Joe Berk

The 2023 MacManus Award

By Joe Berk

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:

The Colin D. MacManus Award
The 2020 MacManus Award
The 2021 MacManus Award

Keeping this tradition alive is a good thing. I’m proud of these young folks.

If you are a 1911 enthusiast, we have a lot more good info on 1911 handguns and loads on our Tales of the Gun page.

The Great Pandemic Primer Ripoff

By Joe Berk

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.

More gun and reloading info is here.

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CSC’s RX6

By Joe Berk

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.

CSC 2023 RX6 Specifications

- - Engine type: SR650, 650cc parallel twin, 4-stroke, water cooled, DOHC, 8-valve, Delphi Electronic fuel injection, ECU ignition
  - Bore/stroke: 82mm x 61.5mm
  - Compression ratio: 11.5:1
  - Horsepower: 70 hp at 8500 rpm
  - Torque: 62 Nm at 7000 rpm
  - Transmission: 6-speed
  - Clutch: FCC slipper-type
  - Wheelbase: 57.1 inches (1450mm)
  - Front suspension: 41mm inverted telescopic fork, 130mm travel
  - Rear suspension: KYB preload-adjustable mono-shock, 51mm travel, 142mm rear wheel travel
  - Front brake: Nissin 2-piston caliper, dual 320mm front discs, 5mm thick, Bosch ABS
  - Rear brake: 2-piston caliper, 260mm rotor, thickness: 5mm thick, Bosch ABS
  - Front wheel/ tire: Pirelli 120/70-R17 cast aluminum wheel, tubeless
  - Rear wheel/tire: Pirelli 160/60-R17 cast aluminum wheel, tubeless
  - Overall length: 86.4 inches (2195mm)
  - Overall width: 32.3 inches (820mm)
  - Overall height: 54.9 inches (1395mm)
  - Seat height: 32.3 inches (820mm)
  - Ground clearance: 6.5 inches (160mm)
  - 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
  - Electronic tire-pressure monitoring system
  - Lighting: full LED lights and turn signals
  - 12-volt and USB charging outlets on dash
  - 300-watt alternator
  - Automotive-type waterproof connectors under seat
  - Tapered aluminum handlebars with bar-end weights
  - Standard engine guards, adjustable electronic windshield, vibration-damping foot pegs, dual curvature rear view mirrors
  - Front and Rear built in recorder and cameras
  - 5,000-mile valve adjustment intervals
  - Easy maintenance supported by a service manual and CSC online tutorials
  - Options: CSC touring luggage packages, accessory driving lights, heated handgrips, and more

A Cup of Joe?

By Joe Berk

So where did the phrase “a cup of Joe” originate? For the book, that’s easy. Good buddy Marcus won the naming contest a few weeks ago with his suggested A Cup O’ Joes, which was the first suggestion to arrive in our Comments section and my immediate favorite. Yeah, that’s the commercial, and yeah, if you haven’t bought a copy already, please do so. But from where did the term “a cup of Joe” actually emanate?

There’s no conclusive answer, but like many things, there are lots of opinions (making it a near perfect topic for Internet musing, I suppose). Here are a few I found.

The Navy Angle

One hypothesis holds that “a cup of Joe” is based on a US Navy booze ban. Secretary of the Navy Josephus “Joe” Daniels prohibited alcohol on ships in 1914. After that edict, the strongest thing a sailor could drink on board a US Navy vessel was coffee. Angry sailors coined “a cup of Joe” to describe their coffee as a result.

The Big Jamoke?

Language historians think “a cup of Joe” didn’t enter the English language until around 1930. Linguists think the term came from an adaptation of the invented word “jamoke,” which was a combination of java and mocha. “Jamoke” may have become “Joe.” Eh, that seems a bit farfetched to me, but the term “jamoke” sounds kind of cool to me. I like it.

An Average Joe

A third hypothesis is that the word “Joe” means something common. You know, like “the average Joe” (understandably, not one of my favorite expressions). Because coffee is such a common man’s drink (a common woman’s drink, too, based on the long line of women I always see at any Starbuck’s ordering obscene $8 coffee-based concoctions), the expression “a cup of Joe” emerged. I don’t put much stock in this one, either.

