aimlessly at the wall.

At that moment an idea hit me.  Now usually (always) my ideas are a bit… off and this one would prove no different.  My thought was to use my Rok Straps to secure the giant sloth on the passenger seat of my BMW GS1200 and ride the 3,000-mile roundtrip from Sedona to Todos Santos.  What better way to embrace the slow lane of Baja life then with Slothykins as my passenger!

As we slowly departed Sedona it wasn’t long before I noticed something moving around in my rearview mirror.  I quickly pulled over and saw everything was secure and started off again.  I was in 3rd gear and again saw a flickering of movement.  Well, it turns out it was Slothykins.  If I went above 50mph his arm would begin flapping in the wind and it gave the perception he was waving at everyone. The whole scene was hilarious.  Other vehicles along the road would slow down, scratch their heads or wave back to Slothykins as we happily motored along desert backroads on our way to Mexico.

One thing I didn’t factor into this whole scheme was the attention I would receive once crossing the border into Mexico.  This usually is a nonevent; however, with Slothykins I was promptly ushered into the “This guy definitely requires a further search” lane, to include an over friendly German Shepard which did a thorough job of sniffing Slothykins and the rest of my gear.  It took a few minutes of the dog jumping all over the BMW before the Mexican Immigration Agents cleared me to proceed.  Welcome to Mexico, Slothykins!

After the border dogs provide you with their approval to enter Mexico your senses are instantly overwhelmed with the sights and smells of fresh food, while your mind awakens to the new obstacles in the road to include but not limited to horses, donkeys, cows, potholes, and large trucks along narrow roads with no shoulder. This sensory awakening can make you become pretty hungry.  Finding some street tacos and a strawberry Fanta from one of the many vendors you pass by is a rather easy task in Mexico. While sitting on the sidewalk I begin enjoying one of the most delicious meals I’ve ever had. Meanwhile, I look over to see my motorcycle parked with Slothykins as a sentry keeping a watchful eye on the new surroundings. THIS is life at its finest in the slow lane of Baja, Mexico!

Baja is a thin peninsula with only four main highways, so when you meet fellow travelers along your journey it is more than likely you will bump into them again at some point.  The people of Baja have very kind hearts, so running into them repeatedly is a great way to build relationships along this journey.  It didn’t take long for me to inherit the nickname “The Sloth Guy.”  Which I found comical since I am a rather fast rider (ask any Massachusetts State Trooper).

For the next two weeks with Slothykins as my tent mate and passenger we happily camped on some of the world’s most beautiful beaches while riding almost the entire length of Baja to a turnaround point on Playa Pescadero, which was just south of Todo Santos.  I never tired of hearing “Hey Sloth Guy come over for a beer” or “Sloth Guy want to join us for dinner?”  The hospitality is incredible in Baja, more so for motorcyclists, and as I learned, even more so for motorcyclists with a giant sloth as a passenger.

With the relaxing two weeks nearing an end there was an outstanding question that I had to answer.  What should become of Slothykins?  I couldn’t keep him as he was much too large, and I already had the immense responsibility of Lambykins, who is quite the handful.  An idea hit me on the final night in Kiki’s Camp in San Felipe.  Why not donate Slothykins to an orphanage.  After some time on Google and Google Translate, I happened to find the manager of a local orphanage called Sonshine Hacienda who lived just a few blocks from where I was camping.  I called him and he was an ex pat who had been living in Baja managing the orphanage for several years. I promptly drove over, met him, and donated Slothykins to his new home to where he would become a big hit and make many new friends. On the return ride to Arizona the bike felt a bit lighter without my buddy on the back waving happily at passersby.  While crossing back into the United States I smiled to the border agent while reflecting on the ride, the people, and the beautiful experiences over the past two weeks of traveling through Baja, Mexico.


Here’s a link to the Sonshine Hacienda.


Help us out by clicking on the popup ads…we get paid everytime you do!


Never miss an ExNotes blog:


Want to learn more about riding Baja?  Pick up a copy of Moto Baja! and visit our Baja page.


Headed into Baja?  Make sure you have insurance.  We only ride with BajaBound!

