If you like old guns and family heirlooms, you’ll enjoy this blog. The Ruger Single-Six you see here was my Dad’s gun. This revolver’s 4-digit, no-prefix serial number puts its date of manufacture at 1954, which means it is just a little bit younger than me. Ruger introduced the Single-Six in 1953 and they only made 49 of these revolvers that year, so mine is a first year of production revolver. That’s cool.
Dad kept the Single-Six loaded in a drawer near his bed. I don’t remember him ever shooting it. He kept it there just in case. Storing any gun in a holster is not a good idea (the leather retains moisture) and it had a light coating of surface rust in a few spots when Dad passed. A bit of 0000 steel wool and oil took the rust off and the gun is in remarkable condition.
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You probably noticed the custom walnut grips on this vintage Ruger. Dad was an excellent stockmaker (his work was on high end shotguns), but the stocks on his personal trap guns were usually kluged-up affairs with adhesive padding on the comb and glued-on spacers to get the fit he wanted. Dad didn’t care about appearance on his competition guns; all he wanted was a good fit so he could smoke clay pigeons. The work he did on his friends’ shotguns…that was another story. Those were stunning. Those other guys weren’t great shots; they cared more about looks. Dad was all about breaking pigeons on his guns, bringing home trophies, and bringing home cash (the monetary awards, especially for live pigeon shoots, were significant). We always had walnut blanks and remnants in Dad’s workshop, and one day when he didn’t have anything else to do he crafted the custom grips you see here. The wood-to-metal fit and the oil finish is perfect on these.
The right side of my 1954 Ruger Single-Six.A perfect wood-to-metal finish. They don’t come from Ruger like this.
I wish new Rugers had grips that looked and fit like that. They don’t. You may recall the blog I did last year about a new Ruger .357 Magnum Blackhawk. It’s grip-to-frame fit was atrocious.
A current production Ruger Blackhawk. Somewhere along the line, Ruger lost its attention to detail. These ugly gaps can’t be unseen.
As an original Single-Six, this Ruger is what is referred to as an Old Model. It doesn’t have the transfer bar safety, and what that means is that if you drop it with the hammer over a loaded chamber, it can fire. Call me old fashioned; I’ve got my own safety approach to this problem: Don’t drop the gun. But that’s just me.
The Old Model Ruger revolvers are elegant. They are also referred to as three screw Rugers (because they have three screws on the right side; the newer model has two pins instead). The hammer cocking in the Old Model Rugers is similar to a Colt Single Action Army. There are four clocks, and that’s cool, too (especially for old guys like me).
The old three-screw configuration.
These old Ruger six shooters are also called flat gates because of the flat gate that opens for loading. The flat gate feature that didn’t stay on Rugers long. Ruger went to a contoured loading gate early in their history. It’s just something that sets this revolver apart.
The flat gate on my Ruger Single-Six.A better view of the Ruger’s flat loading gate.
The early Rugers had recessed chambers. I haven’t owned a new Single-Six in decades and I don’t remember if the newer ones do or not. It’s a classy feature.
Recessed chambers. Back in the day, everything was better. I know it’s dirty; I took this photo after the range session and before I cleaned it.
You probably noticed the gold inlay in this Ruger’s lettering. Back in the day, kits to do this at home were popular. I guess it holds up well; this was done quite a few years ago. You can still get these gold inlay kits from MidwayUSA.com.
Look for the Forster gold inlay kit on Midwayusa.com.Fixed sights and gold inlay. These old guns are awesome.
I grabbed an old box of .22 Long Rifle ammo and headed to the range a few days ago.
$8.96 for 550 rounds. We didn’t know how good we had it.Federal hollow point ammo. You can’t have these in New Jersey or San Francisco (they outlawed hollow point ammo). Sarcasm alert: That’s why their crime rates are so low.An ammo comparison. From left to right, it’s the Federal .22 Long Rifle hollow points featured in this article, one of my 9mm reloads, and a .357 Magnum hollowpoint.
I ran my targets out to 50 feet at my indoor range and had at it, shooting off hand with a two-hand hold. As always, the Single-Six did not disappoint. It has fixed sights, but they are spot on.
I held at 6:00 on the orange bullseye. If I had used a rest, the group would have been much smaller. For an offhand group, I’m happy.
When first introduced in 1953, the cost of the Single-Six was $57.50. I grabbed this photo from my old 1956 edition of the Stoeger Shooter’s Bible. The Single-Six had gone up to $63.25 by 1956.
They don’t do covers like this today: The 1956 Shooter’s Bible.The ad for Ruger’s Single-Six in 1956. Ruger’s Standard .22 automatic pistol was only $37.50 back then. The Single-Six was a more expensive handgun.
If you enjoyed this Rimfire Series story, keep an eye on us. Our next Rimfire Series story will be on a very cool Ruger 10/22 Mannlicher rifle from 1974, one with exceptional walnut.