So what’s the answer?

Beats me. Maybe good buddy and coffee empresario Ren of Batdorf & Bronson Coffee can weigh in with his opinion. Or maybe one of our other readers knows. Let’s hear what you think.

My take on all the above? “A cup of Joe” just seems to fit. I am not the sharpest matzo in the box when I wake up in the morning, and I need my coffee to sharpen my thinking. “A cup of Joe” is an expression that fits perfectly for me. I’m enjoying mine now.

Oh, one more thing…don’t forget to buy your own copy of A Cup O’ Joes! And don’t forget to click on the popup ads.

The Wayback Machine: Zongshen, Chongqing, and Tempus Fugit

By Joe Berk

Time flies when you’re having fun. It’s hard to believe it’s been a dozen years since I first visited Zongshen for CSC Motorcycles, and when I did, the RX3 wasn’t even a thought. I went to Zongshen looking for a 250cc engine for CSC’s Mustang replica (the photo above shows CSC’s Mustang and an original 1954 Mustang Pony). CSC’s Mustang replica had a 150cc engine and some folks said they wanted a 250, so we went hunting for a 250cc engine.

The quest for a 250 took me to a little town called Chongqing (little as in population: 34,000,000). I spent a day with the Zongers and, well, you know the rest. This is the email I sent to Steve Seidner, the CSC CEO and the guy who had the foresight to dispatch me to Chongqing. I was energized after my visit that day, and I wrote the email you see below that night. It was a dozen years ago. Hard to believe.

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17 Dec 2011

Steve:

Just got back from the Zongshen meetings in Chongqing. This letter is a summary of how it went.

Our host and a driver picked us up in a Mercedes mini-van in the morning at the hotel. It was about a 1-hour drive to the Zongshen campus. Chongqing is a massive and scenic city (it just seems to go on forever). Imagine mid-town Manhattan massively larger with taller and more modern buildings, built in a lush green mountain range, and you’ll have an idea of what the city is like. We took a circular freeway at the edge of town, and the views were beyond stunning. It was an overcast day, and every time we came around a mountain we had another view of the city in the mist. It was like something in a dream. Chongqing is the Chinese name for the city. We in the US used to call it Chun King (like the noodle company). We drove for an hour on a freeway (at about 60 mph the whole time) to get to the Zongshen campus, and we were still in the city. I’ve never seen anything like it. The city is awesome. I could spend 6 months here just photographing the place.

The Zongshen facilities are huge and completely modern. The enterprise is on a landscaped campus (all fenced off from the public) in the city’s downtown area. We were ushered into their office building complex, which is about as modern and clean as anything I have ever seen. You can probably tell from this email that I was impressed.

Let me emphasize this again: The Zongshen campus is huge. My guess is that they have something in excess of 1.5 million square feet of manufacturing space.

Here are some shots of some of their buildings from the outside…they have several buildings like this. These first two show one of their machining facilities.

There were several buildings like the ones above on the Zongshen campus. It was overwhelming. This is a big company. The people who work there live on the Zongshen campus (Zongshen provides apartments for these folks). They work a 5-day, 8-hour-per-day week. It looked like a pretty nice life. Zongshen employs about 2,000 people.

Here’s a shot showing a portion of the Zongshen office building. Very modern, and very nicely decorated inside.

Zongshen is the name of the man who started the business. The company is about 20 years old. Mr. Zongshen is still actively engaged running the business (notice that he is not wearing a beret). I had the Chinese characters translated and what he is saying is “I want Joe to write our blog.”

Zongshen has a few motorcycles and scooters that have received EC (European Community) certification. They do not have any motorcycles that have received US EPA or CARB certification. They do have scooters, though, approved in the US. They have two models that have EPA and CARB certification. I explained that we might be interested in these as possible powerplants for future CSC motorcycles.

I asked to see the factory, and they took us on a factory tour. In a word, their production operation is awesome. The next several photographs show the inside of their engine assembly building (they had several buildings this size; these photos show the inside of just one). It was modern, clean, and the assembly work appears to be both automated and manual (depending on the operation). Note that we were in the factory on a Saturday, so no work was occurring. I was thinking the entire time what fun it must be to run this kind of a facility. Take a look.