The Pima Air and Space Museum Nose Art

We recently blogged about a visit to the Pima Air and Space Museum.  This  blog returns to that Tucson attraction with a feature on aircraft nose art.

Aircraft nose art goes back to at least 1913, when the Italians painted a sea monster on a flying boat.  The aircraft nose art concept continued in World War I and really emerged as a folk art form in World War II.  On US World War II aircraft this occurred primarily in the Army Air Corps (the Air Force was not yet a separate service).  Nose art emerged again during the Vietnam War and continued in the Gulf wars.  Today, even some commercial jetliners have it (most notably Southwest Air).

The Pima Air and Space Museum contains numerous nose art examples, a few of which I photographed during our recent visit.  One aircraft with interesting and colorful nose is a B-24 that started life as a US aircraft and was later flown by the Indian Air Force.  It’s the photo you see at the top of this blog.

An Indian Air Force B-24 Liberator. The B-24s were built by Ford. By the end of World War II, we were building them at a rate of one per hour.
A closer look at the Indian B-24 aircraft’s nose art.
The opposite side of the Indian B-24.

This nose art on a B-29 shows a map of North America.

A Boeing B-29 Bomber.
The other side of the B-29.

Political correctness today precludes pinup nose art, but it was prevalent in earlier times.

A Bell P39 Airacobra.
A Lockheed S3B Viking. The Navy, for the most part, did not allow nose art during World War II.  They later changed their WWII stance.
A Douglas A20G with an unusual bit of nose art.

Nose art often featured animals.   Here’s a interesting take on a Curtiss P-40 and an A-10 Warthog.

A Curtiss P-40 sporting an Arizona rattlesnake.
A Fairchild A-10 Warthog trainer with a warthog painted on its nose.

Gaping shark’s mouths with threatening teeth have adorned many combat aircraft including fighters, observation aircraft, electronic warfare aircraft, and helicopters.

A Grumman OV-1 Mohawk.
A Republic F-105G Wild Weasel.
A Grumman F-14 Tomcat.
A Bell UH-1 Huey.

Here’s an interesting special ops helicopter with unusual nose art.  Star Wars, as interpreted by a special ops team.

A Bell OH-58 Kiowa Special Ops helicopter with a Hans Solo nose art treatment.

We’ll have another blog or three on the Pima Air and Space Museum.  There’s just too much to fit into a single blog, so please stay tuned.


Please keep clicking on the popup ads.  We get paid every time you do!


Never miss an ExNotes blog!

Part 2: Lee’s Fab Four for the .44

This is the second blog in our series of three articles on the Lee Deluxe 4-die set.  The first blog focused on the dies and their components; this blog focuses on how to set up the dies in a press.

1. Shellholder

As a first step, I inserted the shell holder (No. 11 in Lee’s numbering system) into the press ram.  It’s a no brainer, but I wanted to mention that Lee includes the shellholder with their dies, which is a nice touch.

The Lee shellholder in the press ram.

2. Resizing

I then raised the reloading press ram, and threaded in the sizing die in until it made contact with the shell holder.  After the bottom of the sizing die contacted the shell holder, I lowered the press a bit, turned the die into the press a bit more, and tested it by raising the ram again.  I wanted to feel just a bit of pushback on the ram.

The shellholder (lower arrow) in intimate contact with thre sizing die (upper arrow).

Once I felt resistance in the ram lever with the ram fully raised, I screwed the sizing die’s locking ring all the way down to the press head.

Screwing down the sizing die locking ring.

Once that adjustment was made, I don’t have to adjust the sizing die again for future reloading sessions.  I can unscrew it by grabbing the locking ring and unscrewing it from the press head.  The locking ring’s oring prevents the locking ring from inadvertently moving on the die body.  All I need to do is screw the sizing die into the press.

The sizing die locking ring screwed all the way down to the press head.

At this point, I proceeded to size 50 cases.  I inserted each into the shell holder and raised the ram fully.  This both knocked out the old primer and resized each case.

Sizing .44 Magnum cases and punching out the spent primers.
An ejected, spent primer.
.44 Magnum case with primer removed.

