Joe Berk

A tale of three Garands…

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

The M1, the M1A, and the Mini 14

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

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

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

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

M1 Rifles Standing Guard

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

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

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

The M14 and M1A

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

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

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

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

A modern Springfield Armory M1A, the civilian version of the M14, which was the successor to the M1 Garand.

10 coats of hand-rubbed TruOil and the M1A’s horizontal stripes stand out.

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

A Favorite: The Mini 14

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

A Ruger Mini 14 with a muzzle brake and a Circassian walnut stock. This one is from a limited run Ruger made with Circassian walnut about 10 years ago. It’s very collectible and it always gets compliments at the range.

Not the world’s most accurate rifle, but accurate enough.

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

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

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Baja, 150cc at a time: Part IV…

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

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

Part I: Baja, 150cc at a time…

Part II: Baja, 150cc at a time…

Part III: Baja, 150cc at a time…

Back to the main attraction…

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

Arlene and I at the only loncheria in Chapala…

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

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

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

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

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

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

Arlene Battishill, Go Go Gear riding apparel, a custom California Scooter, and the Sea of Cortez.

Arlene’s CSC 150 had a custom paint job with the Go Go logo. John Esposito, who was with CSC at the time, did the painting. He is easily the most gifted custom painter I’ve ever known.

The crew, and one of my favorite photos from this trip. From left to right, it’s Simon Gandolfi, Arlene Battishill, J Brandon, John Welker, and Joe Berk.

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

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

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

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

So, what broke?

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

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

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

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

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

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

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

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

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

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

To be continued…

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

Dream bike: 2020 Suzuki Katana

Wow, this is a departure for ExhaustNotes. So far, all the dream bikes we’ve listed have been blasts from the past.

This one is and it isn’t.

I’m over here in Singapore this week on yet another secret mission, and this story floats in: Suzuki is resurrecting the Katana! Whoa!

The 2020 Suzuki Katana. 1000cc, just like the original, but with a Gixxer engine.

This is a story that has my attention. I’ve always liked Suzuki motorcycles, and I think Suzuki engineering is as good as it gets. But that’s not what attracted me to this latest development. I actually owned one of the very first Katanas, way back when they first came out in 1982…

A skinny guy with hair, a leather jacket, and a new ’82 Katana. Life was very, very good.

I still dream about that 1982 Katana. I paid over MSRP because they were so hard to find (I’ll never do that again, but the fact that I did says just how much I wanted that bike). It was fast beyond belief, and the colors just flat worked for me. It had a Joan Claybrook speedometer (remember her?) that only registered 85 mph, as if that would somehow counteract my willingness to do stupid stuff. 85 mph, my ass…that bike lived half its life with the needle buried. The instruments were cool, too…the tach and the speedometer were pivoted in a way that made them look like they were unwinding when accelerating. I hope Suzuki does something tricky like that with the new one. My ’82 Katana was so ahead of its time that I actually got pulled over twice by cops who just wanted to see the thing. And you know what? I never got a ticket on that bike. Not once. Lord knows it wasn’t because I was a good boy.

I don’t need 150 horsepower and I don’t need 1000cc. But there’s a big difference between need and want, and I want this new Katana. This just might be the dream that comes true.

Hey, there’s more!

Dream Bike: The ’66 Triumph TT Special

So, some of this is from a blog I did for CSC several years ago, and some of it is new. It’s all centered on one of my all-time dream bikes, the Triumph ’66 TT Special.

A ’66 Triumph TT Special. Love those colors!

Some background: In the mid-60s, the ultimate street bike was a Triumph TT Special. The regular Bonneville was a pretty hot number back then, but it came with mufflers, lights, a horn, and all the stuff it needed to be street legal. Those bikes were pegged at 52 horsepower, and although that sounds almost laughable now (as does thinking of a 650 as a big bike), I can tell you from personal experience it was muey rapido. I don’t believe there were any vehicles on the street in those days (on two wheels or four) that were faster than a Triumph Bonneville. And there was especially nothing that was faster than the Triumph TT Special. It took the hot rod twin-carb Bonneville and made it even faster. And cooler looking. The Triumph TT Special will always hold a special place in my heart.