Zongshen has onsite die casting capabilities, so they can make covers with a CSC logo if we want them to. Having this capability onsite is a good thing; most US manufacturers subcontract their die casting work and I can tell you that in the factories I have managed, getting these parts on time in a condition where they meet the drawing requirements was always a problem in the US. Doing this work in house like Zongshen is doing is a strong plus. They have direct control over a critical part of the process.

In addition to all the motorcycle work, Zongshen makes power equipment (like Honda does). I grabbed this shot as we were driving by their power equipment factory.

Here are some photographs of engines in work. Zongshen makes something north of 4,000 engines every day.

Yep, 4,000+ engines. Every day.

The engines above are going into their automated engine test room. They had about 100 automated test stations in there.

Zongshen makes engines for their own motorcycles as well as for other manufacturers. They make parts for many other motorcycle manufacturers, including Harley. They make complete scooters for several manufacturers, including Vespa.

These are 500cc, water-cooled Zongshen ATV engines….

Zongshen can make engines in nearly any color a manufacturer wants. When we walked by this display I asked what it was, and they told me it showed the different colors they could powder coat an engine.

Quality appears to be very, very high. They have the right visual metrics in place to monitor production status and to identify quality standards. The photo below shows one set of their visual standards. These are the defects to avoid in just one area of the operation.

This idea of using visual standards is a good one. I don’t see it very often in factories in the US. It’s a sign of an advanced manufacturing operation. And here’s one set of their production status boards and assembly instructions…boards like this were everywhere.

The photo below shows their engine shipping area.

Here’s a humorous sign in the Zongshen men’s room…be happy in your work, don’t take too long, and don’t forget to flush.

As I said before, this entire operation was immaculate. Again, it’s a sign of a well-run and high quality plant.

We then briefly ducked into the machine shop. It was dark so I didn’t grab any photos. What I noticed is that they use statistical process control in manufacturing their machined parts, which is another sign of an advanced quality management approach.

I also have (but did not include here in this email) photos of their engine testing area. They test all engines (a 100% test program), and the test approach is automated. I was impressed. Zongshen’s quality will be as good or better than any engine made anywhere in the world, and we should have no reservations about using the 250cc engine in our CSC motorcycles. These guys have it wired.

My host then took us next to a factory showroom at the edge of the Zongshen campus. Here are a few photos from that area.

Check this one out…it’s a 125, and it looked to me to be a really nice bike.

Now check out the price on the above motorcycle. This is the all inclusive, “out-the-door-in-Chongqing,” includes-all-fees price.

Yep, that’s 8980 RMB (or Yuan), and that converts to (get this) a whopping $1470 US dollars. I want one.

The Chinese postal service uses Zongshen motorcycles….as do Chinese Police departments, and a lot of restaurants and other commercial interests. These green bikes are for the Chinese Post Office, and the red ones are for commercial delivery services.

Another shot from their showroom.

Zongshen also has a GP racing program, and they had their GP bikes on display with photos in the factory and the actual bikes in an office display area. Cool.

And finally one last photo, Steve, of Indiana Jones having a blast in Chongqing.

The bottom line, Boss, is that I recommend buying the 250 engine from these folks. Their factory is awesome and they know what they are doing. I write books about this stuff and I can tell you that this plant is as well managed as any I have ever seen.

I’ll be in the air headed home in a few more days. This trip has been a good one.

That’s it for now. I will send an email to the Zongshen team later today confirming what we want from them and I will keep you posted on any developments. Thank you for the opportunity to make this visit.

Joe

So there you have it. What followed was CSC becoming Zongshen’s North American importer, the RX3, the RX4, the TT 250, the San Gabriel line, the electric motorcycles, the Baja RX3 runs, the Andes Mountains adventure ride, the 5000-mile Western America Adventure Ride, the ride across China, the Destinations Deal ride, and more. Lots more. The first big ride with Zongshen was the Western America Adventure Ride, and in a few more days, we’ll post the story about how that came about. We were excited about hooking up with Zongshen; the Chinese were excited about riding through the American West. And ever since then, it has been one hell of a ride.

