Joe Berk

New Jersey State Police Museum

By Joe Berk

Here’s something different: A visit to the New Jersey State Police Museum in West Trenton, New Jersey.

A statue of a New Jersey State Trooper on the Museum grounds.

I’d seen references to the NJSP Museum on Facebook and elsewhere, and being back in New Jersey a short while ago, Susie and I found ourselves casting about for things to do. Ordinarily, our visits to the Garden State include the same stops: Lunch at the Shrimp Box in Point Pleasant (awesome seafood), every once in a while a visit to Bahr’s in the Highlands (another spot for awesome food), maybe a trip to Asbury Park (think Bruce Springsteen and Danny Devito), a few of the Soprano’s filming locations, the Rutgers University campus, the Old Mill in Deans, New Hope (just across the Delaware River), and a few of our other standard stops. This time we wanted to explore a bit more, and I put the New Jersey State Police Museum on the list. I knew that it had a couple of vintage motorcycles, and I figured it would probably have a few firearms on display. Guns and motorcycles fit the ExhaustNotes theme.

The New Jersey State Police is a paramilitary, well-disciplined, and impressive organization. I’d call it a STRAC outfit (in Army slang, STRAC is an acronym derived from skilled, tough, and ready around the clock). One thing I’ve never seen is an out-of-shape NJ State Trooper.

A statue of Colonel H. Norman Schwarzkopf near the NJSP Museum entrance.

New Jersey State Troopers are the Marines and Green Berets of the police world. That didn’t happen accidentally: The guy who formed the NJ State Police a century ago was none other than Colonel H. Norman Schwarzkopf. Not the guy who led US troops during the first Persian Gulf War in 1991 (that H. Normal Schwarzkopf was his son), but the original. Colonel Schwarzkopf was a US Military Academy graduate, and when he formed the NJ State Police, his vision was a military organization with the same look as that instilled at West Point. I’d say he succeeded.

Trooper Ralph Dowgin gracing The Complete Book of Police and Military Motorcycles.

I touched on the NJ State Police when I wrote The Complete Book of Police and Military Motorcycles. The cover photo shows Captain Ralph Dowgin on a 1934 Harley-Davidson. Captain Dowgin went on to command Troop D, the NJSP branch that patrolled the New Jersey Turnpike and the Garden State Parkway. We also wrote about Jerry Dowgin, Captain Dowgin’s son and a friend of mine who owned a 1966 Honda 305 Scrambler (a bike featured here and in a Motorcycle Classics magazine story).

Getting to the NJSP Museum was relatively easy, although the location was tucked away on the NJSP Headquarters grounds. We just plugged the name into Waze, and after meandering through a bunch of small streets in West Trenton, we were at a manned gate. The location is essentially a military compound. The nice young lady at the gate called ahead to confirm the Museum was open (it was), and then she raised the gate. We followed her instructions and the map she gave to us, and we were there. We were the only visitors, so we had the place to ourselves.

The NJ State Police guns story is an interesting one.

When the New Jersey State Police organization started in 1921, their first duty weapon was the Colt double-action revolver (a six shooter) chambered in .38 Special. This very handgun you see here was issued to Colonel Schwarzkopf.

Four cylinders full of .38 Special ammo, for a total load of 30 rounds carried by each Trooper. Reloads had to have been painstakingly slow back in the day. I remember seeing these ammo carriers on State Troopers when I was a kid. With their Glock sidearms today, the gun itself and one additional magazine exceeds all the rounds seen above.

Another .38 Special Colt revolver on display. Troopers have been assigned sequential badge numbers from the very beginning, with Trooper No. 1 being H. Norman Schwarzkopf.

Back in the day, the NJ State Police also issued the .38 Smith and Wesson Combat Masterpiece to their Troopers, which was a 6-shot revolver with adjustable sights. This one has a 6-inch barrel. I’ve owned a few of the Smith and Wesson revolvers; they are good guns.

The Smith and Wesson Combat Masterpiece. These are beautiful revolvers.

Colt released a commemorative version of the NJSP revolver, cased and finished in high polish blue. — Colt released a commemorative NJSP revolver, with high polish blue and the NJSP emblem. Commemorative guns, for the most part, don’t appreciate at the same rate the basic (i.e., non-commemorative) guns. I’ve owned a few commemorative guns, but not this model.

More information on the Colt NJSP 75th Anniversary commemorative revolver. We previously visited the Colt Custom Shop; you can read about that here.

In those early days, the NJ State Police also used 1903A1 Springfield rifles. I have a 1903A1 in near perfect condition and I’ve written about shooting cast and jacketed bullets in it, and the rifle’s complex rear sight. They are nice rifles and they are collectible. Truth be told, though, I can shoot tighter groups with my 91/30 Mosin Nagant.

A NJSP 1903A1 Springfield. The 1903A1 has the 1903’s more complex right sight and the so-called “scant” stock. I was surprised to see this. You don’t encounter to many 1903A1 rifles.

Later in their history, the NJ State Police used Ruger .357 Magnum double-action, stainless steel revolvers.

Ruger revolvers used by the NJ State Police, in both 4-inch and 6-inch barreled versions.

During the 1980s, many police departments made the switch from revolvers to 9mm semi-automatic handguns. Not all choices worked well for the NJ State Police. One firearm, the H&K 9mm squeeze cocker, was particularly troublesome. The NJSP experienced numerous accidental discharges. Sometime after that, the NJSP went to SIG handguns. That didn’t work out, either. When the NJ State Police made the switch to SIGs, the handguns had reliability issues, and when SIG couldn’t fix the problems, the NJ State Police sued SIG. It seemed like the NJSP couldn’t catch a break in their quest to adopt a 9mm handgun. Ultimately, the NJSP went with Glock 9mm handguns. That worked out well.

A Glock up top, and several SIG handguns. The SIG at the bottom of this photo is chambered in .45 ACP.

Another SIG handgun in the NJ State Police Museum.

Good intentions, but bad results. It’s unfortunate. I believe that SIG makes the finest 9mm handgun in the world. But I don’t carry one for a living (like the New Jersey State Troopers do).

The 9mm Glock currently carried by New Jersey State Troopers.

The firearms exhibits also displayed other long guns used by the New Jersey State Police.

A .45 ACP Thompson submachine gun the NJSP used decades ago, and an M16. A submachine gun can fire in the fully automatic mode (like a machine gun). The “submachine gun” designation typically means the gun uses a pistol cartridge.