3.  Expanding

After completing the resizing operation, I unscrewed the sizing die from the press and partially screwed in the expander die (just a couple of turns at this point).  I placed a resized cartridge case in the shell holder and raised the ram fully.

The Lee expander die in the reloading press.

I then continued to screw in the expander die until I felt the cartridge case touching the expander die.  I then lowered the ram slightly and screwed the expander die a little further into the press, raising the ram and then lowering it again.  I repeated this in minor increments to get the desired amount of flare on the case mouth.   I knew I only needed a little bit, just enough to allow a bullet to start in the case mouth.  When I do this part of the expander die installation, I check for adequate case mouth flare by taking a bullet and checking to see if it can start in the case mouth.

I used Missouri Bullet Company 240-grain cast bullets for these reloads.
The 240-grain Missouri bullets.

I don’t put too much flare on the case mouth.  All that’s necessary is enough to allow the bullet to start into the case mouth.

The case on the left has not had the case mount expanded; the case on the right has had the case mouth expanded. Only a small flare is necessary.

Once the bullet could start to enter the case mouth, I knew I had enough flare.  At that point, I raised the ram with the case in the shellholder.  The case is now in intimate contact with the expander, preventing any expander die rotation.  I then threaded the locking ring all the way down on the expander die, locking it in place in the press.

Screwing down the locking ring after the expander die has been adjusted.
The expander die lock ring locked in position.

Once I had locked the expander die in place, I proceeded to run all 50 cartridge cases through it.

50 Starline cases that have been run through the expander die. I usually reload handgun cases in multiples of 50.

After completing that operation, I grabbed the expander die by its locking collar and unscrewed it.   It, too (like the sizing die) now had the locking ring in the right place, and it would not require adjustment for future reloading sessions (for .44 Magnum ammo; if I wanted to load .44 Special ammo, the shorter .44 Special cases would require making the adjustment described above again).

4.  Priming

At this point, I seated primers in all 50 cases.  I use an older Lee priming tool that is no longer available from Lee.  My Lee priming tool is close to 50 years old, which says a lot about the quality and durability of Lee reloading equipment.  I’m not going to spend too much time today talking about seating the primers, as this blog is focused on the Lee Deluxe 4-die set.  I may do a future blog on the latest Lee priming equipment.

My old Lee priming tool. It still does a great job.

5. Charging

After priming, I charged the cases with propellant.  My load is 6.0 grains of Bullseye powder with a 240-grain Missouri Bullet Company semiwadcutter bullet.   You won’t find that load in modern reloading manuals.  I have a library of old reloading manuals; this one is from an earlier Lyman cast bullet handbook.

An oldie but still a goodie. I use Bullseye powder for several different handgun loads.
An older Lyman Cast Bullet Handbook with a great load for the .44 Magnum.
6.0 grains of Bullseye with a 240-grain cast bullet works well in the .44 Magnum.
50 Starline cases primed and charged with Bullseye propellant.

6.  Bullet Seating

I next seated the bullets using the bullet seating die.  The bullet seating die can also be used to crimp the bullet in place, but I don’t crimp with this die.  To prevent the bullet seating die’s internal crimping ring from crimping the bullet, I screwed the bullet seater nearly all the way into the bullet seating die (I wanted the bullet seater to reach the bullet before the die’s crimping feature reaches the case mouth).  I then adjusted the bullet seating depth by screwing the die body deeper into the press.

A .44 Magnum cartridge about to have its bullet seated to the correct depth. The upper arrow points to the bullet seater adjustment; the lower arrow points to the locking ring.

I adjusted the die deeper into the press until the bullet was seated to its crimping groove.  This resulted in an overall cartridge length of 1.600 inches.

Having a good calipers helps reloading enormously.
The 240-grain bullet seated at an overall cartridge length of 1.600 inches, but not yet crimped in place.

After I had achieved the desired bullet seating depth, with the ram raised and a cartridge with a seated bullet in the shell holder, I screwed down the die’s lock ring to lock the die in place.  I then seated the bullets in all 50 cartridges.

7. Crimping

The last die is the crimping die.  Here’s what it looks like.