The same ammo and an old Mannlicher 10/22. Watch ExNotes for the story. It will be the next featured in our Rimfire Series.
If you want to make sure you don’t miss the upcoming 10/22 story, please subscribe to the ExNotes blog:
If you would like to see our earlier blogs on .22 rifles and handguns, here’s a set of links.
The big photo above is shows three very real pandas. I took it in Chengdu when Gresh and I rode across China. It’s a little blurry because I was shooting through inch-thick super-smudgy glass. The photo is for attention only. This blog is about a different kind of panda.
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When I was a pup back in the 1970s, I bought a Seiko chronograph watch in the Kunsan AFB Base Exchange. The Seiko model number was 6138-8020, and it was $67. I could have bought a Rolex there, too, but I remember thinking who spends $300 on wristwatch? Nope, it would be the Seiko for me.
A Seiko 6138-8020 recently advertised on Ebay for close to $2,000.
The Seiko 6138 was an automatic (i.e., self-winding) watch. It became known as the Panda due to its two black subdials on its white face. I liked the Seiko a lot. I was a jogger in those days, and I used the Seiko every day to time my 3-mile runs. Life was good but I went on to other things. After the Army I worked in the aerospace industry, and like most engineers I went the digital route (I wore a Casio calculator watch). When Ebay became a thing I went on a decluttering craze and the Seiko went down the road. I got $80 for it and I thought I was pretty clever. Then I watched the price of a 6138 go through the roof. That may be why I collect watches now. I’m still trying to make up for that mistake.
I’ve missed my Panda over the years, and I started looking around to see what was available. There are several. In my opinion, Breitling makes the best (and best looking) Panda. Their Premier model is an awesome automatic watch, but who spends $7,299 on a watch?
Breitling’s Premier chronograph. It’s a Holy Grail kind of a watch.
The Hamilton automatic American Classic is another great looking Panda. That answers the mail for me, too, but it’s a little bit rich for my blood. The Hamilton goes for $1,541.
Hamilton makes a Panda chronograph. Nice, but a little bit pricey.
Seiko has a solar-powered Panda watch in their Prospex line that looks pretty good to me. It’s a $700 watch. If you shop around, you can find them for about $500. That’s not bad, but Seiko also makes that watch with a red and blue face and a red and blue bezel (informally known as the Pepsi), and one of these days I’ll probably pull the trigger on one of those. So, I took a pass on the Seiko Panda.
Seiko’s Prospex Panda. This is a very good-looking watch.
Bulova recently got into the Panda shtick as well, with a set of different colors on their Lunar Pilot watch:
The Bulova Lunar Pilot Panda. Nice, and incredibly accurate.
The Bulova is $895. It’s nice, but a few years ago I bought the black dial Bulova that emulates the watch astronaut Dave Scott wore to the moon. With a Lunar Pilot already in the collection, I wanted something else.
I’d been thinking about this Panda thing for a couple of years now, and looking at watches from time to time on the Internet, and you know where this is going. The Internet is insidious, and the marketing emails starting coming in. Amazon sent one on the Orient Panda and it was $188. Seiko and Orient are both owned by Epson (yep, the printer company), and I know Orient to be a good watch (I’ve written before about my Orient moonie automatic watch). Here’s the Orient Panda:
The Orient had great reviews on Amazon, and I liked the look. One thing I’ve learned the hard way is that it’s hard to judge a watch’s appeal by a photo. Some that look great in a picture are totally unappealing in person, and vice versa. But for $188, I’m willing to take a chance. When the watch arrives (it’s a non-US model and it’s shipping directly from Japan), I’ll let you know how it looks. I like the metal bracelet; I may spring for a black leather (with white stitching) band (like the Breitling’s) somewhere down the road.
A few general observations on the above watches. You may have noticed that the bezel rings are different between the Orient Panda and the others. The Orient has equally-spaced marks that show how many seconds have elapsed when the stopwatch is activated. All the other Panda watches have what is known as a tachymeter bezel. The idea behind it is that you can use the tachymeter for determining rate. If you activate the tachymeter when passing a mile marker and then stop it at the next mile marker, it will tell you your actual speed (as long as you are going faster than 60 mph). If you are on a production line, you can activate the stop watch when starting one item and stop the watch when the item is completed. Let’s say it takes 9 seconds to complete one item. The stop watch’s second hand will point to how many items can be completed in an hour (in this case, 400). The tachymeter is a cool feature but I have never used it, so the fact that it is not on the Orient is okay by me.
I’ve mentioned automatic and solar powered watches. An automatic watch is a mechanical, self-winding watch. For some collectors, there’s a panache associated with a mechanical watch. I feel that way, and I have automatic watches. The downsides of an automatic watch are that if you don’t wear them for a few days they stop and then you have to reset them, and they are less accurate (typical automatic watch accuracy is about ±25 seconds per day. Some are better than others. If you’re a fanatic about time, you’ll probably reset an automatic watch about once a week. For watch geeks that’s okay. We like playing with our watches.