An exhibit displaying a sampling of confiscated weapons. New Jersey police agencies typically confiscate between 7,000 and 10,000 guns annually. All are delivered to the NJSP Ballistics Unit for destruction.

The New Jersey State Police also have a rich tradition using motorcycles, although they no longer use motorcycles for patrol duties. The NJSP has a few modern Harleys, but these are used for ceremonial functions only. In the early days, the NJSP used motorcycles year round, and in New Jersey, the winters can get cold, wet, snowy, and icy. Back in the day, the NJSP used tire chains when it snowed. That’s hard to imagine.

Mittens used for cold weather riding. Those guys were tough. Unless they are electrically-heated, mittens like these don’t keep your hands warm for long.

New Jersey State Trooper Justin Dintino, a motor officer who went on to become the 10th leader of the New Jersey State Troopers. Colonel Dintino graduated from the NJSP Academy two years after I was born.

Trooper E. Paul Sjostrom with his Harley-Davidson police motorcycle in 1925. Back then, the NJSP had 40 Harleys, 40 horses, 20 cars, and a single truck to patrol the entire state of New Jersey.

A more recent Harley police motorcycle. As mentioned above, the NJSP no longer uses motorcycles for patrol duties.

A macro shot of the tank and engine on the NJSP Harley.

Distinctive colors and a distinctive emblem.

A 1948 Harley Panhead used by the NJ State Police. It had a hand shift and a foot clutch.

The tombstone taillight Harleys used in 1948.

The Harley siren used back in the 1940s and 1950s was activated by pivoting the entire siren such that it was friction driven by the rear tire. I used to have a similar siren on my Schwinn bicycle, which drove our neighbors nuts.

Harleys rode with the NJSP from the very beginning. This is a 1921 NJSP Harley.

A closer photo of the 1921 Harley’s V-Twin engine.

One of the NJSP Museum’s exhibits was a wanted poster for a particular person. That wanted poster is for Joanne Chesimard, who is a fugitive being sheltered by Cuba. Chesimard participated in the murder of New Jersey State Trooper Werner Foerster in May 1973. The murder occurred very near where my family lived. Another NJ State Trooper had pulled over a car driven by Clark Squire (Chesimard was also in the car). Foerster arrived in a backup patrol car. A gun battle ensued, Foerster was murdered, and Squire escaped into the woods just to the east of our home.

Squire remained at large, hiding in the woods, for several days. We thought he had escaped from the area, but police officers continued the search. Squire finally surrendered to a local police officer. We believed that if the NJ State Police had found him, Squire would not have been brought in alive (and that would have been okay with everyone I knew).

Squire, Chesimard, and a third person were convicted of murdering Foerster and sentenced to life in prison. Chesimard subsequently escaped and found her way to Cuba, where she lives in freedom to this day (sheltered by a Cuban government that refuses to extradite her to the United States). Incredibly, when Barack Obama wanted to recognize the Castro regime and lift sanctions on Cuba, returning Chesimard to serve out her sentence was not part of the deal. She remains on the FBI’s Most Wanted List to this day.

In yet another disappointment related to this Foerster murder, Squire was recently released on parole (50 years into what should have been a life sentence). I know. It’s not right.

To get back to the main topic of this blog, if you ever find yourself in New Jersey you might want to spend a few hours visiting the New Jersey State Police Museum in West Trenton. It’s free, it’s a great museum, and it’s an opportunity to learn a lot about one of the most elite police organizations in America. We enjoyed it. You will, too.

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

25 and 50 Yard ARX .45 ACP Results

By Joe Berk

I am giving the .45 ACP ARX 118-grain bullets a thorough evaluation in my Springfield 1911. I’ve been using my Winchester 231 load (7.0 grains, to be precise), and I continue to be impressed with just how accurate these bullets are.

One day recently when I was on the range with the 1911 and my ARX reloads, it was very windy. I shot at 25 yards, had a decent group, and then two things happened:

- - I moved the target out to 50 yards, and
  - The wind picked up significantly.

You might call someone who evaluates a load for accuracy under high wind conditions not very bright. Hey, guilty as charged. That’s exactly what I was doing.

Under those extremely windy conditions, I was surprised. The bullets impacted the 50-yard target a foot to the right. I kept cranking in windage adjustments on the 1911’s rear sight and I still couldn’t get the bullets back on target.

A cold and foggy morning on the West End Gun Club range. The left arrow points to my 25-yard target, which I subsequently moved out to 50 yards. The right arrow points to a target on the 100-yard line (I brought the Garand along; it’s not addressed in this blog). I had to wait for the fog to clear a bit; I could barely see the target.

Realizing there had to be more to the story, I went out to test the load again at 25 and 50 yards a few days later when the wind had died down. It was cold and foggy, but there was no wind.

Five rounds with ARX bullets at 25 yards. All five went into the 10-ring.

I put the target at 25 yards and fired 5 rounds with my ARX load. Nice, I thought, as I looked through my spotting scope. All five shots were in the 10-ring, and 3 of those were in the X-ring.

I then moved the same target out to 50 yards and fired another five rounds. Wow, was I ever pleased. The 50-yard group was right on top of the 25-yard group, with a couple that went a little high (but they were still in the black).

Five more rounds on the same target as above (a regulation 25-yard pistol target), this time at 50 yards. Beware of old guys; some of us are still pretty good shots.

The above results and my experience the preceding week convinced me of three things:

- - The ARX bullets are probably more affected by wind than conventional bullets at longer ranges (not surprising, as they are half the weight of normal 230-grain hardball bullets),
  - The ARX bullets are exceptionally accurate, and
  - The ARX load is a relatively flat-shooting load (I didn’t have to make any sight adjustments when going from 25 to 50 yards).

I like these ARX bullets, and I like this load.

Next up? I’ll be evaluating this .45 ACP ARX load in a couple of my revolvers. That’s going to be interesting. I promise.

Prior ExNotes ARX bullet evaluations are here:

Winchester 231 and Alliant Power Pistol .45 ACP ARX Results
Dialing In A .45 ACP ARX Load
9mm and .45 ACP ARX Load Testing
ARX Bullets In Two 9mm Pistols

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

Winchester 231 and Alliant Power Pistol .45 ACP ARX Results

By Joe Berk

When you’re a retired engineer who likes to play with guns…well, read on.