The Lee Factory Crimp Die. This is a stellar bit of reloading equipment.

To install and adjust the crimping die, I raised the ram without a cartridge in the shellholder.  I then screwed the die fully into the press head until the bottom of the crimping die firmly contacted the shellholder.  At that point, I backed the crimp adjuster nearly fully  out (until I knew it would not contact the cartridge case).  I needed to do this step without a cartridge in the press because if I tried to do it with a cartridge in the press, I might have overcrimped the bullet in the case before I had the crimp adjustment correct.

The shellholder in intimate contact with the bottom of the Lee factory crimp die.
The factory crimp die locking ring, fully screwed down on the die body.

I lowered the ram, installed a cartridge that had not been crimped into the shellholder, and raised the ram fully.   I lowered the crimp adjuster until it contacted the cartridge case (I could feel when it did do by increased resistance on the crimp adjuster as I screwed it into the die body).

The crimp adjuster.

I then withdrew the ram slighly and turned the crimp adjuster in a little bit more.  I backed off the ram and examined the crimp.  I repeated this process (backing off the ram, screwing the crimp adjuster in a bit more, and examining the crimp) until I was satisfied with the crimp.

A crimped .44 Magnum cartridge. The Lee factory crimp die does a great job.

Once I was satisfied with crimp, I crimped all 50 cartridges.

50 reloaded .44 Magnum cartridges.
Reloaded ammo in the cartridge box.

The last step for me was to label my newly reloaded box of .44 Magnum ammunition.

Labeling is critical. If I don’t do this immediately after loading the ammo, I might forget what the recipe was.

I had my 50 rounds of reloaded .44 Magnum ammo; the next step was a trip to the range to see how it shot.   That blog will post in about a week.  A spoiler alert…this ammo performed magnificently.  Stay tuned, and you’ll see.


Keep hitting those popup ads!  You’ve been helping us enormously and we appreciate it!


Never miss an ExNotes blog!


For more info on Lee Precision reloading equipment, click on the image below:

Jerry and the Jersey Devil

I’d heard of the Pine Barrens when I was a youngster in New Jersey but I’d never been there, which was weird because the northern edge of the Pines starts only about 40 miles from where I grew up and geographically the Pine Barrens cover about a quarter of the state. New Jersey is the most densely populated state in the US, but you wouldn’t know it in the Pine Barrens. Pine trees and sand, lots of dirt roads, and not much else except ghost stories and New Jersey’s own mythological Jersey Devil (more on that in a bit).  The region is mostly pine trees, but there are just enough other trees that our last-weekend-in-October ride caught the leaves’ autumn color change. That, the incredible weather, and saddle time on Jerry Dowgin’s vintage Honda Scrambler made it a perfect day.

Kicking back in the Pine Barrens town of Chatsworth.  Check out the leaves changing colors in the background.
A 305cc Honda Scrambler, the Jersey Devil, and Lucille’s Country Diner.  Life is good in the Pines.
Jerry Dowgin at speed in the New Jersey Pine Barrens. He’s been riding the same motorcycle for five decades. Jerry paid $10 for his Honda Scrambler.  I offered to give him what he paid for it, which drew only a smile.

There were other things that made the day great.  For starters, that has to include riding with Jerry Dowgin, former South Brunswick High School football hero, vintage motorcycle aficionado, and son of the late Captain Ralph Dowgin.  SBHS is my alma mater (Go Vikings!), and the Dowgin name is legendary in New Jersey.  I didn’t personally know Jerry when I was in high school (he was four years ahead of me), but I knew of his football exploits and I knew of his State Trooper Dad. Captain Dowgin commanded Troop D of the NJ State Police, and thanks to a photograph provided by lifelong good buddy Mike (another SBHS alum), Trooper Dowgin graces the cover of The Complete Book of Police and Military Motorcycles.  Take a look at this photo of Jerry, and the Police Motors cover:

In the New Jersey Pine Barrens with former football star Jerry Dowgin and his awesome Honda Scrambler.  I only run with the cool kids.
Jerry’s father, Trooper Ralph Dowgin of the New Jersey State Police. This photo was taken in 1936.  The one above it was taken 4 days ago.
Trooper Dowgin’s original leather motorcycle helmet.  Jerry showed it to me.