I had a spare hour a couple of years ago (yeah, that’s about how it happens), and that’s when I stopped in Bert’s. My good buddy Ron had a Triumph TT Special on display. I wondered what most folks thought when they saw the TT Special in Ron’s showroom. Bert’s sells to a mostly younger crowd (you know the type…kids who just got a licenses and go for 170-mph sports bikes), and my guess is they didn’t really “get” the TT Special. I sure did. Like I said, back in the mid-60s the Triumph Bonneville ruled the streets, and the TT Special would absolutely smoke a standard Bonneville.

Back in those days the Triumph factory rated the TT Special at 54 horsepower (as opposed to the standard Bonneville’s 52), but let me tell you there was way more than just 2 horsepower separating these machines. The TT Special was essentially the starting point for a desert racer or flat tracker. They were racing motorcycles. The TT Special was never intended to be a street bike, but some of them ended up on the street. If you rode a TT Special…well, you just couldn’t get any cooler than that.

A ’65 Bonneville TT Special, in the blue and silver colors of that year. This is a beautiful motorcyle on display in the Owens Collection in Diamond Bar, California.

I only knew one guy back then who owned a TT Special (Jimmy something-or-other), and he did what guys did when they owned a TT Special. He made it street legal, and that effort consisted of a small Bates headlamp, a tail light, and a single rear view mirror.

The first time Jimmy was pulled over in New Jersey the reason was obvious: He was a young guy on a Triumph TT Special. Back in those days, that constituted probable cause. After the officer checked the bike carefully, he gave Jimmy a ticket for not having a horn. It was what we called a “fix it” ticket, because all you had to do was correct the infraction and the ticket was dismissed. Jimmy didn’t want to spend the money (and add the weight) that went with wiring, a switch, and an electronic horn, so he bought a bicycle bulb horn. You know, the kind that attached to the handlebars and had a black bulb on one end and a little trumpet on the other. It honked when you squeezed the bulb. Ol’ Jimmy (old now, I guess, if he is even still around) went to the police station, honked his horn, and the police officer dismissed the citation. With a good laugh. It was a good story 50+ years ago and it’s still a good story today. Simpler times, I guess.

I love the ’66 white and orange color combo, too. My Dad had a ’66 T120R Bonneville back then (that’s the standard street version of the Bonneville), and it was a dream come true for me. Those colors (white, with an orange competition stripe framed by gold pinstripes) really worked. 1966 was the first year Triumph went to their smaller fuel tank, and it somehow made the Bonneville even cooler.

My father, an upholsterer by trade, reupholstered his Bonneville with a matching white Naugahyde seat. Dad put a set of longitudinal pleats on the seat in orange to match those on the tank, and each was bordered by gold piping. The overall effect was amazing. It looked like the bike ran under a set of white, gold, and orange paint sprayers. The effect was electric. That bike really stood out in 1966, and it continues to stand out in my mind. In fact, while I was at CSC, that color combo (with Steve Seidner’s concurrence) found its way into one of the new San Gabriel color combos. Some dreams do come true, I guess!

Aging like a fine wine: My Model 59

The Smith and Wesson Model 59. Mine is a very early one, with a serial number that puts it in the first year of production. These old guns can shoot!

Dial back the clock a cool 46 years (which would put us in 1972), and Smith and Wesson had only recently introduced its Model 59 9mm, double-stack, semi-auto handgun. The 59 was the latest and the greatest in ‘72…a high capacity 9mm with a double stack magazine (like the Browning Hi-Power, the only other gun of its day with this feature) and a double-action first shot (pulling the trigger both cocked and fired the weapon). It was cool. Nah, scratch that. It was super cool.

I first became acquainted with S&W semi-autos with their Model 39, the predecessor to the Model 59. Dick Larsen, a family friend, had a Model 39. Sergeant Larsen was on our local PD and to me he defined cool. I really looked up to Larsen and I loved talking guns with him. In one such discussion the conversation turned to the topic of the day: 9mm handguns versus the venerable .357 magnum revolver. I thought Larsen was a dyed-in-the-wool revolver man, until he showed me his off-duty Model 39. He had it on his belt under a Hawaiian print shirt. It was a cool thing…small and light. I wanted one. “The one to get today is the Model 59,” the good Sergeant said, “if you can find one.”

The Model 59 was a new limited-production item from Smith and Wesson in 1972, and they were tough to get. Rumor has it that S&W developed the 59 for the Navy SEALS (nobody outside S&W and the Navy knew this back then). That’s probably why they were so hard to get initially; nearly all the production was headed to Coronado Island. I was going in the Army and after that conversation with Sergeant Larsen, I wanted a Model 59. In those days, if you wanted to find a hard-to-get gun you either made a lot of phone calls or you visited a lot of gun shops (the Internet and Gunbroker.com did not yet exist). My Dad did both (plus, as a world-class trapshooter, he knew people). I got lucky. Dad found a distributer who could get a Model 59, and I had one before I shipped out for Korea.

I’ve had my Model 59 since 1973, and I’m guessing I’ve probably put something north of 30,000 rounds downrange with it. In my early days, I replaced the black plastic grips with cool tiger-striped exotic wood grips I bought at a Fort Worth gun show (who would want a gun with black plastic parts?), and I had to replace the safety once back in the ‘80s. Other than that, all I’ve done with my Model 59 is shoot the hell out of it and occasionally clean it. It’s surprisingly accurate, it feeds anything, and it’s just plain fun to shoot. It’s a gun I’ll never sell.

Zombies don’t stand a chance against the Model 59. My favorite 9mm load in the 59 is a 125 gr cast roundnose bullet over a max load of Unique propellant.

The good news is the Model 59 ultimately went into high rate production. More than a few police departments chose the 59 when the migration from revolvers to autos occurred in the 1980s. All of those PDs moved on to newer guns, and today you can still find used Model 59s for cheap.

Most folks today have either never heard of the Model 59, or they would smile quaintly at its mention and then tell you how great their plastic Glocks are. But don’t dismiss the Model 59. The 59 is a grand old handgun and I’ll bet you a dollar to a donut you’d love it. Mine just gets better with age (like a fine wine, I guess), and I love shooting it.

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Indian ExhaustNotes!

By Joe Berk

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…

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An awesome exhaust note…

Last year, Sue and I were in the Columbia River Gorge gathering info for a Motorcycle Classics story (you can read it here). We flew up because I had a tight schedule and we rented a car from one of those places where you walk into the parking lot and pick whatever car you want. I saw this cool little yellow Hyundai Veloster and it got the nod….

A cool vehicle for exploring the Columbia River Gorge!

I’ve always liked the looks of that car…sporty, low, and kind of in your face. And, it had a small engine, which I find more appealing these days. I wasn’t disappointed…I loved that car.

I see another Veloster near my dentist’s office every time I have to make that trek…a custom blue number that is a visually arresting automobile. Yesterday I walked into the vape shop next door and asked who owned it. The guys inside looked alarmed…I guess because I’m a mature dude with short hair and they’re all young, they assumed something bad was brewing. But that wasn’t the case at all. I explained that I really liked the Veloster and I wanted to get some photos of it. And I did.

Folks, meet my new good buddy Jon…

Jon’s car is a 2012 Veloster and I like what he’s done to it. Lots of trim pieces, flared wheel wells, a carbon fiber hood, custom wheels, and more. Check this out…

Jon’s custom Veloster sounds great, too. I guess you could say it sort of defines our website with, well, you know…an awesome ExhaustNote. Take a listen…

Baja, 150cc at a time: Part III….

So we’re back on the story about our trek to Cabo San Lucas on reborn Mustangs, the little CG clone 150cc hardtails. We’re doing this story in installments. This is the third, and if you are new the ExNotes blog, you might not have seen Part I and Part II. My advice? Take a few minutes and read them before continuing with Part III (this part of our ongoing 150cc adventure ride)…

Part I: Baja, 150cc at a time…

Part II: Baja, 150cc at a time…

And with that, I’ll pick up where I left off at the end of our Part II Colonet coffee stop. After our coffee stop, we rolled on for another hour and stopped for breakfast. Here we were, in this little Baja restaurant, and they had wireless Internet access. That’s where I posted the first CSC blog entry on our Baja trip (and we wanted to keep moving, so it was short).

Check this out…Simon Gandolfi checking his email on my laptop!

What is the world coming to, though? Wireless Internet access in Baja. I was surprised. That trip was the first time I had Internet access in Baja. I knew the peninsula was changing.

Breakfast was good, and after that, it was a short hop down to El Rosario to top off the tanks before climbing into the Valle de los Cirios. Our bikes climbed, and so did the temperature. I’ll bet we had a 60-degree temperature swing that day. It was right at about 100 degrees in the desert. September is the hottest month of the year in Baja. Why make it easy? We stopped several times to peel off our layered riding gear as the temperatures continued to climb.

Arlene, dropping layers and trying to stay cool.

When Catavina came into view, we decided to call it a day. We might have pushed on to Guerrero Negro, but there is literally nothing between Catavina and Guerrero Negro, and it’s another 140 miles or so down the road. Too hot, too far, and we didn’t want to ride after dark.

We had a lot of fun with Simon, and we quickly dubbed him “the world’s most interesting man.” Do you remember those Dos Equis commercials? You know…the ones where a guy holding a Dos Equis beer is proclaimed the world’s most interesting man…with descriptors like “he never uses lip balm” and “his mother has a tattoo that says ‘Son.’” We really enjoyed getting to know Simon, and he most definitely is the world’s most interesting man. Before I left, someone gave me a list of “world’s most interesting man” descriptions he grabbed off the Internet, and I dribbled them out to our group as we journeyed through Baja. The one that got the best laugh was “Simon Gandolfi is the world’s most interesting man…he once called a psychic…to warn her.”

I grabbed this shot of Simon with his California Scooter in the Valle de los Cirios south of El Rosario. It’s one of my all time favorites.

Simon was also keeping a blog for his readers. Here’s an entry from Simon’s blog…

The bikes are small and pretty, surely an unusual description of a bike. Best of all they make people smile, not with scorn but with pleasure – as does watching your children play out in the yard.

The bikes were performing well. We had two current production bikes (mine and Arlene’s), and two preproduction bikes (Simon’s and John’s). During development Steve and the boys found a few improvement opportunities on the preproduction bikes, and these resulted in upgrades on the production bikes. Simon’s and John’s preproduction bikes have had some of the problems we found earlier, but the production bikes performed flawlessly.

We didn’t coddle the little Mustangs. We ran on some pretty rough roads, and the speed bumps (topes) in every little town we pass through were brutal. The Mexicans don’t just use one speed bump. They use about 20 of the things in a row, maybe 30 feet apart, one after the other. When they tell you to slow down, they mean it. We’d slow down for the speed bumps when we saw them in time (which didn’t always happen), and then we’d speed up after the topes. As I said earlier, the bikes liked running around 45 mph. We occasionally cranked them up to over 60 mph, but then we’d settle into a relaxed putt to enjoy the scenery and the ride. It’s a sweet way to see Baja.

Here’s another cool entry from Simon’s blog…

The desert here is a vast up-and-down jumble of immense gray boulders, candelabra cactus, Judas trees and skinny scrub. To the south and west lie mountains scrubbed to their stone core by a few million years of wind and occasional rain. To the east a long roll of cloud or fog lies low over the ocean. The dawn light washes the mountains a pale chalky blue. The cloud bank is touched with pink.

I have ridden on ahead. I haven’t met another car or truck in twenty minutes. Cut the engine and the silence is total. Two buzzard glide overhead. Nothing else moves. I am absorbed into the stillness and the quiet and the beauty and find myself shivering, not with cold, but with that exultation that comes sometimes when, tired yet wonderfully content, you get into a bed spread with Egyptian cotton sheets stiff from the laundry and wriggle in minor ecstasy as you clutch yourself in your own arms. Never done that? Never slept between Egyptian cotton sheets? How sad…

And if you have never visited Baja California, start planning. Right now this is about as close as you can get to heaven without a one-way ticket.

We rode into the Catavina boulder fields, one of the prettiest parts of Baja. It’s a surreal region with huge white boulder and enormous Cardon cactus.

You’ve seen this photo before. It’s another one of my favorites. I shot it from the saddle with my old D200 Nikon and 24-120 lens as we rolled through the Catavina boulder fields.

Our destination that night was Catavina, where we would spend the night in the Desert Inn. It was a grand day and a great place to call it a night. I’d stayed there many times before on prior Baja adventures, and I knew it was good. The Desert Inn is nice. It’s 100 miles from anywhere.

The courtyard in Catavina’s Desert Inn Hotel.

Our bikes parked in front of the Catavina Desert Inn.

They turn the generators off from 12:00 to 4:00 at the Desert Inn, so there’s no electricity in the afternoon. The desolation and the surrounding landscape just make it a cool place to be, even if was 100 degrees (as it was when we stopped that day). We ate in the Desert Inn’s restaurant, we sampled their Tequilas (hey, our riding was over that day), and then we hung out in the pool. Wow, that sure felt good.

To be continued…stay tuned for Part IV!