After my great results with 8.8 grains of Power Pistol under the 118-grain ARX bullet in the .45 ACP, I learned that Power Pistol is no longer available. That was good news and bad news. The bad news is I that I can no longer get that powder. The good news is that I already have something like 850 loaded rounds with Power Pistol (those will last me for a while). More good news is that I have an excuse (not that I needed one) to find another load for my .45 with the ARX bullets.

.45 ACP cartridges reloaded with ARX 118-grain poly/copper composite bullet.

Winchester’s 231 worked great in the 9mm and I had some on hand, so that’s what I thought I would try next. Inceptor lists two load ranges; I stuck to the standard (i.e., non +P) range. With the 118-grain .45 ARX bullets, Inceptor showed the Winchester 231 propellant range to be 6.3 to 7.0 grains. I loaded at 6.8 and 7.0 grains. I test fired at 10 yards, just as I had done before with the Power Pistol loads.

In the full-sized Springfield Armory 1911, both 6.8 and 7.0 grains of 231 functioned reliably. The 7.0 grain group was noticeably tighter than the 6.8 grain load. The two targets on top were with 6.8 grains of 231; the two on the bottom were with 7.0 grains. The two 7.0-grain groups were right on top of each other if you look at both targets. There was one flyer in the first group, and that’s due to me. The second group was one ragged hole. This is a good load in the 5-inch Springfield 1911.

The top two targets were shot with 6.8 grains of Winchester 231; the bottom two were with 7.0 grains of 231. There are five shots on the bottom right target; they cut one ragged hole.

From a velocity and velocity variation perspective, the Springfield 6.8-grain load was tighter, but I’m sticking with the 7.0-grain load (it grouped better). If there was a difference in felt recoil between the two loads, I couldn’t detect it. Here’s the chrono readout for the Springfield and the 6.8-grain load:

Here’s the chrono result for the Springfield and the 7.0-grain load:

The 7.0-grain chrono results. The extra 0.2 grains of propellant bumped the average velocity 57 fps.

As a point of reference, the average velocity with the 8.8-grain Power Pistol load was 1299 fps, so this is only a little bit slower (16 fps, to be exact). The bottom line is that the 7.0-grain 231 load is a suitable substitute for the 8.8-grain Power Pistol load in the full-sized 1911.

I next turned to the Rock Island Armory Compact. It’s one my good buddy TJ of TJ’s Custom Guns worked over for me and it is superbly accurate and reliable with conventional cast and jacketed bullets. The Compact has a 3 1/2-inch barrel. The ARX bullets did not perform well with either powder (Winchester 231 or Power Pistol) in the Compact 1911. They tumbled in flight and they were not accurate. The 7.0-grain 231 load functioned the pistol reliably, ejected all cartridge cases, and held the slide open after the last round. The 6.8-grain 231 load worked the slide and it stayed open after the last round, but on the last round the cartridge case remained in the chamber. These factors (along with the poor accuracy and the tumbling in flight) showed the ARX bullets and 231 are not good in my Compact 1911.

I tried the ARX bullets with my prior 8.8-grain Power Pistol load in the Compact 1911 Everything on the gun functioned the way it should (I had reliable ejection and the slide stayed back on the last round), but the accuracy was poor and the bullets tumbled in flight just as they had with the 231 loads. The shorter 3 1/2-inch barrel just doesn’t give the bullets enough velocity to stabilize.

Here’s what the targets looked like with the Compact 1911. The left top is the 6.8-grain 231 load, the top right is the 7.0-grain W31 load, and the bottom two are with 8.8 grains of Power Pistol. Accuracy was terrible with all, and like I mentioned above, all loads exhibited tumbling. This is why we test loads. Some work, some work wonderfully well, and some don’t work at all.

Whoa! Things went to hell in a handbasket with the ARX bullets in my Compact 1911.

Here’s a closeup of the tumbling. It’s obvious what’s going on here.

The bullets tumbled in flight when fired in the Compact Rock. The lower left shot was flying sideways as it passed through the target.

These bullets need a minimum velocity to stabilize, and the Compact 1911’s shorter barrel isn’t delivering it. Here are the chrono results for the 6.8-grain 231 load (the chrono didn’t pick up a couple of the shots):

Lower velocity = less stability. Things fell apart with the Compact’s shorter barrel.

Here are the results for the 7.0-grain 231 load:

The chrono picked up a round fired by someone else. It didn’t matter; the results were not good at these lower velocities.

I didn’t bother chronographing the Power Pistol load in the Compact when I saw that those were tumbling, too.

It appears that the .45 bullets need something above approximately 1200 fps to stabilize. I’ll probably next test the 7.0-grain 231 load at 25 yards and 50 yards in the Springfield 1911 to see if the bullets are stable at those longer ranges. I don’t know how much velocity they’ll give up as a function of range and I’m not willing to stand downrange with the chrono to catch them as they fly by.

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

Dialing In A .45 ACP ARX Load

By Joe Berk

This is what happens when you’re retired, it’s raining, and you have access to an indoor handgun range. In the last blog, I wrote about much I liked the ARX 118-grain .45 ACP Inceptor composite bullets. I also mentioned that I felt the 9.1-grain Power Pistol load was a bit hot for my tastes. So I continued the .45 ACP ARX bullet load development effort. I loaded 10 rounds each with the 118-grain bullets at 9.1 grains of Power Pistol (same as before), and then I loaded 10 rounds with 8.8 grains, 8.5 grains, 8.1 grains, and 7.7 grains of Power Pistol. I chronographed everything and fired at the same 10-yard distance as I had in the last blog, using the same two hand hold with no pistol rest. Just like before.

Here’s the data:

In my Springfield 1911 Target Model, all loads functioned perfectly. The loads were 100% reliable (at least with my 10 round sample size) for feed, function, and holding the slide open on the last shot.

As I had for the initial tests, I used the Alco target with four silhouettes on each sheet.

Here’s the target for the 9.1 grains and 8.8 grains of Power Pistol. The two top targets are with 9.1 grains, the two bottom targets are with 8.8 grains.

The top two targets are with 8.5 grains of Power Pistol; the bottom two are with 8.1 grains of Power Pistol.

These two targets are with 7.7 grains. I didn’t use the bottom two targets.

Three points are noted:

- As the loads get lighter, the bullets print higher on the target. That’s because the bullets are in the barrel longer as the gun is in recoil.
- The 8.8-grain load groups appear to be the most accurate. I had a flyer or two on each target, but I had several rounds make one ragged hole on each target.
- Recoil was a little bit less with the 8.8-grain load compared to the 9.1-grain load. I gave up about 45 fps in average velocity (from the 9.1-grain load), but hey, it’s a .45. Who cares? The target will never feel the difference.