My ride for our glorious putt through the New Jersey Pine Barrens was Jerry’s 1966 CL77 Honda Scrambler. Jerry has owned the Scrambler for five decades.  Jerry’s name for the Scrambler is Hot Silver, but I’m going to call it the Jersey Devil.  The bike is not a piece of Concours driveway jewelry; like good buddy Gobi Gresh’s motorcycles, Jerry’s Jersey Devil is a vintage rider. And ride we did.

Honda offered three 305cc motorcycles in the mid-1960s: The Dream, the Super Hawk, and the Scrambler. All were 305cc, single overhead cam, air-cooled twins with four-speed transmissions. The CA77 Dream was a pressed steel, large fendered, single carb motorcycle with leading link front suspension. Like its sister Super Hawk, the Dream had kick and electric starting; the electric starter was unusual in those days.  The Dream was marketed as a touring model, although touring was different then. Honda’s CB77 Super Hawk was a more sporting proposition, with lower bars, a tubular steel frame and telescopic forks, twin shoe drum brakes (exotic at the time), twin carbs, a tachometer, and rear shocks adjustable for preload. The engine was a stressed frame component and there was no frame downtube. Like the Dream, the Super Hawk had electric and kick starting. It’s been said that the Super Hawk could touch 100 mph, although I never saw that (my Dad owned a 1965 Honda Super Hawk I could sometimes ride in the fields behind our house).

The Scrambler fuel tank. Honda hit a home run with the Scrambler’s styling.
Everything on this motorcycle is well proportioned. The ergnomics fit me perfectly.
The cool kids removed the Scrambler’s bulbous two-into-one muffler and replaced it with Snuff-R-Nots. Jerry is one of the cool kids.

The third model in Honda’s mid-‘60s strategic triad was the CL77 Scrambler, and in my opinion, it was the coolest of the three. It had Honda’s bulletproof 305cc engine with twin carbs, and unlike the Super Hawk engine, it was tuned for more torque.  The Scrambler didn’t have electric starting like the other two Hondas (it was kick start only, a nod to the Scrambler’s offroad nature). The Scrambler had a downtube frame, no tach (but a large and accurate headlight-mounted speedo), a steering damper, and a fuel tank that looks like God intended fuel tanks to look (with a classic teardrop profile and no ugly flange running down the center). The bars were wide with a cross brace.  With its kick start only engine, the magnificent exhaust headers, and Honda’s “we got it right” fuel tank, the Scrambler looked more like a Triumph desert sled than any other Honda.  In my book, that made it far more desirable. I always wanted a Scrambler.

The Scrambler’s speedo. The switch on the left is for the headlight; the amber light is a neutral indicator. The speedometer is accurate; we rode through a highway sign that showed your speed and it matched the speedometer indication.
The Scrambler’s front fork damper.
The Scrambler’s tool storage compartment.
Jerry’s wife Karin made the toolkit pouch. Jerry’s toolkit includes the original Honda tools and a few extras.
A single overhead camshaft, two valves per cylinder, and threaded locknut valve adjustment. Honda’s casting quality was superb for the time.

Jerry and I had great conversations on our ride through the Pine Barrens.  We talked motorcycles, the times, the old times, folks we knew back in the day, and more.  Other riders chatted us up.  The Scrambler was a natural conversation starter.  Every few minutes someone would approach and ask about Jerry’s Scrambler.  Was it original?  Was it for sale?  What year was it?  I had a little fun piping up before Jerry could answer, telling people it was mine and I’d let it go for $800 if they had the cash.  I can still start rumors in New Jersey, you know.

The Scrambler’s rear suspension has three preload adjustment positions.
Relatively sophisticated for the time on a mass-produced motorcycle: Twin shoe brakes.
The Scrambler’s rear brake was similarly equipped.
Gresh and I are both members!