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

Dream Bike: 1969 Kawasaki 500cc Triple

The ’69 Kawasaki Mach III 500cc two-stroke triple: Wow! It was a watershed wunderbike back in the days when the Big Four had serious engineering, the kind that went way beyond Bold New Graphics. They were trying all kinds of mechanically wild and wonderful things then. It was a magnificent time to start a motorcycle riding career.

Nicknamed the Widowmaker for its tendency to wobble and wheelie, the Mach III was the fastest motorcycle of its era, its MSRP was under $1000, and it would whomp a Honda CB750 in a drag race. I know because I was there. I had a Honda 750 and my college compadre Keith had the Kawi triple. I had a 50% displacement advantage and that extra cylinder, but it was to no avail. Keith cleaned my clock at every light.

Good buddy Gobi Gresh is all gaga on these bikes, so I guess that’s what induced my heightened sensitivity to the topic of all things two-stroke triple. Yesterday morning a note arrived in my email from Motorcycle Classics (the gold standard of motorcycle magazines, in my opinion), and it mentioned an article on a Mach III restoration by Anders Carlson. I sent it on to Arjiu knowing his perverted puttster predilections, he told me the story was really good, and I read it. I agree. I’ve never met Mr. Carlson, but let me tell you, the man can write.

Truth be told, I never wanted a Kawasaki Triple back then in any of the four flavors (I believe that as the line grew, they offered a 250, a 350, the original 500, and a 750 version). Now, maybe having one would be cool. I’d be a better man, I think, if I owned one.

I did my first international motorcycle ride ever with good buddy Keith back in the early ’70s. Keith rode his ferociously fast 500 triple and I rode my Honda 4 from central Jersey to Montreal. We were in high spirits, as might be expected. We were two young guys riding our bikes to Canada. Canada! It would almost be like going to another country! We were in engineering school back then, both of us were in Army ROTC, and it was a fun ride. We joked that folks might think we were draft dodgers, heading to Canada and all.

We swapped bikes for a while somewhere in Vermont and I thought the Kawasaki was downright painful. That bike could have been an enhanced interrogation tool before the term was invented. It felt like sitting a two-by-four plank. The 500 triple was fast in a digital sort of way (full on, or full off) and I didn’t care for it. My CB750 was a much more comfortable bike and it sounded the way I thought a motorcycle ought to. You know, like an Offenhauser. The Kawi sounded like a chain saw.

My buddy Peter had one of the Kawasaki 750 triples. I didn’t know him then, but he told me a story about that bike going into a high speed wobble coming down California’s Cajon Pass (the result being one pitched Peter with a broken shoulder that bothers him to this day). “I can’t tell you how many times I ran out of gas on that thing,” was his only other comment. I guess it liked fuel.

Still, the Kawi two-stroke triples are iconic bikes, and the Carlson article I mentioned above is a great read. If I was going to have a Kawi triple, it would be a white one with blue stripes (the original colors), just like Keith’s and the one you see in the photo above.

Required Baja Paperwork

We’re often asked: What kind of documentation will I need to ride a motorcycle or drive a car in Baja? Here’s the list of what documents are required for a trip into Baja:

1. You’ll need your US passport, or a passport card. I’ve always used my passport; I’ve never had the passport card (the passport card is issued by the US State Department). Either one will work.

2. You’ll need a Mexican tourist visa. This is something you get immediately after you enter Mexico, not before. If you enter through Tijuana or Tecate (my typical points of entry), there are Mexican immigration offices off to the right as soon as you enter. That’s where the tourist visas are issued. You might be tempted to just blow this off because you can drive by and continue your trip into Baja, but if you’re stopped further inland and you don’t have the tourist visa, you’ll have to go back to the border to get one (don’t ask me how I know this). The good news is that if you’re planning a stay of less than 7 days, the tourist visa is free. If you staying longer, it’s $20.

3. You’ll need your US driver’s license.

4. You’ll need your vehicle registration.

5. You’ll need Mexican insurance for your motor vehicle (your US insurance is not adequate). We use BajaBound insurance exclusively, and we did a post about that great company here on the ExNotes blog a short time ago.

You can contact BajaBound directly at this link or by clicking on the photo above. If you get stopped in Mexico and you can’t show proof of Mexican insurance, you’ll have a real problem (like we said above, your regular US insurance won’t cover you in Mexico). You’ll need to print a copy of your policy (which you can do online after you purchase it from BajaBound) and bring that with you.

And that’s it, folks.

Want to know more about riding in Baja? Check out our Baja page!