Just to see if I still could rustle up my Excel skills, I put together three x-y plots showing the chrono data.

Average velocity appears to linearly correlate with powder charge (that bit of info and three bucks will get you a cup of coffee at Starbucks). That’s not always the case, especially as you approach maximum powder charges.

Extreme spread was minimized at 8.5 grains of propellant. It was still low at 8.8 grains.

In line with the extreme spread findings (see above), the standard deviations were similarly low at 8.5 and 8.8 grains of propellant.

Based on the above, I decided that 8.8 grains of Power Pistol is the l load I am going with for the ARX .45 ACP bullets. You might wonder why I didn’t select 8.5 grains, as that loading provided the lowest extreme spread and standard deviation. The simple answer is that lower extreme spreads and standard deviations do not always correlate with the tightest groups. If they did, I could simply take the suggested accuracy loads in the Lyman manual and run with them (Lyman bases their accuracy load selection based on standard deviation and extreme spread), but I’ve found that my accuracy loads are often not what the reloading manuals claim to be the most accurate. Another reason is that my Lyman manuals don’t include data for the ARX composite bullets. Results on paper are what count. For this bullet in my 1911, that appears to be 8.8 grains of Power Pistol. Yeah, it could just be me getting lucky with my handheld accuracy tests, but it’s me doing the shooting, and it’s me making the selection.

Both extreme spread and standard deviation are measures of velocity variation. Of the two, I prefer standard deviation as the more meaningful. The standard deviation (represented by the Greek letter σ) is a statistics parameter representing spread around the average. What it means is that approximately 99.7% of the velocities for all shots fired will lie within the range of the average velocity minus 3σ to the average velocity plus 3σ. The average velocity for the 8.8-grain load is 1299.6fps, so our ±3σ range is 1257.9fps to 1340.7fps. If you’ve ever heard people talk about Six Sigma quality programs, they are referring to minimizing variability to ±3σ (±3σ represents a total of 6σ). It’s a fancy way of saying the odds of being outside a ±3σ range are about 1 in 1000 (it’s actually about 3 in 1000 based on that 99.7% value mentioned above; calling it 1 in 1000 is an approximation). If you understand this, you already understand more than most people who toss around 6σ terminology. I’ve spent a lot of my career in manufacturing, engineering, and quality assurance, and I can guarantee you that most people who say 6σ have no idea what they are talking about.

To get back to the main topic, I am impressed with the ARX bullets. I ordered another 2000 as I was wrapping up this blog (and by the time you read this, I will already have them). If you haven’t tried the ARX bullets, you might think about doing so.

Our first look at the ARX bullets (in 9mm and .45 ACP) is here.

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

9mm and .45 ACP ARX Load Testing

By Joe Berk

I recently received my order of Inceptor ARX 118-grain .45 ACP bullets. I had previously loaded 9mm ammo with ARX 65-grain bullets and I was pleased with them, so I wanted to try the ARX bullets in the .45, too.

I compared how two 1911s performed on my local indoor pistol range, firing with a two-hand hold (but without a rest) at 10 yards. I used nearly identical 1911 Springfield target pistols, one in 9mm and the other in .45. The .45 1911 is as it came from the factory; this gun has had no custom work done to it other than installing a one-piece guide rod. The 9mm 1911 had the same one-piece guide rod, along with other custom touches by good buddy TJ at TJ’s Custom Gunworks. The 9mm 1911 has a much crisper and lighter trigger, it is an absolute delight to shoot, and it is my favorite handgun.

The two Springfield 1911s used in this test., shown here with cast bullet loads. The testing described herein used ARX composite bullets, as shown in the photo at the top of this blog.

The ARX bullets are different than anything I’ve used before. They are a mix of copper particles suspended in a polymer matrix. The ARX bullets are much lighter than cast or jacketed bullets, with consequently dramatically higher muzzle velocities. They are not marketed as frangible bullets. They are intended to produce a larger wound cavity and I suppose because of that they could be considered a better defense round. I’m not interested in any of that. I’ll never hunt with either a 9mm or a .45, and although I sometimes carry a 1911 chambered in .45 ACP or my 9mm S&W Shield, when I do so it is always with factory ammunition. Nope, my interested was a result of my buddy Robby gave me a few 9mm ARX bullets and I fell in love with them. The ARX bullets are less expensive than cast or jacketed bullets and they are accurate. For a range rat like me, that’s a good deal.

I reloaded all ammo used in this test series with my Lee turret press, a great setup that consistently produces superior ammo. This photo shows a completed ARX .45 ACP round. Here’s our earlier review of the Lee gear.

9mm 1911 ARX Results

I wrote about my initial impressions with the 65-grain 9mm ARX bullets previously (they were all good), so for this first portion of the comparison there’s not too much that’s new other than this load’s attaining 100% reliability in holding the slide back after the last round.

9mm ammo loaded with the ARX 65-grain polymer composite bullet. After my first trial with these bullets, I ordered a bunch.

9mm ARX bullets loaded in my 1911’s magazine.

My 9mm load uses 5.2 grains of Winchester’s 231 propellant, with the bullets seated to an overall cartridge length of 1.135 inches. I used CCI 500 primers and mixed brass for the loads you see here (I am lazy and I didn’t want to sort the 9mm brass). I loaded these on my Lee turret press using Lee dies (including the factory crimp die). I took the load data directly from Inceptor’s website. This load is a max load in their standard load listings (i.e., it is below the +P loads the Inceptor data also lists).

I shot at the Alco four-silhouette target (it has four quarter-sized silhouettes on each sheet), and I sent either 12 or 13 rounds downrange on each silhouette. That made for a total of 50 rounds on each target.

The Alco Targets 4-silhouette target. I shot 12 rounds at the top left target ,13 rounds at the top right target, 12 rounds at the bottom left target, and 13 rounds at the bottom right target. That top right target is pretty sweet.

The 9mm ARX load functioned perfectly in my 1911. There were no failures to feed or eject and the pistol stayed open after the last shot fired. This is an accurate load. The flyers are due to yours truly, not the gun or the load. Maybe if I had sorted the brass they would be a little better, but these are good enough for my purposes.