The 305cc Honda twins of the mid-1960s were light years ahead of their British competitors and Harley-Davidson.  British twin and Harley riders made snide comments about “Jap crap” back in the day (ignorance is bliss, and they were happy guys), but at least one Britbike kingpin knew the score and saw what was coming.  Edward Turner, designer of the Triumph twin and head of Triumph Motorcycles, visited Honda in Japan and was shocked at how advanced Japanese engineering and manufacturing were compared to what passed for modern management in England.   No one listened to Turner.  The Honda 750 Four often gets credit for killing the British motorcycle industry, but the handwriting was already on the wall with the advent of bikes like Honda’s Dream, the Super Hawk, and the Scrambler.  I believe we’re living through the same thing right now with motorcycles from China.   Or maybe I just put that in to elicit a few more comments on this blog.  You tell me.

I’m always curious about how others starting riding, so I asked Jerry if he inherited his interest in motorcycles from his motor officer Dad.  The answer was a firm no.  “Pop wasn’t interested in motorcycles; he saw too many young Troopers get killed on motorcycles when he was a State Trooper.”    Jerry’s introduction into the two-wheel world was more happenstance than hereditary.  He was working with his brother and his brother-in-law installing a heating system in a farmhouse when they encountered the Scrambler.  Jerry bought his 1966 Scrambler in 1972 for the princely sum of $10.  Yes, you read that right: $10. The Scrambler wasn’t running, but the deal he made with his brother was that Jerry would do the work if his brother would pay for the parts (and in 1972, the parts bill came to $125 from Cooper’s Cycle Ranch, one of the early and best known East Coast Honda and Triumph dealers).  Getting the Scrambler sorted took some doing, as the engine was frozen, it needed a top end overhaul, it had compression issues, and getting the timing right was a challenge.  But Jerry prevailed, and the bike has been a Pine Barrens staple for five decades now.

Jerry shared with me that he plans to leave his Honda Scrambler to his son and grandson.  I think that’s a magnificent gesture.

Jerry on his Scrambler at the end of a great day on the road.
Jerry and his Scrambler were featured on the cover of the Vintage Japanese Motorcycle Club’s magazine about 4 years ago.

Our ride in the Pine Barrens was most enjoyable.  It’s amazing how little traffic there is in the Pines, an unusual situation for me.  As a son of New Jersey, riding with no traffic in the nation’s most densely populated state was a new experience.  But there’s a lot of land down there in the Pine Barrens (the area was a featured spot for dumping bodies on The Sopranos, and that probably wasn’t just a figment of some screenwriter’s imagination).  Riding into the Pines (where we saw few other motorcycles and almost no cars), we made our first stop in Chatsworth.  Chatsworth is an old Pine Barrens wide spot in the road with only a few buildings and a roadside eatery with no seating.   You buy a soda and a dog (of either the hot or brat variety), find a seat on one of the roadside benches, and chat with other riders. It was different and much more fun than what I remembered New Jersey riding to be, but I had never ridden the Pines before.  The locals told me it’s always been like this.

From Chatsworth, it was on to Lucille’s Country Diner, a popular Pine Barrens roadhouse more like a California motorcycle stop than a New Jersey diner.  Lucille’s is known for its pies, and (trust me on this) they’re awesome.  We parked under a carved, presumably life-sized Jersey Devil statue.   I’d heard of the Jersey Devil when I was a kid (it’s a New Jersey thing; think of it as a cross between Bigfoot and Lucifer and you’ll understand).  We didn’t see the Jersey Devil lurking out there in the pine trees on this ride, but who knows?  Maybe he saw us.  As a New Jersey native, I know this: Anything’s possible in the Garden State.


Never miss an ExNotes blog.  Get a free subscription here:


Keep us afloat:  Click on those popup ads!

Moundsville, West Virginia

John Denver got it right:  Almost Heaven, West Virginia.   Hold that thought.  Let the music play in your mind as you read this blog.

I think I found the best place in America for motorcycling.  I could be wrong, but if you like twisties, if you like impressive views, if you like points of interest, and if you like good food, West Virginia (and in particular, the roads around Moundsville) is where you want to be.

A view from the top of the mound. That bridge spans the Ohio River, and that’s Ohio on the other side.