Stay tuned.

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Shield Savvy

By Joe Berk

I promised an update on my Smith and Wesson 9mm Shield, and this is it. I’ve put 2,500+ rounds through the Shield (all reloads with different bullets and powders). Until I recently took my Shield to good buddy TJ, I was growing increasingly dissatisfied with the pistol’s frequent failures to extract, and I wasn’t alone. If you Google “failure to extract” and “Smith and Wesson Shield” you’ll find a lot of people are having this issue. My problem is in the rearview mirror, though, and my Shield is 100% reliable now. That’s because of TJ. I’ll get to that in a minute.

That target above? It’s 50 rounds at 30 feet through my Shield, shooting offhand. If you’re a reloader, here are the load specifics:

- - Jim Gardner 125 grain powder coated roundnose bullets (Jim sized these to 0.356 inch, which is his standard bullet).
  - Cartridge overall length 1.145 inches.
  - 5.4 grains of Accurate No. 5 propellant.
  - Lee factory taper crimp (light crimp; see below).
  - Ammo loaded on Lee Classic 4-Turret press.
  - Mixed brass.

Ordinarily, I tailor a load to the handgun, and I thought I would be able to do that relatively easily with the Shield. I found that not to be the case. The Shield seemed accurate enough with nearly every load I tried, but nearly all had reliability issues. On the low end, the lighter loads didn’t have enough energy to cycle the action (a common enough problem on compact semi-autos). Light, mid range, and hot loads all gave the Shield extraction issues. The Shield experienced a failure to extract about every other magazine. It was very frustrating. I scoured the Internet forums for this issue and the opinions were all over the map. Here’s a smattering of the drivel I found:

- - Don’t use Winchester ammo because the rims are smaller (I measured them; that was baloney).
  - Don’t use cast bullets because they hang up (I knew that was baloney).
  - Don’t shoot aluminum ammo (which I never do, anyway).
  - Don’t shoot 115-grain bullets.
  - Don’t shoot 125-grain bullets.
  - Don’t shoot 147-grain bullets.
  - Clean your gun after every round (seriously?).
  - Don’t limp wrist your gun (again, seriously?).
  - Don’t do this, don’t do that, don’t do this other thing…
  - Do this, do that, do this other thing…

It was all written by people who apparently love the sound of their keyboards clacking. None of it was useful information. I felt stupid for wasting my time reading it.

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What I found was that the extraction problem occurred more with powder coated bullets than either plated or jacketed bullets. Other than that, there wasn’t a lot of correlation between any of the load variables I could play with and the gun’s failure to extract propensity. Then, during one range visit when I had a failure to extract, I fell back on my failure analysis background. I put the loaded gun down on the bench (being careful to keep it pointed downrange) and took a photo with my iPhone.

A cartridge case caught during extraction on the mouth of the case immediately below it.

Wow. How about that? It was apparent that the case being extracted was hanging up on the case mouth of the round still in the magazine, and it was a strong enough obstacle to pull the extractor off the rim. This brought up a lot of questions in my mind centered on the crimp and the bullet. The Gardner bullets have a slight ramped step just north of the crimp. And when I crimp a bullet for a semi-auto, I put a slight taper crimp on it with the Lee taper crimp die. I want enough of a crimp to remove the case mouth flare (part of the reloading process to assure the bullet will enter the case mouth without shaving lead or copper), and enough to assure the cartridge will chamber easily. Maybe I didn’t have enough crimp, I thought, and that was causing the case being extracted to hang up.

One of my reloaded 9mm rounds with a taper crimp and a Gardner powder-coated bullet.

I examined my ammo and I thought it looked good (actually, I thought it looked great; like most reloaders, I enjoy looking at my finished ammo). But, to make sure, I loaded another box with as much taper crimp as I could get out of the Lee die. Lee is right when they say their taper crimp die makes it impossible to deform a case: I put a very pronounced crimp on all the cartridges in the next box of ammo. But that wasn’t the answer, and it created a new problem. With a semi-auto like the 9mm or the .45 Auto, the cartridge headspaces on the case mouth. When I used a more pronounced crimp, I started getting misfires. The rounds were going too far into the chamber, and the firing pin wasn’t igniting the primers reliably. Nope, more crimp wasn’t the answer.

At this point, I was getting a little frustrated. All these problems aside, I wanted to like my Shield. I wanted to use it as my concealed carry weapon, so I needed the thing to be reliable. Faced with this issue, I knew it was time for what works every time: A visit to TJ’s Custom Gunworks.

TJ examined the Shield. He observed that the magazine positions the first cartridge in the magazine unusually high in the gun, and that was probably aggravating the failures to extract. But there’s not really anything you can do about that. It’s the gun’s design. It is what it is.

The Shield’s magazine sits relatively high.

A loaded round waiting to chamber when the Shield’s slide returns to battery.

TJ then took a look at the extractor. It was pretty dirty with combustion residue, but he felt it should work. TJ, honest as always, told me he could polish the ramp and the chamber (they come from the factory pretty rough), but he didn’t know if that would fix the failures to extract. I asked TJ to proceed.

A photo from TJ showing how dirty my extractor was. Even though it was funky (shame on me), TJ felt it would not have caused the extractor to slip off the case rim.

Here are a couple of photos of the chamber and the ramp as they come from the Smith and Wesson factory. The Shield always fed and chambered reliably; it was only the extraction that was an issue. TJ explained that if the chamber is rough, it can hang on to the fired case as it is being extracted. I’ve experienced that on other guns. The Shield’s chamber and its ramp looked about like I’d expect them to look on a mass-produced pistol, which is to say not very good. I asked TJ to work his magic on both the ramp and the chamber.

The Shield’s feed ramp and chamber as delivered from the factory. Rough, but not ready.

Another view of the factory Shield feed ramp. It looks like it might have been cut by hand with a dull chisel.

TJ did his usual excellent job, and here’s what things look like now.

What a good ramp looks like. Slick. Smooth. Shiny.

TJ told me he also put a slight undercut on the extractor to allow it to get a better grasp on the case rim.

The Shield’s extractor, as seen from the bottom. This is the piece that pulls the fired case out of the chamber. TJ undercut the area indicated by the arrow to give the extractor a better grip on the case.

I picked up my Shield a few days later and went to the range that afternoon. The Shield is now what it is supposed to be. You saw the target at the top of this blog. I fired 50 rounds without a single failure to extract and eject. The gun just feels a lot smoother and slicker now. My Gardner bullet and Accurate No. 5 load is perfect. And the recut extractor drops the cartridges in one nice small pile on the floor behind me. Wow. I’m impressed. Then, just to make sure (and because I was having so much fun) I fired another box of 50 rounds (again, with ammo loaded on the Lee Classic Turret press using the load at the top of this page).

Another target, another 50 rounds. Reliable as death and taxes, and accurate. Now, the Shield is as it should have been from the factory (thanks to TJ).

The Lee Classic Turret press does a magnificent job, and now, so does my Smith and Wesson Shield. It’s the way the pistol should have come from the factory.

It’s bothersome that most of my recent gun purchases have required additional work to get them to perform the way they should. In my former life as an aerospace manufacturing guy, I used to manage organizations with machine shops. I know it would cost a little more for the gun companies to do the kind of things TJ did to my Shield (and several other guns, for that matter). I wish the gun companies would do that; they ought to just hire TJ as a consultant (he knows what they need to do). The bottom line here? If you have a Smith and Wesson Shield and you want it to be what it is supposed to be, get in touch with TJ.

There are a lot of things I like about the Shield. Accuracy and illuminated sights are at the top of the list. You can get a feel for its accuracy from the targets shown here. None of this was bench rested; it was all shooting offhand on an indoor range with banging and clanging and brass flying all around me.

I found that after firing a a box of ammo, gunshot residue tends to occlude the sides, front, and rear of the front sight, and that causes the red to glow a lot less. But that’s a minor point. The Shield’s high visibility sights are great.

Holstered, the S&W Shield is about the same size as the Rock Island Compact 1911.

Another Shield-to-Compact-1911 comparison: The holstered Shield on top of the holstered 1911. Length and height are about the same.

The Shield is narrower than the 1911, and much lighter. It should be easier to carry concealed.

I bought a Bianchi leather holster for the Shield. It’s similar to the Bianchi I use with my Compact 1911. When I put the Shield in its holster I was surprised: It’s really not any smaller than my Compact 1911. It’s a bit narrower, but by the time both guns are holstered, the overall width is about the same. Where the Shield has a clear advantage, though, is weight. And even though the Shield with its polymer frame is much lighter than the Compact 1911, the recoil is quite a bit less than the .45. Now that the Shield has been made more reliable by TJ, it will make a good concealed carry gun. Incidentally, TJ worked his magic on my 1911, too. It’s one of the most reliable handguns I’ve ever owned.

Ten rounds from the Compact 1911, ten from the Model 60, and ten from the Shield. All are in the 10 ring, 28 of the 30 are in the X-ring.

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Wiley Coyote Fact Checked

Did you ever get the feeling someone is watching you?

The coyote you see above was on the other side of fence just outside my backyard early yesterday. Sue spotted him (or her?), so I grabbed the Nikon, mounted the 70-300 lens and took a photo through the window. Sue asked what it was doing, and then it spoke up.

“Is the Kindle edition of A Cup O’ Joes available yet?”

I speak Coyote (a mostly tonal language), and that was what it asked. Yes, I answered. It is. You can purchase it here.

Edit: A short while after posting the above, Facebook fact checked it. Here’s what they came back with:

The above is partly true. As claimed above, you can purchase the Kindle edition of A Cup O’ Joes here (or you can click on the screen capture pic above). The coyote you see in the featured photo above actually was behind Berk’s backyard fence yesterday, and Berk actually shot that photo. Berk does not, however, speak Coyote (that claim is false). And, the coyote in the above photo is not named Wiley (his real name is Deogi).

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A Cup O’ Joes is available now on Amazon. Every bathroom in every motorcycle shop and every motorcyclist’s home needs this book. They make great gifts. Check out the blurb:

Joe Gresh and Joe Berk bring you a collection of their favorite articles and stories from the ExhaustNotes.us website, Motorcycle Classics magazine, Rider magazine, Motorcyclist magazine, ADVMoto magazine, and other publications. Ride with the Joes in China, Colombia, Mexico, New Zealand, Canada, the former Soviet Union, and the United States. Read their opinions on motorcycles, accessories, and more. Humor, wit, insight, and great reading…this collection of motoliterature belongs in your library. Published in black and white.

You could wait for the movie, but the movie deal fell through. You know the story…I wanted Leonardo di Caprio to play me or Gresh, the studio countered with Danny DeVito, and things fell apart after that.

Seriously, though, you need this book. It will make you taller, skinnier, more attractive, and a faster rider. Trust us on this.

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A Cup O’ Joes

By Joe Berk

Marcus, good buddy…we owe ya, Dude!

A Cup O’ Joes: I loved that title the moment I saw it and I knew it would be the winner, and Gresh and I felt the same way even after all the other suggestions arrived. We thank you all for your ideas. Marcus, we especially thank you.

The book is just about done. Good buddy Jack Lewis wrote a killer Foreword, we just finished the front and rear cover (that’s what you see above), and we’re feeling good about this. We’re going to take one more swing through before we hit publish, and then you’ll be able to order A Cup O’ Joes directly from Amazon. The Kindle e-version will follow shortly thereafter.

Marcus, we’re going to send a signed copy to you. Give us a little while. I have to get a copy, sign it, USPS it to Gresh, he’ll sign it, and then it will be on its way to you. Thanks again.

A Cup O’ Joes. I love it.

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The Wayback Machine: Indiana Jones in Liqian

By Joe Berk

Yes, it really was like that. Somewhere along the Silk Road (the actual Silk Road) in China. I parked my RX3 when I saw the double rainbow, thinking someday I might use the shot in a blog about this adventure.

Almost 40 years ago, I saw my first Indiana Jones movie and it affected me profoundly. I started traveling the world stumbling upon lost empires. Things that have been swallowed by time, as they say. My motorcycle ride through Colombia had some of that. The Baja adventures have a bit of it, too. But none of the rides had more of an Indiana Jones flavor than did the ride across China. That ride was three years ago this month, and I still think about it every day. There were several things we saw in China that would have been right at home in an Indiana Jones movie. One was Liqian. I can best tell you about it with an excerpt from Riding China, the story of the ride with Joe Gresh across the Ancient Kingdom.

Gobi Gresh, aka Arjiu, stopping to smell the sunflowers in China.

The ride in the morning was just like yesterday. We rode the Silk Road at high speed, making great time in magnificent weather. I knew we were going to Wuwei (you could have a lot of fun with that name; it’s pronounced “woo wee”), but that was really all I knew about that day as we started out that morning. Boy, would this day ever be an interesting one!

It was to be a very full day, and Wuwei would be another one of those cities of several million people that seem to pop up in China every 50 to 100 miles. It was a huge city I had never heard of. China is an amazing place, and I was going to learn today it is more amazing than I could have imagined, and for a reason I would have never guessed. I’ve mentioned Indiana Jones movies a lot in this book. Today, we came upon something that could easily be…well, read on. This is going to be good.

After riding for a couple of hours, we left the freeway and entered a city called Yongchang. It seemed to be pretty much a regular Chinese city until we stopped. I needed to find a bathroom and Wong helped me. Wong is a big, imposing guy. He’s a corrections officer supervisor in Xi’an. He has a friendly look, but he can turn that off in a New York minute and become an extremely imposing figure. I saw him do that once on this trip, and I’ll tell you about that episode when we get to it.

Corrections Officer Supervisor Wong. He looks like a mischievous guy. This guy’s command presence was amazing. I saw him stop a car just by looking at it. Here, he’s enjoying the attention in Yongchang.

Anyway, I followed Wong through a couple of alleys and businesses until we came to an empty restaurant (it was mid-morning, and it had no customers). Wong spoke to the lady there, she nodded her head and smiled at me, and pointed to the bathroom. When I rejoined the guys back on the street, several women at a tailor shop (we had coincidentally stopped in front of a tailor shop) were fussing over Wong. He needed a button sewn on his jacket and it was obvious they were flirting with him. Wong seemed to be enjoying it. Like I said, Wong is a big guy, and I guess you could say he’s good looking. I think the women who were sewing his button on were thinking the same thing.

Beautiful young Chinese ladies. Mostly Chinese, anyway. The one on the left is entering my phone number in her contacts list.

Three teenage girls approached us and wanted to know about our bikes. Like many young Chinese, they spoke English (in China, you learn English as a second language in grade school; it is a strong advantage in Chinese society if you can speak English well). They wanted to practice with us. It was the routine stuff (“how are you?” “hello,” and things like that) until one of the teenaged girls looked directly at me and asked, “Can I have your phone number?” Gresh and I both had a good laugh over that. I actually gave her my phone number and she carefully entered it into her phone (and no, she hasn’t called me yet).

I was enjoying all of this immensely, taking photos of the girls, the seamstresses flirting with Wong, and the rest of China all around me. There was something different about one of those teenage girls. I couldn’t quite recognize what it was, but to me she definitely looked, well, different.

Yongchang statues. They don’t look as Chinese as you might think they should. There’s a reason for that.

It was at about that time that Sean approached me and said, “Dajiu, do you see those three statues over there?” He pointed to three tall statues that faced us, perhaps 300 yards away. I nodded yes. “If you look at their faces, you will see that they have Roman features.” Truth be told, I couldn’t really see it in the statues because they were too far away, but I grabbed a photo and later, on my computer, I could see something different. But before I looked at the photo, it all clicked for me. That’s what had my attention with that girl. We were literally in the middle of China and she didn’t look as Chinese as her two friends. She looked different.

All right, my friends, I need to go tangential here for a minute or two and share this story with you. Hang on, because this is real Indiana Jones stuff. No, scratch that. I’ve never seen an Indiana Jones movie with a story line this good (and I’ve seen all of them).