These 9mm bullets only weigh 65 grains. They step out sharply, but the recoil is low (perceptibly lower than what I would feel with a 115 or 124-grain cast or jacketed bullet). Velocities are high for a 9mm (which are typically in the 1100 fps range with cast or jacketed bullets). The Inceptor data for my load showed that they achieved 1433fps with 5.2 grains of HP38 propellant (which is the same powder as Winchester 231). Their results were with a 4-inch barrel. My 1911 has a 5-inch barrel; I achieved an average velocity of 1626fps, or nearly 200fps faster than what Inceptor achieved in their testing. To add a little more context to these findings, I previously tested this load in my S&W Shield (which has a 3.1-inch barrrel). In the Shield, this load averaged 1364fps. The bottom line? My results are consistent with the Inceptor load data.

Take a look at the Garmin chrono data for this load in the 1911.

Yikes! These are smoking hot 9mm rounds!

In my prior test of this load in the Springfield 1911 and the S&W Shield, I found that the 1911 would not hold the slide back after the last shot (the Shield didn’t have that problem). In that earlier initial test, I used a two-hand hold and I rested my arms on the bench. I think that might have caused the 1911’s problem with holding the slide open after the last shot. In the range session yesterday, I used a two-hand hold, but I did not rest my arms on the bench (and the gun functioned perfectly, holding the slide open after the last shot on every 5-shot string). The 5.2-grain Winchester 231 load is a good one for the 9mm. It’s accurate, the recoil is light, and reliability is superb.

.45 ACP ARX Bullet Testing

I next moved on to test the 118-grain ARX bullets in my .45 ACP Springfield 1911.

A cartridge that looks like a drill bit! ARX bullets in the .45 ACP make for an interesting and handsome round.

The .45 ACP load used the ARX 118-grain bullet with 9.1 grains of Power Pistol, a Winchester large pistol primer, and Winchester brass, all loaded on the Lee turret press with a Lee crimp die. The .45 ACP load data also came from the Inceptor site. The site lists three powders; the only one I had on hand was Power Pistol. The 9.1 grains of Power Pistol is at the top of their non+P range. It is not a +P load. Ordinarily I would not start testing at the top of the listed propellant weight range, and I probably shouldn’t have done so here (more on that a paragraph or two down).

.45 ACP ARX bullets loaded in my 1911’s mag. Everything works. They look cool.

The Inceptor load recommended a cartridge overall length of 1.26 inches. I loaded with a cartridge overall length of 1.250 inches, which is what I have used in all my other .45 ACP loads. That length fits well in the magazine. I don’t think the additional 1/100 of an inch Inceptor specified would cause interference between the ammo and the forward inside magazine edge, but it’s close and in any event, I wanted to stick with the cartridge length that has always worked for me in the past.

The .45 loads felt hot to me. I think that’s primarily because I have been shooting my 9mm handguns lately. A few of the cartridge cases showed a little (very little) primer flattening. I’m not sure if that was due to firing the round or if it was due to me putting extra effort into primer seating during the reloading process. The .45 ACP is a powerful cartridge, and when I haven’t shot one in a while, it can seem even more powerful.

Same target, different cartridge. That top left target has 12 rounds through it and it is what I’d like to do all the time. When it happens, it’s its own reward.

Accuracy was about the same as with the 9mm. I thought both were good. There were occasional flyers, but that was undoubtedly me and not the gun or the load. Again, I shot offhand for all of these groups, so I wasn’t expecting one-hole results.

1346fps from a .45 Auto! The chrono tells the story!

Velocities were very much higher than what I’ve seen with other bullets in any .45 ACP. I had previously loaded .45 ACP with all kinds of cast and jacketed bullets ranging from 185-grain wadcutters to 230-grain full metal jacket projectiles. They would typically see velocities of 700fps to maybe 900fps. Some folks load the .45 a little hotter than that with cast or jacketed bullets. I’ve never felt a need to. But those ARX 118-grain bullets! Wow! The Inceptor load data said I would see 1,317fps with 9.1 grains of Power Pistol propellant (and for their .45 ACP testing, Inceptor used a 5-inch barrel); my ammo averaged 1346fps. Extreme spread and standard deviation were low; both extreme spread and standard deviation were similar to what my 9mm ARX loads achieved.

Feed and ejection were flawless in my Springfield 1911. That said, I am going to drop the load down to 8.7 and 8.5 grains of Power Pistol and try that for the next load. If I get good groups and reliable function, that’s where I’ll load in the future.

The Bottom Line

These are good bullets, and I think they represent a huge step forward. They are the first really new thing to come along in the reloading game in a long time.

Surprisingly, both the 9mm and the .45 put the bullets where I wanted them, with no sight adjustments from my previous lead or jacketed bullet loads. I expected both the 9mm and .45 ACP ARX loads to shoot low, but they did not. The sights were right on the money.

I didn’t see any copper fouling from the bits of copper mixed in the ARX bullets’ copper/polymer matrix. There’s a tiny bit of blue/purple fouling from the bullet polymer, but it’s very minimal and it’s only in the grooves. I had not cleaned either the 9mm or the .45 1911 after earlier range sessions with cast and plated bullets and the bores were dirty when I started shooting the ARX bullets. Both guns were cleaner after shooting the ARX bullets than they are after shooting cast or jacketed bullets. Bore cleanliness is a big plus here.

Price is another advantage; the 9mm bullets are $57/1000 and the .45 ACP bullets are $65/500 (I think the .45 bullet price at $65/100 is an increase from what I paid a couple of weeks ago). I’ve ordered ARX bullets three times now; on all three orders, they did not charge sales tax. I guess the sales tax is included in the retail price already. Whatever. I’m an anti-tax guy. Whether it’s real or imagined, not paying sales tax is plus in my book.

I’m not going to hunt with either my 9mm or my 1911, but here in California, these bullets should meet our lead-free bullet criteria. Similarly, the bullets are not hollow points. Some places (San Francisco and all of New Jersey come to mind) have outlawed hollow point bullets. These bullets should be okay in places where hollow points are outlawed.

As mentioned near the start of this blog, the drill-bit-like bullet profile creates a much larger wound channel. The idea is that bullet spin allows the bullet to grab onto tissue and propel it outward. There are some YouTube videos that purport to show this in ballistic gelatin. I suppose if you were defending yourself against a bad guy made of ballistic gelatin (think Steve McQueen and the 1958 classic, The Blob) these would be the preferred bullet. None of that matters to me, and from a defense perspective it’s probably moot (especially with the .45). Dead is dead, and with a .45, I’m guessing a larger wound channel won’t make a bad guy any deader. My interest is in how well the ARX bullets shoot on paper, and they do that extremely well.