Moundsville is named after the huge mound that dominates the town (it’s what you see in the photo at the top of this blog).  It was only in the 1800s when the person who owned the land surmised that it was an ancient burial mound (there were several in the area).   The Native Americans who lived and then disappeared in this region were named (by us, not by themselves) as the Adena people, and it is now known that the mounds predate Christ. There’s an interesting museum next to the mound, and it is an easy place to spend an hour or two.  The mound and the museum are free, and if you’re feeling up to it, there’s a circular stone stairway that takes you to the top of the mound (I made the climb, so if I can do it you probably can, too).

Susie on the way to the top of the mound.
The Grave Creek Mound Archeological Complex Museum.  It’s a very nice museum.
A prehistoric mastodon in the museum.

Across the street from the mound is another treasure, and that’s the West Virginia State Penintentiary.  It was used for well over a hundred years, but it closed in 1996.  The West Virginia Supreme Court closed the place because it was inhumane.   The good news is that there’s a modestly priced, 90-minute, guided walking tour.  It’s a must-do sort of thing (in my opinion) and we thorougly enjoyed it.  This is a place with a horrifying history (it was consistently one of the most violent prisons in America), and our guide (Tina) made it come alive for us.

The West Virginia State Penitentiary. Take the tour; it’s well worth the price of admission.
Yep. Nine people.  Another 85 went via the gallows.  The West Virginia Penintentiary used to hold public executions and charge admission.  One condemned guy in one of these public executions had the trap spring open before the executioner slipped the noose around his neck.  He dropped 25 feet straight down, breaking numerous bones. Undeterred, the staff strapped him to a stretcher, hauled him back up the gallows steps, and hung him while he was still on the stretcher.  “Don’t worry ab0ut the pain,” they are reported to have told him.  “In five minutes, you won’t feel a thing.”
A typical cell. It’s 5 feet by 7 feet. It housed three inmates.
A cell in the isolation wing that housed a gang leader. He didn’t have to share his cell, but he spent 23 hours a day here.
One of the cell blocks.

One of the most intriguing aspects of our prison visit was the woman who works in the gift shop.  She lived in the prison for many years.  No, she wasn’t an inmate.  She was the warden’s wife.  We had a very nice (and interesting) conversation with her.

One last stop on this most interesting West Virginia day was the Palace of Gold.  If you’re old enough to remember the Hare Krishna crowd (the folks who used to hawk their books in airports), this West Virginia enclave is Command Central for them.  The 30-minute tour was inexpensive and there were lots of photo ops.   It’s not for everyone, but I enjoyed it.

The path from the gate to the palace.
The entrance. It’s hard to imagine this being founded in the 1960s in West Virginia, but there it is.
One of the hallways in the Palace of Gold.
Another photo op in the Palace of Gold.

What I enjoyed even more were the roads to and from the Palace of Gold.  Think magnificent twisties and stunning views, and you’ll have a feel for this part of West Virginia.  It truly is a stunning area.

US Highway 250 in West Virginia is incredible.
Twisties, twisties, and more twisties. If you designed a road specifically for motorcycles, it would look like this.

The best kept secret in Moundsville has to be Bob’s on 3rd Street.  It’s in downtown Moundsville and it’s not fancy, but wow, the food is both spectacular and reasonably priced.  We tried several different dishes, but the signature dish (named, of course, “the Mound”) is my favorite.  It’s a gigantic thick pancake topped with scrambled eggs, hash browns, bacon, cheese and then another thick pancake.  Put a little butter on top, pour on a little maple syrup, don’t tell the American Heart Association about it, and you can thank me later.  And you will thank me.  The open faced turkey sandwich and the open faced roast beef sandwich are great, too.  And the pies…all I can say is wow.  We tried a slice of the coconut creme and the blackberry pies, and they were awesome.

“The Mound” at Bob’s on Third Street in Moundsville. It was awesome.
Coconut creme and blackberry pie. There are many more on the menu. Bob’s is Moundsville’s best-kept secret.

Like what you see here on ExNotes?  Hey, do two things to thank us.   Sign up for a free subscription here…

…and keep clicking on those popup ads!