Solar powered watches are essentially quartz watches that are powered by the sun instead of needing a battery. The downside is the watch has to be in the light (either sunlight or artificial light) a little bit each day to keep running. The upsides are that if you don’t wear a solar powered watch but keep it where the light hits it, it keeps running, and solar powered (and quartz regulated) watches are phenomenally accurate (to the tune of a few seconds per month). I have solar powered watches that I haven’t worn for a year or more, and they accurate to within a few seconds of the time.gov website. That’s pretty cool.
Back to that ride into Chengdu to see the real pandas…you can read all about it in Riding China. Here’s a short video of Joe Gresh and yours truly slogging through Chengdu traffic on Zongshen RX1 motorcycles.
The Triumph TT Special: Made from 1963 to 1967, in my opinion it made for the ultimate street bike back in the 1960s. I always wanted one. It’s an itch I never scratched, and that may be a good thing. I like to remember it the way I remember it: The ultimate motorcycle. I’ve owned a few bikes between then and now that were undoubtedly more powerful, so a TT Special ride today might seem disappointing (and I don’t want to facilitate bursting that bubble). No, the dream is how I want to remember this motorcycle.
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.
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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!
A Cup O’ Joes includes a few of our Dream Bikes. You can pick up a copy here.
Reading good buddy Airborne Mike’s javelina story brought back memories. I’ve been chasing pigs for more than 50 years and I only ever got three. Two were captured simultaneously via film (the two you see above); the other was nailed in Arizona and brought home for consumption. Yeah, I’m a Jewish kid who ate pork. Don’t tell anyone.
I’d been on javelina hunting trips numerous times when I lived in west Texas, and on every one of those trips, we never even saw a javelina (we could have just as easily described those expeditions as T-rex hunts, because we saw about as many of them). Good buddy Jose commented on Mike’s previous post that javelina make for good eating, but I’ve never had the pleasure and if offered, I’d politely decline. Although they definitely look piggish, javelina are actually not in the pig family. I’m told they are rodents. No thanks. I’ll forego rat tacos.
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About that Mama Javelina and baby photo you see above: All those javelina hunting expeditions when we didn’t see a single javelina? Well, we stayed on an Arizona guest ranch one year (not hunting anything except good times) and there were javelinas out the gazoo. We heard them snorting and grunting up a storm outside our cabin one night, so I went outside with my manual focus Minolta 35mm film camera and took a bunch of flash photos, moving the focus ring a little bit each time because I couldn’t see to focus in the dark. I got lucky with one of them. I didn’t know there was a baby javelina in the mix until I got the prints. The mama and her baby were only about six feet away (I was using the Minolta’s standard 50mm lens). A guy who saw that photo told me I was lucky Mother Javelina didn’t go after me.
I’ve been on three wild pig hunts (not javelina, but actual wild pigs). On the first one, we spent three days rooting around in northern California and we didn’t see a single pig. Our guide pointed out what he claimed was pig poop, but hell, it could have been any kind of poop. What do I know from pig poop?
On a second northern California wild pig expedition, we were skunked again. Not one pig and not one pig sighting. Not even pig poop this time. All I came home with was the worst case of poison oak I ever had. The itching was intense raised to an exponent, and nothing seemed to work except consuming large amounts of Budweiser, which I did for the three days it took to get over it. After that episode, I stayed away from hunting pigs for the next 30 years. Then, I got the bug again.
My pig and I, taken near Kingman, Arizona. That rifle (a maple-stocked SuperGrade Model 70 Winchester in .30 06) will shoot quarter inch groups at 100 yards.
About five years ago good buddy Paul and I hunted wild pig in Arizona and we both scored. Our guide told me mine weighed about 130 pounds; Paul’s was a monster at well over 200 pounds. I got an education on that trip. The butcher asked us about the cuts we wanted, but I really had no idea (it was my Jewish ignorance about all things of the porcine persuasion). I let the butcher recommend what to do. When we reached the end of the list, I realized we hadn’t added bacon to the list and I asked about it. “There’s no bacon on wild boar,” he patiently explained while looking at the top of my head (I think maybe he was looking for a yarmulke, or maybe where I had my horns removed). “Bacon is belly fat, and wild pigs don’t have any.” Hmmm. Whaddaya know.
That butcher’s guidance about wild pigs lacking fat had further implications. The meat had absolutely no flavor. Zip. Nada. Zilch. No fat, no flavor. I made a lot of chili with that meat over the next year (cumin, red chili flakes, and Anaheim chiles bring their own flavors). But one of the “cuts” was sausage and that was good because it included a little fat. I found a recipe for and made a wild mushroom and pork sausage barley casserole. It was outstanding, so much so it has me thinking about going pig hunting again.
I know what you’re thinking: This is going to be a blog either for or against conservatives.
Nope. It’s not. We don’t do politics here on ExhaustNotes. This story is about a Ruger No. 1 that shot far to the right and how I fixed it. If you want politics, watch the news or pick up a newspaper and take in what passes for journalism these days.
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One of my good buddies bought a very slightly used Ruger No. 1 several years ago (it appeared to be unused) after hearing me rave about how classy these rifles are. It’s the one you see in the photo at the top of this blog. This Ruger No. 1 is particularly desirable. It is chambered in .22 250 (a wonderful cartridge), it has fantastic wood, it is an early production model (the serial number dates it to 1971), it has the early style checkering pattern, it has a red pad, and it is a pre-warning gun. My buddy and I both bought Ruger No. 1 rifles that day. His was the .22 250 you see here, and I bought one chambered in .22 Hornet.
Highly-figured walnut, a red ped, and old style checkering…it doesn’t get any better than this.
Both the .22 250 and the .22 hornet are stellar cartridges, but the .22 250 holds a special place in my heart. The first Ruger No. 1 I ever saw was in a sporting goods store in Bound Brook, New Jersey, and it was chambered in .22 250. The Ruger No. 1 had only recently been introduced, and my father really wanted the one we saw that day. Like all Ruger No. 1 rifles it was elegant, and as a varmint hunter Dad was in love with the .22 250. We didn’t get it, but seeing how excited Dad was left me with a lifelong appreciation for any Ruger No. 1 and the .22 250 cartridge.
The flip side.A close up of the original Ruger No. 1 checkering pattern.
So my friend bought the .22 250 (as I mentioned above) but on our first trip to the range his .22 250 was a disappointment. It shot way to the right at 50 yards, even with the scope’s adjustment all the way to the left. It was a frustrating day for him. My buddy removed the scope rings and found that one of them had been bubba’d (the victim of incompetent gunsmithing). It had been crudely filed in an apparent attempt to get the rifle on target. Bubba (the guy who did the work) didn’t understand what he was doing (or how Ruger’s ring design worked) because the material he had removed didn’t shift the scope alignment with the bore (if ignorance is bliss, Bubba was indeed a happy guy). My friend bought a new set of Ruger scope rings and remounted the scope. It made no difference; the rifle still shot far to the right. I was starting to understand why the rifle looked like new. Whoever owned it before encountered the rifle’s bias to the right, couldn’t fix it, and gave up on it.
Resized, polished, and trimmed .22-250 brass waiting for powder and bullets. This is a great cartridge.
At that point, my friend lost interest in the rifle, too, and I picked it up from him. It made for an interesting project. I put a different scope on the rifle (a Leupold I had used on other rifles), but the problem was not the scope. The rifle still shot way to the right.
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In the past when I had encountered this problem, it had always been due to poor forearm bedding. I closely examined the Ruger and determined that the rear of the forearm had clearance between the forearm and the receiver on the right side, but it was contacting the receiver on the left side. That would push the barrel to the right, and it could cause the strong rightward bias this rifle exhibited. You’d be surprised; it doesn’t take much pressure on a rifle barrel to push the point of impact significantly off center. I removed the forearm, delicately sanded it at the rear to have the same forearm-to-receiver clearance on both sides, and remounted it. At the next range session, I saw that my efforts had no impact. The rifle still printed far to the right and the group size was running 2 ½ to 3 inches at 100 yards. It was terrible.
A closeup photo showing intimate contact between the rear of the forearm and the front of the receiver on the left side. On the right, there was clearance. This could have been the cause of the problem, but it wasn’t.
I next tried shimming the scope. Using thin metal shims, I angled the scope enough in its rings to get its range of adjustment on target. But I still had to have the scope cranked all the way to the left, and the rifle still grouped poorly. The scope shims were a Mickey Mouse, Bandaid approach. I knew this wasn’t the solution.
Sometimes when you can’t find the answer to a problem, the best thing to do is ignore it for a while. I put the rifle in the safe and forgot about it for a few weeks. Then one day when I was driving back from one of our adventures, my mind drifted back to the Ruger. The Ruger No. 1 has a very slick quarter rib at the top rear of the barrel. The scope rings attach to it, and the scope mounts in those rings. I wondered: What if that rib was mounted at an angle to the barrel’s bore? The solution, I thought, might be a new quarter rib.
I called Ruger’s customer service (a marvelously responsive organization) and told them about my problem and that I thought I needed a new quarter rib. A few days later, I had one. At that point, things became even more interesting. The older Ruger No. 1 rifles (including my .22 250) had quarter ribs that mounted with two Allen-head screws, and the barrel had a pin that fit into a hole in the quarter rib. The quarter rib Ruger had just sent to me had two holes for the mounting screws, but no hole for the pin on the barrel. I thought about that and it made sense; the barrel pin was a belt-and-suspenders feature and it was unnecessary. Ruger made the right engineering decision to eliminate it. I thought I could just drill a hole in the new quarter rib or I could pull the pin from the barrel. I would soon learn that neither one of these solutions was going to happen.
My first step was to remove the Ruger’s quarter rib. That’s when the fun began. As I mentioned earlier, the quarter rib is secured to the barrel with two Allenhead screws. The problem I immediately ran into was that the Allen socket is very small, and those screws were originally installed with a lot of torque. I put a small Allen wrench on each screw and both wouldn’t budge. I had an Allen socket head and a ratchet that would give me more leverage, but the screws were so secure I was afraid I would round out their Allen sockets trying to remove them. I was getting nowhere with the little Allen wrench. In for a penny, in for a pound, I thought. I mounted the Allen socket on my ratchet and, with great trepidation, starting putting more torque on each screw. It worked. Both screws came out with their Allen heads intact. They hadn’t been Loctited; they were just torqued by a madman (or a madwomen), or more likely, somebody at Ruger with a power tool.
The Ruger No. 1 scope mounting system.
Okay, the screws were out, so I thought I could now remove the quarter rib. “Thought” is the operative word in that sentence. That quarter rib wasn’t going anywhere. It was wedged onto the barrel like it was welded. There is a small gap between the bottom of the quarter rib and the top of the barrel (you can see it in the photo above), but I didn’t want to stick a screwdriver in there to pry the quarter rib off. It would have scarred the barrel or the quarter rib or both. I needed something softer that wouldn’t mar the barrel or the quarter rib.
If you’re like me, you save old toothbrushes and use them when cleaning your guns. I thought I could use one of mine. Its plastic handle wouldn’t damage anything. The toothbrush handle was too thick to fit in the gap, so I filed it down to create a wedge. That got the handle in between the quarter rib and the barrel, but the quarter rib wasn’t going anyplace. I worked on it for 20 minutes until I broke the toothbrush handle in two. So I filed down another toothbrush handle. Three modified toothbrushes and an hour later, the Ruger’s quarter rib came off.
My initial thought was that what had made the rib so hard to remove was that its rear was interfering with the front of the receiver. That was sort of the issue, but it wasn’t induced by the quarter rib’s length or the receiver’s dimensions. I looked closely at the quarter rib and then I was really surprised. The hole for the barrel pin was off center. By a lot. Wow, I thought. That would certainly push the barrel to one side. It was what had been causing the rifle to shoot way to the right. It was a subtle anomaly. Who would have thought this had been the problem?
Whoa…something slipped while this part was being machined!
I was surprised that Ruger was able to assemble the rifle, but then I remembered what I had thought about earlier. Ruger probably used a powered screwdriver when installing the quarter rib’s Allen screws, and the technician who assembled the rifle probably did not notice the increased torque required to install the screws. The conversion of screw torque to linear force is extreme; I once participated in a fatality investigation where an operator sheared a munitions safety pin screwing on a submunition parachute without realizing what he had done (and the device detonated). But I digress; back to the Ruger story.
Older Ruger No. 1 rifles used a guide pin on the barrel. This was an unnecessary feature and it was later eliminated.
I examined the barrel pin (the pin that fit into the barrel to help locate the quarter rib). It was a press fit in the barrel, and it was obvious it wasn’t going any place. I thought about trying to pull it out with a pair of visegrips, but again, I didn’t want to bubba up this beautiful rifle. That meant I wasn’t going to use the new quarter rib Ruger had sent to me. When I tried to put the old quarter rib back on the barrel, the misalignment between the barrel rib hole and the screw holes was obvious. After thinking about this a bit (and realizing the barrel pin was unnecessary), I concluded that the best fix would be to simply enlarge the offset rib hole so that it allowed clearance between the barrel pin and the quarter rib hole.
I took a small circular file to the quarter rib hole and got nowhere fast. The quarter rib had been hardened to about two million on the Rockwell C scale. To enlarge the hole, I would have to grind it. I mounted a small rotary stone on my Dremel tool and went to work like a demented dentist. It took a while, but I finally enlarged the hole enough so that the quarter rib and its mounting screws could be installed and removed from the barrel easily. I used cold blue to blue the quarter rib’s hole inside diameter (where I had removed material), remounted the quarter rib, reinstalled the Ruger scope rings, remounted the scope, and headed to the West End Gun Club.
Three-shot groups at 100 yards. This is a very accurate rifle.
The trip to the range was extremely satisfying. The rifle’s extreme right bias completely disappeared, and after a few adjustment shots, the holes on the target were in the black. More surprisingly, the Ruger’s groups shrank dramatically. The No. 1 had been a 2 ½ to 3 minute of angle shooter before I corrected the quarter rib mounting issue; now it was a sub-MOA rifle. Life was (and still is) good. I love my Ruger No. 1 rifles, and I especially love this .22 250. I have two other Rugers chambered in .22 250. One is an unfired 200th year No. 1 with even better walnut (see below). The other is a tang safety Model 77 with the heavy varmint barrel (also see below). I could be talked into selling these two rifles, but not the .22 250 featured in this blog. I’m keeping that one for the duration.
My other .22 250 No. 1. It’s unfired. Nice wood, wouldn’t you say?A Model 77V tang safety. It’s a pre-warning, heavy barreled .22 250 that is extremely accurate.
It’s been a little while since we posted a phavorite photo (thanks for the series suggestion, Peter), so I thought we were due. Usually the pics in our Phavorite Photo series are pics I took, but I can’t take credit for the photo you see above. Susie was with me when we visited Zongshen to negotiate CSC’s first RX3 order, and during those meetings, Zongshen asked about sending Chinese folks over to ride with us in the United States. The idea was Zongshen would provide the motorcycles and pay all expenses for a dozen or so riders if we would plan and lead the ride. During our meeting, good buddy Thomas Fan asked if I had any destination suggestions (Fan is Zonghsen’s marketing director; in the photo above he’s the first guy seated on my left). Boy, did I ever. I had a bunch of photos on my laptop from my rides to US National Parks, Baja, and more. I pulled up the photos, told tall tales about each, and our Chinese hosts were mesmerized. Sue had the presence of mind to grab my Nikon and snap the photo you see above. It became an immediate favorite.
Zongshen came through on their promise, and we had a hell of an adventure. We rode from southern California to Sturgis, cut across the country headed west to the Pacific Coast, and then followed the coast back down to So Cal. It was a 5,000-mile ride we dubbed the Western America Adventure Ride. Folks in the US who had purchased RX3 motorcycles joined us on portions of the ride. It was where I first met Joe Gresh (Motorcyclist magazine sent Joe and he wrote a wonderful story). The Western America Adventure Ride was a key part of our CSC marketing strategy and it worked. You can read all about in 5000 Miles At 8000 RPM. Buy the book; don’t wait for the movie.
About those destinations: What Fan didn’t know when he asked if I had any suggestions was that I write the “Destinations” column for Motorcycle Classics magazine. We did a book on that, too. You should buy a copy. If you buy a thousand copies, I’ll ride my Royal Enfield to your place and sign every one of them.
Earlier Phavorite Photos? You bet! Click on each to get their story.
This Wayback Machine post goes back to a blog I wrote for CSC Motorcycles in December 2014. The nine years between then and now has been quite a blur. A bit of background…CSC was transitioning from production of its Mustang replica bikes to importing the about-to-be-released Zongshen RX3. Susie and I went to Chongqing to help finalize the deal, and this was a blog I wrote while I was in that city.
I guess I’ll start by telling you that riding my CSC-150 Baja Blaster, Steve Seidner’s resurrection of the venerable vintage Mustang, has been good practice for me and this visit to Chongqing. When you ride a CSC motorcycle, you collect stares wherever you go (we call it the rock star syndrome, and we even had a CSC custom in the early days we named the Rock Star). The photo at the top of this blog is Steve’s personal CSC-150, the Sarge, and it draws stares wherever it goes. That’s sure been the situation with Susie and me here in Chongqing. Susie and I are the only non-Chinese folks everywhere we’ve been, starting with our getting on the airplane in Beijing, and people are naturally curious. It’s like riding the CSC…we’re drawing the stares. Like the title of this blog says, we’re well off the tourist trail on this trip.
The view from our 21st floor hotel room…it stays misty in this mystical city!
After a great breakfast this morning (see the blog below), we asked about the things to see and do in Chongqing, and our sights this morning settled firmly on a cable car ride across the Yangtze River. We started by grabbing a cab…
I hope this guy knows where we want to go, I thought to myself as we got in his cab…
It’s strange…the cabbie spoke no English, so the guy at the hotel had to explain what we wanted. Then he gave us a card so that when wanted to return, we could show it to the next cab driver. Another sign of not being in Kansas anymore.
You know what to do: Please click on the popup ads!
It’s a bit on the cold side over here, but riders ride and the Chinese are no exception to that rule. These folks use their motorcycles as transportation, as trucks, as cabs, and more.
This guy would make a good KLR rider…looks like this bike gets washed about as often as my KLR!
If you take a close look at the photo above, you’ll notice something that’s pretty common here in Chongqing…a set of handwarmers. These are no-fooling-around, guaranteed-to-keep-your-paws-toasty, sure-fire handwarmers, folks! They go way beyond the heated grips that BMW brags about (and that we’ll be offering as options on the Cyclone, by the way). I’ll show you a few more motorcycle photos; be sure to check out the handwarmers on many of these bikes.
Here’s another shot…a Chinese scooter equipped with what has to be the ultimate luggage rack…
The world’s ultimate luggage rack?
The Yangtze River cable car ride was awesome. It’s about 4,000 feet across the river, and we were packed into that little box like sardines. Going up to the cable car in the elevator gave a hint of what was to come…we were squeezed in with folks I’ve never met before, and I was already more intimate with them than I had been on most of my high school dates. I guess that’s just a natural consequence of being in a city with 34 million inhabitants.