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

Deer Park Winery and Auto Museum

By Joe Berk

My sister Eileen is a time-share person, and she frequently swaps places to stay with other time-share owners. She recently landed a suite of rooms at the Lawrence Welk Resort in Escondido, so she and Susie and I stayed there for a week. I didn’t realize this before our visit, but there’s a very cool winery and museum literally next door to the Welk resort. The entrance to the Deer Park Winery and Auto Museum is only a few feet away from the Welk resort entrance, so on our first day there we stopped for a visit and a wine tasting.

I was surprised. I had never heard of the Deer Park Winery and Auto Museum before, the collection was substantial, and there are even a few motorcycles (vintage Indians and a Harley, to be specific). Wow, this was going to be fun. I did not have my Nikon, so everything you see here I shot with my iPhone.

Vintage Indians. You gotta love those paint themes.

When we entered, I asked the guy at the counter if the Museum had a focus, and his answer was immediate: Convertibles. And boy oh boy, did they ever have an impressive collection.

A Franklin convertible. These were a luxury American motorcar. They had air cooled engines. See our blog on the Franklin Automobile Museum in Tucson, Arizona.

A beautiful 1948 Chrysler Town and Country convertible.

Imagine that: A woody convertible! At $3,395 (a lot of money in 1948), Chrysler only sold 8,369 of these. Like the initial years of the Chevrolet Corvette, the Woody Town and Country convertible’s job was to get people into the showroom, where salesmen could convince to buy less-expensive models.

There was real Arkansas white ash beneath what you see here; the wood grain is a decal over the real wood. Even back in 1948, wraps were an in thing.

I like this car. I took a lot of photos of it.

The Museum consists of three buildings that display over 100 cars. It starts with a collection in the main entrance building. After seeing it, walking a few feet down the sidewalk brought us to another display area, with a lot of cars parked side by side, crammed into sort of barn-like building. These were cars mostly from the 1950s and 1960s, and they were fun to take in. I think they are, for the most part, restored and repainted cars. I grew up in that era. Lincolns, Imperials, Buicks, and many more, and all were convertibles. A Pierce Arrow was just inside the entrance, parked in front of a 1950 Buick.

A close up of the Pierce Arrow radiator cap. I can only imagine what such a radiator cap would cost today.

A 1960 Imperial Crown convertible. Imperial produced 618 of these costs. MSRP in 1960 was $5,774. They had a 413-cubic-inch engine and a 129-inch wheelbase. Fuel economy was not a concern in 1960.

When walking from one building to the next, we saw other convertibles scattered around the grounds in unrestored condition. They were cool, too, wearing the patina you’d expect on cars that were new when guys like Eisenhower, Kennedy, and Johson were in the White House.

A late ’60s Camaro convertible awaiting resoration.

A 1959 Cadillac limo. I’d kind of like to own one of these, too.

An 1950’s Caddy convertible. It’s not on display yet. I spotted walking around the Deer Park grounds.

The entry building and the long barn-like building were interesting. The best part was yet to come, though. It was showroom on top of a hill. We made the trek up to that building, and I was blown away by an absolutely stunning 1953 Cadillac convertible in showroom condition. It’s the photo featured on top of this blog.

The Museum’s centerpiece: A 1953 Cadillac convertible.

The Cadillac you see above was recovered from a fire. The restoration process was essentially a manufacturing venture. The car was stripped down to the frame, and then rebuilt with all new, hand-formed, hand-painted, hand-rubbed body panels. It is stunning. I want it.

The ’53 Caddy convertible’s wire wheels.

An obligatory selfie: Me in the ”53 Caddy’s bumper.

We enjoyed a leisurely walk down the steps to get back to the entrance building, where the Deer Park Winery and Museum offers wine tasting for a modest fee. The wine tastings include five varietals, which vary depending on the time of year (or, you can opt for six wines and select the ones you want). We went with the five wine option. They were all good and the tastings were not small. One was exceptional. That was a dessert wine that I believe would pair exceptionally will with a slice of carrot cake (I went to a sommelier presentation once many years ago, so I now consider myself an expert qualified to make such pairing suggestions).

Deer Park Peach wine. It’s peach-flavored champagne, basically, and it’s good.

The Deer Park Winery and Auto Museum is located at 29013 Champagne Boulevard just north of Escondido, California (the phone number is (760) 749-1666. Tickets are reasonable at $14 (if you’re in the military or senior citizen you can get in for $12).

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

The USS Midway Museum

By Joe Berk

San Diego, Calilfornia. I love that town. One of its best attractions is the USS Midway Museum. I’ve been there three times. The first was a few years ago with Susie, and that visit resulted in a Destinations piece in Motorcycle Classics magazine and a CSC Motorcycles blog article. Another time was when I attended the International Association of Chiefs of Police convention in San Diego with good buddy Mike. The IACP had their big evening party on the Midway’s flight deck, and the keynote speaker was James Comey (the FBI Director; we heard his speech literally days before President Trump fired him).

Bring a camera when you visit the Midway. The photo ops are impressive.

Most recently, I returned to the Midway for a visit with Susie and my sister Eileen. You could say I’m a big fan of the Midway and all she represents, and you’d be 100% correct. If you ever find yourself in San Diego, the USS Midway is a “must see” visit.

In the hangar deck, one deck down. The ship is immense.

Susie on the Midway’s 4-acre flight deck.

On the flight deck, looking back at the San Diego skyline.

The Midway has an impressive collection of Navy helicopters on display.

The Battle of Midway was a turning point in World War II in our fight against the Japanese. Movies have been made about it; one of the best is currently streaming on Netflix. Woody Harrelson portrayed Admiral Nimitz and he did a wonderful job. The two men even resemble each other.

Chester Nimitz and Woody Harrelson. Harrelson is a superb actor; he played the role well.

Construction started on the USS Midway during World War II, but the war ended before the ship was commissioned. The Midway went on to serve in Korea, Vietnam, and the Persian Gulf wars. You may remember new stories about our departure from Vietnam and the helicopters being shoved off the flight deck and into the sea to make room for more refugees. Those film clips were on the Midway. I was in the Army and I didn’t have really anything to do with the Navy (other than later working in companies that designed and manufactured products for the Navy), but if I had been in the Navy, I think I would have liked to have served on a carrier. There’s just something magnificent about these ships. You may recall my piece on Admiral Gordon Smith, one of my best bosses ever. Gordon was a carrier pilot. I admire and miss him greatly.