More than 2,000 years ago, before the birth of Christ, the two most powerful empires on the planet were the Roman Empire and the Han Dynasty. These two superpowers of their time enjoyed a brisk trade relationship along the Silk Road. Yep, the very same trail we had been riding for the last few days. Between them (in what became Iran and its surrounding regions) lay a smaller empire called Parthia. For reasons only the Romans understood, Rome thought it would be a good idea to attack Parthia. They sent several Roman Legions to war (and to put this in perspective, a Roman Legion consisted of about 5,000 men). To everyone’s surprise (including, I would imagine, the Romans), the Parthians kicked Rome’s butt.

Wow, imagine that. Rome, defeated on the field of battle by the much smaller Parthian Empire. To put it mildly, things did not quite go the way the Romans thought they would.

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All of this severely disrupted trade between the Han Dynasty and the Romans, and nobody liked that. “Why the hell did you do that?” the Han Dynasty asked Rome. “We had a good thing going and you screwed it up.” At least that’s what I’m guessing the conversation went like. You get the idea.

Cooler minds prevailed and the Romans realized, yeah, that was a dumb move. The Romans told the Parthians, hey, it’s over, let’s be friends again. The war ended, the Chinese were happy, the Romans were happy, the Parthians were happy, and trade resumed. All’s well that ends well.

Well, sort of. There was still that matter of those pesky Roman legions that had invaded Parthia. They didn’t come back from that war, and for two thousand years, no one knew what happened to them. The Romans probably assumed their Legionnaires had all been slaughtered. No one knew until an Australian dude and a Chinese guy, both University archeologist types (starting to sound a little like Indiana Jones yet?) put a theory together in 1957. Hmmm, maybe those Romans had not been killed after all.

The Parthians, being bright enough to defeat the Romans, were not about to let the Legionnaires go home and perhaps attack them again in some future war. They didn’t want to kill the Romans, either. I guess they were kinder, gentler Parthians. Here’s where those two Aussie and Chinese archeologists enter the picture. They hypothesized that the Parthians told the errant Legionnaires, “Look, we don’t want to kill all you guys, but there’s no way we’re going to let you go back to Rome. And there’s no room for you here, either. Your only option is to keep heading east. Go to China. Maybe you crazy warmongering Italians will find nice Chinese girls and settle down.” With that, and as one might imagine, a hearty arrivederci, the Romans continued their eastward march straight into the middle of China.

And folks, the prevailing wisdom today is that is exactly what happened (although the prevailing wisdom evidently hasn’t prevailed very far, as I had never heard the story until that morning in Yongchang). In fact, prior to this theory surfacing, folks wondered why the Chinese referred to the area around Yongchang as Liqian. That’s not a Chinese word, and it’s unlike the name of any other Chinese town. The folks who know about these things tell me it is an unusual word in the Chinese language.

Liqian is pronounced “Lee Chee On.”

Get it yet?

Lee Chee On? Liqian?

Doesn’t it sound like “legion?” As in Roman legion?

A Chinese man in Liqian. This guy could be the Marlboro Man for a Chinese cigarette company!

I found all of this fascinating. I saw more than a few people around the Liqian area that had a distinct western appearance, and they all consented to my taking their photos when I asked. They recognize just how special their story is. The Chinese government is taking note of this area, too. They are developing a large theme park just outside of Yongchang with a Roman motif. We visited that theme park, and while we were there, Sergeant Zuo gave a book to me (printed in both English and Chinese) about the place. It is one of the two books I brought back from China, and that book is now one of my most prized possessions.

Imagine that: Roman legions, resettled in the middle of China, in a town called Liqian. And I rode there. On an RX3.

That photo at the top of this blog? All the gear, all the time?

Nah, it was nothing like that. One of the Zongshen guys had this idea about making a movie with a Roman Empire theme (you know, being as we were in Liqian and all that), and he bought along gladiator costumes. I’m not sure what Gresh and I were thinking (we’re not normally into gladiator movies) but we let those guys talk us into putting the costumes on and taking a few pics and videos. I guess you had to be there to understand it; it was all in the spirit of the ride.

Watch for our next Indiana Jones episode in China. It’s about the lost Buddhist grottos at Mo Gao in the Gobi Desert. There’s more good stuff coming your way. Stay tuned!

Want to read more about the ride across China? Pick up a copy of Riding China!