A scene vaguely reminiscent of a James Bond movie…that’s downtown Chongqing in the mist
In the photo above, just to the right of us is where the Yangtze and the Jialing rivers meet. It’s the downtown area that you’ll see in the following photos. 34 million people live here. I’m pretty sure we met about half of them this morning.
First, a photo of a Chinese postal service motorcycle. They paint their postal service vehicles green. Zongshen is a big supplier of motorcycles to the Chinese postal service. Check out the handwarmers on this rig!
A postal service motorcycle in downtown Chongqing…check out the handwarmers and the parcels
Here’s another bike we spotted while walking downtown.
Live to ride…ride to live…and loud pipes save lives.
There were a lot of people out and about. There were so many people on the sidewalks we were starting to get a little claustrophobic. It’s way worse than New York City. You won’t get a sense of that in the photos that follow, mostly because I waited until there were brief instances when the crowds parted to give me a less-obstructed photo.
Fresh fruit delivered the old-fashioned way.Another fruit transporter.
I grabbed a few more scenes on our walk downtown.
This fellow was making and selling necklace pendants from animal teeth…those are skulls on the ground in front.
Sidewalk art.Colors abound in downtown Chongqing.
Here’s a cool shot of a youngster who wasn’t too sure about this old guy in an Indiana Jones hat taking his photograph…they don’t see too many people like Susie and me in this neighborhood.
Why is this guy taking my picture?
And of course, the food vendors. We did a lot of walking and bumping into people (literally; the sidewalks were jam packed…it was wall-to-wall humanity). It made me a little hungry. Check out the food photos.
Feeling hungry?
Top Ramen?I’ll bet it tastes good.
Oranges being delivered the hard way.
Chongqing used to be known in the West as Chun King. The way the Chinese pronounce it, it almost sounds like Chun King. When I was a kid, my Mom used to buy Chinese noodles and the name of the company on the can was Chun King. Little did I know that it was a real place and one day more than a half century later I’d be visiting it!
People…lots of people…and motorcycles…lots of motorcycles!
Another Chinese rider in downtown Chongqing.
Just another photo or two, folks. The Chinese use these three-wheel vehicles that I guess are cars, but they are based on a tricycle design. I had not encountered this particular model before, so I grabbed a photo…
A three-wheeler…it’s a cool concept!
I looked inside of one of the three wheelers and it actually looked pretty nice in there. They are used as taxis. Maybe we’ll grab a ride in one before we leave Chongqing.
I told Susie that I was getting a bit tired (we’re still fighting the time change). I think I said I wanted to stop monkeying around and head back to the hotel. That’s when she pointed this scene out to me…
Monkeying around in downtown Chongqing…
I think that’s probably enough for now. Tomorrow’s the first day of this visit with the good folks from Zongshen. I’ve been following all the stuff on the forums and in your emails to me, and I’ll address many of the things you’ve written about. I won’t be able to post all of it here, but keep an eye on the blog and maybe I’ll get a photo or two of the factory. I’m pumped, and I’m looking forward to our discussions tomorrow.
That was quite a visit. I’d been to Chongqing once before, but that was an in-and-out trip, and on the visit described above, Sue and I poked around the city a bit. I loved it. It was one of the most beautiful and exotic places I’d ever been. It was fun because we were in a place most Americans don’t get to visit, I made great friends in China, and it was cool being in on the ground floor of the effort to bring the RX3 to America. I know there are a lot of people out there who hate China and who think anything that comes from China is of low quality. I’m not one of those people and I make no apologies for it.
The RX3 was a watershed motorcycle. It was the only small displacement adventure touring bike in America until BMW, Kawasaki, and others tried copying the RX3. The RX3 was still the better motorcycle, and I had a lot of fun on mine.
If you’d like to know more about the RX3 and CSC Motorcycles bringing the bike to the US, pick up a copy of 5000 Miles at 8000 RPM. I’ve been told it’s a good read.
One of the best things that’s happened to me is the MacManus Award, which I received in 1973 (50 years ago this year). Captain Colin D. MacManus was a Rutgers graduate who was killed in action in Vietnam in 1967. His memory lives on with this award, and CPT MacManus continues to inspire young Army officers.
US Army Captain Colin D. MacManus, Rutgers University ’63.
Each year the MacManus family presented a Colt 1911 to the graduating Rutgers ROTC cadet who held Captain MacManus’ position in the Corps of Cadets, and in 1973 that cadet was me. It was quite an honor. We’ve kept the tradition alive, and I’m happy to report that another graduating cadet has been selected and will receive his Colt 1911 this year.
I still have and I still shoot my MacManus 1911, and 50 years after I received it, I can still hit the target. I had my MacManus 1911 out just last week.
The groups have grown just a bit over the last half century, but I can still do well with my MacManus 1911.
We’ve reported annually on the MacManus award, and if you’d like to read the earlier posts, here they are:
If you reload, you know that one of the toughest things to find over the last two or three years has been primers. I was one of the lucky guys…I laid in a stock of primers and I came through the shortage in fairly good shape. Primers are available again, but good Lord, the prices are obscene.
Before the pandemic, primers typically cost about $35 per thousand. That seemed to generally be in line with the last few decades of inflation (when I started reloading about 50 years ago, a brick of 1000 primers cost about $7). Then the pandemic came along, and BAM!, primers are now selling for $80 to $125 per thousand. As a former manufacturing guy, I can tell you that is outright gouging by the manufacturers and distributors. There’s nothing that changed in the materials that go into primers or their manufacturing processes that could possibly justify the 300% to 400% price increase. The manufacturers and distributors are gouging their customers.
The price increase has attracted at least one new player to the US market (the Argentinean firm Aventuras). But even those are $79.95 to $95 per thousand. The manufacturers, distributors, and resellers know that we’re willing to pay those prices so that we can continue to reload, but it’s an outrage. My message to the primer supply chain is simple:
Shame on you.
Want to know how primers are used in the reloading process? Check out our series on reloading .45 ACP ammunition.
Great things continue to emerge from CSC Motorcycles, my alma mater and your favorite motorcycle company. CSC is now importing the new Zongshen 650cc Cyclone, the RX6. It’s a logical step up. The first CSC adventure touring motorcycle was the RX3, and I had a ton of fun on it. You know the story…when CSC first planned to bring that motorcycle to America, I wrote a blog about it and we sold the first one within a few seconds of the blog being published (it went to a buyer in Alaska). The sales poured in, and literally within days of the RX3 motorcycles arriving in America, we led a tour of 15 CSC riders on a 2000-mile ride through Baja. It was awesome, and it was pretty gutsy…taking 15 Chinese motorcycles on a ride like that.
It was onward and upward after that…a 5000-mile ride through the western US with a dozen guests from China and Colombia, a 6000-mile ride across China with Joe Gresh, a circumnavigation of the Andes Mountains in Colombia, and many more Baja rides. Then came the CSC TT 250, the San Gabriel, the RX4 450cc, the 400cc twins, the electric City Slicker, and the RX1E electric ADV motorcycle.
You’ve probably heard the rumors of the Zongshen/Norton alliance and their skunkworks 650cc twin, and I’m here to tell you the 650cc RX6 is a reality. I rode the first one in America in the San Gabriel Mountains above CSC’s facilities, and it’s awesome. And like all of the bikes listed above, CSC is bringing it here.
There are a lot of features on the new RX6 (I’ll list the specifications and some of the features at the bottom of this blog). What grabbed my attention immediately when I saw the new CSC were the fit and finish, the color, the dash, and just the overall aura of excellence. The RX6 is a world class motorcycle. One of the coolest things is the dash. Check this out:
The RX6 is a full-sized motorcycle, but it’s not overwhelming. If I had one I’d probably name it Goldilocks. It’s not too big and it’s not too small. It’s just right.
Another cool feature is the wireless key. It’s like the electronic key on most new cars. It has a key feature (you know, so you can insert it in any of the various locks on the RX6, like the fuel filler cap), but as long as you have it on you, you can start the RX6 just by hitting the starter button. You don’t have to put the key in the ignition.
The brakes felt good on my ride in the mountains. There are large dual disk brakes up front, a single disk in the rear, and anti-skid braking front and rear.
The RX6 sounds like a motorcycle ought to. It has a decisive exhaust note, and it sounded good reverberating off the San Gabriels. It’s fast, too, with noticeably more power than an RX3 or an RX4 throughout the rev range. I didn’t push it too hard (it was CSC’s first sample in the US), but the power was definitely there. Zongshen is claiming a 112 mph top end; I think that is realistic and probably a bit of an underestimate. The one I rode was literally brand new and I was in the mountains, so I didn’t try a top end run.
Zongshen is emphasizing the Cyclone family name (the RX3 is actually a Cyclone, too, but at CSC we made the decision to refer to it as the RX3). The badging on the motorcycle’s side panels says SR650 (presumably, the SR stands for Sports Road), so we’ll have to see how the bike is named when it goes on sale, and Steve tells me that will be soon. The motorcycle will carry a retail price of $7195, and as CSC always does, they are offering an introductory “Don’t Miss The Boat” price of $6695. It’s a certainty that price won’t last long, so…you know…don’t miss the boat. More info will be available on the CSC website.
Fuel capacity: 5.5 gallons (21 liters), locking gas cap
Estimated fuel economy: 48 MPG
Curb weight: 540 lb (245kg)d
Top speed: 112 mph (180 kph)
Max load, rider and luggage: 396 pounds (180kg)
Instrumentation: Cyclone 7-inch, full-color TFT dash, with digital speedometer, tachometer, odometer, tripmeter, fuel gauge, gear indicator, neutral light, temperature gauge, clock, turn signal and high beam indicators; Bluetooth linking to rider’s phone
A Tale of Two .22s (a CZ Model 452 and a Remington Model 504)