Aircraft on the Midway flight deck. That’s San Diego in the background.

A glorious day, the USS Midway, and a 12-24 wide angle lens with a polarizer…it doesn’t get much better than this!

The Island…we climbed up top to see where air and navigation ops were conducted.

The docents at the USS Midway Museum are all prior service people. They are friendly and gave great talks. When Susie and I were on the flight deck, one of the docents told the two of us about a jet and described it as “my airplane.” Susie said, “Oh, you flew one like this?”

“No,” he answered. “I flew this aircraft.” It just doesn’t get any better than that. Well, maybe it does. When we bought our tickets on our most recent visit, the lady behind the counter asked if any us were former service members. As usual, my mind was in neutral. I kind of just stood there and Susie quickly explained that I had served in the Army. That provided a steep discount and a sticker to put on my pocket designating me as a prior service guy. Every one of the docents asked me about my service as we made our way through the museum. It’s been so long ago (almost 50 years) that I had to stop and think with every question. It was fun. The folks on the Midway made me feel special. You can’t put a price on that.

Up in the island, where the Air Boss and his assistants did their jobs.

A view from the Air Boss’s area, looking over the flight deck.

An enormous flight deck…we were near the front of the ship for this shot.

Back on the dock, looking out under the USS Midway deck across the harbor.

There’s just so much to see and enjoy in San Diego. If you are lucky enough to visit this wonderful town, you might want to stop for dinner or a late lunch after seeing the Midway. One of the best restaurants in town is The Brigantine, just up the road from the Midway along the Embarcadero. The Brigantine’s fish and chips dish is one of the best I’ve ever had. If you like family-run Italian restaurants (they’re at the top of the list for me), try Volare’s (at 3528 Barnett Avenue in San Diego).

On our first visit to the USS Midway, Susie and I drove across to Coronado Island after visiting the Museum. After a fine dinner in Coronado, we took in the San Deigo skyline across the bay at night. It’s one of my favorite photos.

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

The Wayback Machine: Jerry and the Jersey Devil

By Joe Berk

If you can find a copy of this weekend’s Wall Street Journal, there’s an outstanding article in the “Off Duty” section on the New Jersey Pine Barrens. We blogged about my ride through the Pine Barrens with Jerry Dowgin and his vintage 305 Honda Scrambler a few years ago. The Journal article’s lead photo was of the Jersey Devil in front of Lucille’s (read on and you’ll see what I’m talking about), and that had my attention instantly. I had a great time with Jerry, and that ride and visit went on to become a featured article in Motorcycle Classics magazine.

Jerry went on to his reward a year or two after my visit, and I miss him. Read this blog, and if you can, the MC article. Jerry was a great guy and a good friend.

Rest in peace, Jerry.

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 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.

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!

The Wayback Machine: Indian ExhaustNotes!

By Joe Berk

This is a blog we published about 6 years ago. It’s one of my favorites, and I’m hoping you will enjoy it, too.

We were visiting the Planes of Fame last month when I spotted the US Army World War II motorcycle you see below…

At first, I thought it was a Harley WLA 45, but nope, a nice young fellow named Paul was working on the motorcycle and he told me it was an Indian. Wow, you don’t see too many WWII US Army Indians. I was a bit embarrassed (after all, I wrote a book about police and military motorcycles), but the beauty of this motorcycle soon made me forget that. Check out these photos, folks…

When I returned home, I had to look up what I had written two decades ago about the Indian 741 in The Complete Book of Police and Military Motorcycles…

INDIAN WORLD WAR II MOTORCYCLES

During the war, Indian produced about 40,000 motorcycles and essentially devoted its entire operation to military production. It produced few civilian motorcycles (the company did not even bother to print a catalog in 1942), although it maintained a small amount of its production capacity for police motorcycles. It sold its military motorcycles to the U.S. Army and to several other Allied nations, most notably England. Indian offered several models during World War II. These included the Model 741, the Chief, the Model 640B, the M1, and the Model 841.

The Model 741

The Model 741 was Indian’s main military motorcycle. It was the machine Indian had developed in response to the U.S. Army’s ill-advised initial requirement for a 500-cc military motorcycle. The Model 741’s engine actually displaced 30.5 cubic inches (or 500 cc), and for this reason it became known as the “30-50.”

The Model 741 was based on Indian’s Junior Scout. Its 500-cc, V-twin engine was the Junior Scout engine detuned for increased durability. It only produced about 15 horsepower. The Model 741 had a hand shift and a foot clutch like the Harley-Davidson WLA, but the Indian motorcycle put the shifter on the right side of the gas tank instead of on the left side as Harley-Davidson had done. The motorcycle’s throttle was in the left handgrip, in accordance with the army’s initial specification. As Harley-Davidson had done, Indian extended the front forks to give greater ground clearance. Indian also extended the rear frame for the same purpose. The Model 741 also used the much larger Indian Chief’s transmission for increased reliability. The Model 741 had a rifle scabbard on the right front fender and an ammunition container on the left front fender.

The Indian Model 741, like the Harley- Davidson WLA, was not a high-performance motorcycle. Both machines weighed over 500 pounds. Both machines had top speeds of approximately 65 mph. The army was more interested in durability than in top speed.

The U.S. Army used the Indian Model 741 during World War II, as did the armies of Great Britain, Canada, Poland, Australia, and Russia. Indian also sold Model 741s to the British Royal Air Force.

Here’s the best part of this story…The Complete Book of Police and Military Motorcycles is still in print, it’s just $12.95, and all you need to do to order it is click on the link you see here.

Oh, and one more thing. If you live for the sound of exotic ExhaustNotes, I saved the best for last…

Join our Facebook ExNotes page!

Never miss an ExNotes blog:

Help us keep the lights on:

Don’t forget: Visit our advertisers!

Jameson’s Classic Motorcycle Museum

By Joe Berk

Time has a way of creeping up on you. In looking over my list of Motorcycle Classics “Destinations” articles, I was surprised to see I’ve been pitching and publishing stories for the magazine for 20 years. It all started when a nice young fellow named Landon Hall, MC‘s Associate Editor at the time, saw a few photos I had posted online and asked if I’d be interested in doing a piece for the magazine. Hell, yeah, I would (and I did). I wrote a lot of stories on a lot of fun destinations. I’m not bragging here, folks. I’m just getting old.

A new editorial staff recently came on board at Motorcycle Classics, and my new editor asked if I could focus more on motorcycle museums. As a freelancer, I learned a long time ago that you don’t argue with people who buy ink by the barrel, so I set about finding moto museums. This led me to discover Jameson’s Classic Motorcycle Museum in Pacific Grove, California. I’d never heard of the Jameson before. Come to think of it, I’d never heard of Pacific Grove, either. Both turned out to be pure slices of heaven, as did the ride there and our return home.

Neil Jameson, the man who created Jameson’s Classic Motorcycle Museum.

The story behind the Jameson is a fascinating one, and I heard it firsthand from Staci Jameson Hayes. Neil Jameson was the man who created the Museum (Staci is his daughter). Neil is no longer with us, but while he graced our world, he was one hell of a man. He grew up in Hollister, California, and I found myself wondering if his interest in motorcycles came about as a result of that town’s moto history. Jameson started as a goat farmer, became a firefighter, and along the way, he became a world class businessman, investor, and wheeler dealer (Staci told me he was a horse trader extraordinaire). Neil’s time with us ended in 2021, and during his 82 years on this planet, he was a motorcycle enthusiast, an adventure rider, and a motorcycle collector.

Jameson’s Classic Motorcycle Museum is at 305 Forest Avenue in Pacific Grove, California, directly across the street from the police station and city hall. Neil Jameson bought the building to showcase his collection in 2010; it formerly housed the local newspaper.

The Jameson’s Classic Motorcycle Museum collection is eclectic. Many of the bikes were owned and ridden by Neil (including the ’72 R75 BMW that he rode to the Arctic Circle and back). Some have been restored to original condition; others are in their as-ridden-by-Neil condition. The restorations were performed by Emma Booton, a woman Staci describes as The Restoration Goddess. I’ve been to a lot of museums; the restorations at the Jameson are stunning.

Peering into the Museum through the front door.

Another view of the collection through a wide-angle lens. I recently learned that the best photos of a motorcycle are shot at knee height; getting down and back up again to do that is not as easy as it used to be.

Jameson’s Classic Motorcycle Museum has several BMWs. Neil Jameson rode the one in the center of this photo to the Arctic Circle.

As mentioned above, the Jameson collection is eclectic. For the most part, the bikes are “everyman” motorcycles, the kind you or I might have owned and ridden. Several of the machines really spoke to me, including a 1982 T140E Triumph Electro. By the early 1980s, the original Triumph motorcycle company was in a death spiral. The Electro, an electric start motorcycle, was an attempt by Triumph to counter Japan’s moto success. It was too little and too late, but it was a valiant and magnificent effort. The Jameson’s Electro is the first I have ever seen.

A Triumph Bonneville Electro, a gorgeous motorcycle.

The Electro’s colors are magnificent. Note the timing/cam cover casting, enlarged to accept an electric starter.

Japanese street bikes of the 1970s and 1980s are well represented, including several that showcase the engineering accomplishments and marketing experiments of the era.

The Jameson has stunning Kawasaki two-stroke triples, in both 500cc and 750cc flavors.

Let the good times roll: Fiercely fast with acceleration measured on the Richter scale, and handling that could only be described as scary.

Before venturing into big-bore four strokes, Suzuki tried a couple of interesting and unconventional concepts. One was their rotary-engined street bike.

Kawasaki had air-cooled big bore two-stroke street bikes; Suzuki chose water cooling for their 750cc two-stroke triple. This bike was affectionately known as the Water Buffalo.

Trust me on this: The Suzuki water-cooled two-stroke triple is a mechanical engineering work of art.

Think CHiPs: Back in the day, the California Highway Patrol and many local law enforcement agencies used the Kawasaki KZ1000P police motorcycle. West of the Mississippi River, Kawasaki owned the police motorcycle market (Harley police motors dominated the police market east of the Mississippi). Jameson’s Classic Motorcycle Museum displays a Kawasaki KZ1000P, and the motorcycle didn’t have to travel very far to get into the collection.

The Kawasaki police bikes are beautiful. Their performance was considerably better than Harley’s, with better acceleration, better braking, higher top speed, and run-flat tires.

Jameson’s Classic Motorcycle Museum’s police Kawasaki came from the Pacific Grove Police Department, which is directly across the street from the Museum.

There’s a Bonneville Salt Flats bike, too. It’s a 1965 Honda CB-160 streamliner. My father’s first motorcycle was a 1965 Honda CB-160. I’m pretty sure this one is faster than my Dad’s bike.

As mentioned above, Jameson’s Classic Motorcycle Museum has a great collection of British motorcycles. BSAs, Bonnevilles, and Nortons were the hot ticket in the 1960s, and all three are well represented in the Museum.

A BSA Firebird Scrambler. BSA had this hot rod; Triumph had the Bonneville. The 1960s were a glorious time for British motorcycles.

My two favorite motorcycles of the many beautiful machines on display in the Jameson are the Triumph Electro described above, and an absolutely stunning Ariel Square Four. Ariel based the Square Four’s engine design on two 500cc twins in series, and the result was a visually-arresting motorcycle dominated by its engine. Finished in a deep maroon livery, the Museum’s Square Four is an amazing specimen.

An Ariel Square Four, a massive and impressive motorcycle.

A tighter shot of the Ariel Square Four engine. This is a beautiful machine.

Pacific Grove, California, is a nice little town bordered by the Pacific Ocean, the Del Monte Forest, and the City of Monterey. We rode out to the lighthouse and watched huge waves crashing into the breakers for a bit.

Looking down Forest Avenue, standing in front of Jameson’s Classic Motorcycle Museum. That’s the Pacific Ocean out there.

We fell in love with Pacific Grove, the coastal community in which Jameson’s Classic Motorcycle Museum is located. Everything about the place and everyone we met made us feel like we belonged there, including Staci and her husband, Russ. The town just feels comfortable and it’s a place we’d like to visit again. We enjoyed a fantastic lunch at Toasties, which was surprisingly reasonably priced (especially considering the area). I’m told that Pepper’s Mexicali Café’s burritos are world class. Both restaurants are within a mile of the Museum (Pepper’s is only a block away). Our ride into Pacific Grove took us past the Naval Postgraduate School and the Defense Language Institute; the ride back home took us along California State Route 68, California State Route 17, and the Chualar River Road through the Salinas Valley. It was all magnificent.

Join our Facebook ExNotes page!

Never miss an ExNotes blog: