Wow, was I ever surprised when a young guy in a pickup truck held up this note as we rode south on Highway 101!
The photo you see above popped up in my Facebook feed this morning letting me know it was 4 years ago that I posted it, and that meant it was four years ago that we finished the 5000-mile Western America Adventure Ride. Here’s what I originally posted on the CSC blog about that “Hi Joe” sign:
We are in Santa Maria tonight. It was an easy roll once we got past San Jose, but the traffic on the 101 leaving San Francisco and all the way down past San Jose was rough this morning. After that, we basically put the bikes on cruise control and ran 75 mph all the way down.
Here’s a cool thing…on the 101, just past San Luis Obispo, a couple of guys in a gray pickup truck pulled up alongside our convoy and starting beeping and waving at us. When they were alongside me, one held up a sign that said “Hi, Joe!” Cool stuff. I have no idea who those guys were, but it’s a safe bet they’ll read this. Guys, when you do, shoot me an email. It made my day seeing you today. I had a good laugh over it.
I mentioned the above in the CSC blog, and later that same day I received this email from my good buddy San Marino Bill:
Joe:
My son just called me (3 pm) from the Paso Robles area and wanted to know where the CSC group was riding today. He is up there picking up his son. He was following a group of good looking bikes (10 or 12). I told him to make a sign that said HI JOE and show it to the leader. I hope it was you.
Bill
That was a pretty cool experience, and it kind of wrapped up how well the ride was received and how much good it did for the RX3 motorcycle and our efforts to show the world it is a great motorcycle. You can read more about that in 5000 Miles At 8000 RPM, the book about bringing the RX3 to America and the Western America Adventure Ride.
My 4-year-old RX3, with its Western America Adventure Ride decal. I still own the bike. It’s in my garage right now, just a few feet from where I sit typing this blog.
We sure had a blast on that ride, and people were following it on the CSC blog all over the world. I remember Pioneer Day in Idaho on that ride, where we literally rode in a parade and people lined the streets awaiting our arrival on the CSC motorcycles. I’ll post that story in another day or two.
Another grand adventure is a little less than a month away. I’ll be riding the new RX4 from Mexico to Canada in the Southern California Motorcycle Association’s 2019 Three Flags Classic. I last did that ride in 2005 (you can read the story about that here), and I’m looking forward to doing it again on the RX4. I’ll be blogging the ride daily, I have a commission for two magazine articles on it, and I’m toying with the idea of a short book on the ride, the RX4 bike, the SCMA, CSC, and Zongshen. That’s going to be good for CSC, Zongshen, the SCMA, and the Three Flags Classic event. It will be another grand adventure. Stay tuned, because I’ll be posting much more here on the ExNotes blog.
That was my reaction when the photos you see below popped up on my Facebook feed, telling me it had been four years since I posted them. Yep, it was in July of 2015 that yours truly, Joe Gresh, and riders from China and Colombia descended on CSC Motorcycles to christen the RX3 with a ride through the great American West. So Cal to Sturgis, due west to Washington and Oregon, and then a run down the coast home, hitting every National Park and site worth seeing along the way. It was an amazing adventure, and truth be told, I was shocked that it has been four years already. That meant it was about four years ago that CSC brought the RX3 to America, it was four years ago that I first met Joe Gresh in person (a living legend, in my mind), and it was four years ago that we took a ride that made the entire motorcycle world sit up and take notice. A dozen guys, a dozen 250cc motorcycles fresh off the boat from China, 5000 miles, and not a single breakdown. Tell me again about Chinese motorcycles are no good? Nah, don’t waste your breath. I know better.
It was a hell of a ride, and good buddy John Welker did a hell of a job as our very own Ferdinand Magellan, defining the route, making all of the hotel reservations, keeping us entertained with great stories, and more. These are the same photos (I took them all) that popped up on Facebook. They represent only a small portion of the ride, but they give you an idea of what it was like. It was grand.
Somewhere along Highway 89 in Arizona. The guy in the foreground is our very own Baja John Welker. That’s Joe Gresh way at the other end of this row of motorcycles.Same location, with Hugo out front. Hugo is the Zongshen factory rep. He’s a great guy who kept us constantly entertained.Mr. Tso, posing for me in Zion National Park. This guy makes for a great photograph. He rode with us in China, too!We stayed in Panguitch, Utah, the night before we visited Bryce Canyon National Park. Dinner that evening was at the Cowboy’s Smoke House. I liked it so much I later returned with my wife just to have dinner there.Tony and his mascot inside Cowboy’s. Great times.Bryce Canyon National Park. Everyone was captivated by this place. It was awesome.Kyle, one of the Chinese riders, and Big John, our chase vehicle driver. Good guys both.Tony and Kyle, posing at Bryce.The crew when we returned to So Cal. From left to right, it’s Juan from Colombia, Joe Gresh, Tony from China, Mr. Tso from China, John Welker, Lester from China, Kong from China, Big John Gallardo, Hugo Liu, Gabriel from Colombia, and Kyle from China.The obligatory photo at Roy’s in Amboy, somewhere in the Mojave Desert. God Almighty it was hot that day.The guys at the Grand Canyon…Lester, Kong, Tso, and Hugo.In Capitol Reef National Park in Utah, at an impromptu photo stop.I grabbed this photo of Joe Gresh along the South Rim of the Grand Canyon. It looks like he’s Photoshopped into the picture, but he’s not.Same spot, different guys: Gabriel and Juan from Colombia. Juan later invited me to ride with him in Colombia, and I went. That, too, was an incredible ride.
So there you have it, or at least snippets of what was one of the greatest rides I’ve ever done. I’m hoping Facebook has more of these anniversary photos pop up for me, as the ride lasted 19 days and I know I posted more on that ride. Good times. Great riders. Superior camaraderie.
As always, there’s more good stuff coming your way. Stay tuned!
Hey, the whole story of that ride is here. You can get the whole nine yards by buying your own copy of 5000 Miles At 8000 RPM. There’s a lot more good information in there, too, like CSC’s no-dealer approach to market, how we dealt with the Internet trolls who tried to hurt the company, the first CSC Baja trip, the RX3’s strengths and weaknesses, and much, much more!
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.
Help us bring more content to you: Please click on the popup ads!
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.
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!
This post wraps up our tutorial on reloading .45 ACP ammunition, although from time to time we’ll be posting favored .45 loads as we continue to add Tales of the Gun blog posts featuring this fine old cartridge. If you’d like to catch up by reading the first three parts of this series, here they are:
We’re in the home stretch now, folks, with the last steps in creating our custom-crafted .45 ACP ammunition. The tools and components we’ll use in these remaining reloading steps are the propellant, the powder dispenser, our previously prepped-and-primed .45 ACP brass cases, bullets, the third reloading die, a reloading scale, a caliper to measure cartridge overall length, and boxes and labels to hold and identify the ammo we’ve created.
That’s the powder dispenser on the left, and Unique propellant on the right. I use an RCBS dispenser. Several reloading equipment companies offer these.
My preferred propellants for .45 ACP ammo are Unique or Bullseye, and of the two, I prefer Unique. Some folks prefer Bullseye. Others may use different propellants. One of the more enjoyable aspects of the reloading process is you can try different recommended propellants (and different charges of these propellants) to find the secret sauce that works best for you.
Help us bring more articles to you…please click on the popup ads!
What does that mean? For a revolver, it usually means the load that is the most accurate. For a semi-automatic handgun (like the 1911), accuracy is not the only requirement. You also need to have a load with enough energy to cycle the action. Usually, the loads shown in a reloading manual are powerful enough to cycle the action. You should never go above the maximum propellant charge listed in any reloading manual, and you should only approach that by testing loads at the lower end first, and then working up to a higher level if you feel a need to for accuracy or functionality reasons (but never go above the max load).
Adding Unique propellant to the powder dispenser.
Here’s another important point: Whichever powder you choose to use, never have any propellant other than the one you are using on your reloading bench. You don’t want to get the propellants mixed up, or mistake one for another.
After you’ve added propellant to the powder dispenser, tap the dispensing handle against the lower stop several times to settle the powder. What we’re going to do next is to adjust the throw weight (the weight of powder dispensed) by adjusting the dispenser with the threaded adjustor shown in the photo below.
The dispenser’s adjustor. You can screw it in to dispense less powder, or out to dispense more powder. Once it dispenses the correct amount, lock it in place with the locknut.
What we do at this point is get our reloading scale, set it to zero grains, and make sure the indicator (the balance arm) is in a neutral position (as indicated on the left side of the balance arm against the graduations on the scale markings on the left of the scale. Once the scale is zeroed, use the sliding and turning adjustors for the weight of propellant you wish to use. After years of accuracy testing and shooting, I’ve settled on 5.8 grains of Unique as the load I use with a 230-grain cast roundnose bullet.
My RCBS reloading scale set to 5.8 grains.
Note in the photo above that the sliding weight is at zero grains, and further note in the photo below that the rotating adjustor wheel is set to 5.8 grains. For anything under 10 grains, you leave the sliding weight at zero and set the weight with the rotating barrel as shown below. For most .45 ACP loads, we use the rotating barrel only.
The rotating barrel adjusting wheel is set to 5.8 grains.
After adjusting the powder dispenser’s adjustor and checking the weight with the scale, we now have the dispenser releasing 5.8 grains of Unique propellant every time the dispenser is actuated. I’ll throw several charges to make sure the dispenser is dispensing consistently, and once I’m satisfied it is, we’re now ready to dispense 5.8 grains of propellant in each of the prepped and primed cases we prepared in Part III of of our .45 ACP reloading series.
There are 5.8 grains of Unique in each primed case. Note that the propellant levels are approximately equal in all cases, and no cases have been missed.
When you dispense powder, it’s important to be consistent. I don’t like to stop until I’ve done the entire tray of prepped and primed cases, and I don’t like to be interrupted while I’m doing this. After you’ve dispensed the propellant in each cartridge case, visually inspect the tray to make sure every case is charged with propellant, and all propellant heights are approximately equal. We’re looking for missed cases here (if that happens, the primer will push the bullet into the barrel just a bit, which requires disassembling the firearm to hammer the bullet back out with a rod, and that’s basically the end of your shooting session that day). We’re also looking for any cases that are double-charged (i.e., cases that have two charges of powder in a single case). A double charge is real serious and dangerous business, as it will most likely blow up the gun, injure you, or worse. You have to pay attention to what you’re doing here. Like I just said, this is serious business.
So, after we’ve charged the cases with propellant, we now ready to move on to the next step, which is seating the bullets.
.45 ACP 230-grain cast roundnose bullets. I like this bullet design and weight. It’s accurate, and it feeds reliably in just about any .45 auto.
We’ll now use the seating die, the last of the three dies in our die set. This part of the operation requires a bit of adjusting and a bit of finessing on our part. We’re actually doing two things with this third and final die. We’re seating the bullet to the correct depth in the cartridge case (to meet the cartridge overall length requirement, which is found in your reloading manual), and we’re removing the cartridge case bellmouth that allowed the bullet to enter the case.
The business end of the seating die. The red arrow points to the part of the die that interfaces with and pushes the bullet into the case.
In order to make both adjustments, we’ll work with how far we thread the entire die into the reloading press (this affects both bullet seating depth and crimp), and we’ll also work with the bullet seating adjustor. These two parts of the die are shown by the red arrows in the photo below.
The bullet seating die in the reloading press. The upper threaded adjustor (denoted by the upper red arrow) adjusts bullet seating depth. The crimp or bellmouth removal adjustment is made by how far the entire die is threaded into the press (denoted by the lower red arrow), Once the crimp (or bellmouth removal for the .45 ACP cartridge) is set and the cartridge meets the desired overall length, lock both the die and the bullet seating adjustor in place with the two locknuts.
Here’s how I do this. I first screw the bullet seating adjustment all the way into the die, and then I’ll use this to seat the bullet to the right depth by threading the entire die into the reloading press, a little at a time. With each adjustment, I’ll run the charged case (with a bullet on top) into the die with the press. I keep doing this until the cartridge overall length is where I want it to be. For a 230-grain roundnose bullet, I adjust the seating depth such that the cartridge overall length is 1.250 inches, as specified by my reloading manual. That cartridge overall length is good, as it allows the cartridge to feed into the chamber, and it allows the cartridge to fit into the magazine.
Once I have the bullet seated to a depth that provides the correct cartridge overall length, I then back the bullet seating adjustor all the way out. Then I’ll start the crimping adjustment process by threading the entire die deeper into the press, a little bit at a time, running the cartridge into the press with each incremental downward die adjustment. The reason I ran the bullet seating adjust all the way out is that I don’t want it to push the bullet in any further while I adjust the crimp.
Here’s what going on here. Remember that I said the seating die does two things: It seats the bullet to the correct depth, and it crimps the cartridge. In the case of the .45 ACP, we’re not really crimping the bullet into the case. We just want to remove the brass case bellmouth that we previously added to allow the bullet to start into the case. The inside of the seating die has a reduced circumference step. Our purpose in making this adjustment is to thread the die into the press just enough to have the case make contact with the inner die step. That will remove the bellmouth. We’re not crimping here; we’re just removing the bellmouth so that the brass case becomes a straightwall case around the bullet.
Once I have adjusted the die body by screwing it into the press enough to remove the case bellmouth (and with the press ram raised to position the cartridge all the way up in the die), I then run the bullet seating adjustor all the way down, such that it contacts the top of the bullet. This will position the die such that it removes the case bellmouth, and simultaneously seat the bullet to the correct cartridge overall length. At this point, I can lock everything in position with the two locknuts (one for the die body in the press, the other for the bullet seating adjustor in the die) while the ram is in the raised position with a cartridge in the die. At this point, I’m ready to finish the rest of the cartridges.
A case with the bellmouth removed, and the bullet seated to the correct depth. The cartridge overall length is 1.250 inches. Life is good. I can hit a gnat in the ass at 25 meters with this cartridge.
At this point, what I do is put a bullet on each charged case, and then I start running each cartridge, with a bullet on top, thr0ugh the reloading press.
Charged cases topped with bullets, ready for the bullet seating operation.
With each run up the press, I’ll create a reloaded cartridge. Here are three reloaded rounds…
Reloaded .45 ACP ammo. It’s good looking ammo, and I know it will provide superior accuracy and reliability in my 1911. It will perform way better than factory ammo, and that’s what this reloading game is all about.
As I produce each round, I place it in one of the plastic boxes I use for my ammo.
Once the above steps are done, I then take the propellent remaining in the powder dispenser and return it to the propellant container (in this case, the Unique bottle). That’s one of the reasons it’s important to only have one bottle of propellant on the reloading bench. You don’t want to dump the leftover powder into the wrong propellant container. If that happens, you can’t use the container of propellant you just emptied the leftover powder into because now it contains a mix of two different propellants. The only thing you can do is throw it away. It’s just to risky to use it. And yeah, I’ve had to do that before.
Reloaded .45 ACP ammo, ready for the range. It looks good, doesn’t it?
There’s one more step, and that’s labeling each box of reloaded ammo with cartridge, bullet weight and type, cartridge overall length, propellant type and charge, primer type, brass type, brass trim length, and the date I manufactured the ammo.
At this point, I’m good to go. It’s off to the range…
So there you have it. Reloaded .45 ACP ammo, as good as or better than what you can buy anywhere. I just returned from the range a few minutes ago, where I shot some of the ammo you see in the photo above, and yeah, it functioned flawlessly and hit the target every time.
If you enjoyed this post, let your friends know about us. Leave a comment if you’d like to add to or join the discussion. We love hearing from you. And if you never want to miss an ExhaustNotes blog, please sign up for our automatic email notifications!
Want to read more gun stuff? Check out our Tales of the Gun page!
Good buddy Grant Longenbaugh over at Janus Motorcycles just sent this to us:
FOR IMMEDIATE RELEASE July 1, 2019
Janus Motorcycles to Represent Indiana in Made in America Product Showcase at the White House
Goshen, Indiana – On Monday, July 15, 2019, Janus Motorcycleswill participate in the third annual Made in America Product Showcase at the White House.
Companies from across the country will join President Donald J. Trump, Vice President Mike Pence, and members of the Administration to showcase their products. Janus Motorcycles will showcase three of their 229cc motorcycles during the event. Richard Worsham (co-founder), Devin Biek (co-founder), and Bruce Korenstra (partner), plan to represent the company. “We’re honored to represent our city and state, as well as the rich manufacturing heritage we’re a part of in northern Indiana,” Janus co-founder Devin Biek said.
“We are excited to once again host businesses from all 50 states at the White House to highlight and celebrate American-made products,” a White House official said. “In today’s booming economy, President Trump and his Administration are proud to tout businesses that create jobs and support our local communities.”
ABOUT JANUS MOTORCYCLES:
Founded by Devin Biek and Richard Worsham in 2011, Janus Motorcycles builds made-to-order production motorcycles out of their Goshen, Indiana headquarters. Their classic designs have been featured in the Wall Street Journal, New York Times, the Discovery Channel, and in multiple industry publications. They strive to create motorcycles that riders of all experience levels can enjoy and understand.
Janus Motorcycles draws on the rich pool of manufacturing and fabrication shops in northern Indiana. Their three models of lightweight 229cc motorcycles feature hand-formed tanks, locally welded components such as frames, hand-bent stainless handlebars, hand-painted trim, and a proprietary anti-dive suspension developed by the Janus team. They are fully registrable in all fifty states with EPA and California ARB certification. All three models start at $6995. They plan to produce just 250 units out of their Goshen facility this year.
Guys, that’s impressive. Janus has been hitting it out of the park consistently on several fronts…great motorcycles, great leadership, and in particular, great public relations. These folks had the foresight to advertise here on the ExNotes website, they took a flyer on a fabulous Baja trip with us, they recently had our story about that trip in ADVMoto, they had a great article in the NY Times, and now, this. Our good buddy Grant is doing a fantastic job, as is everyone at the Janus plant. Our congratulations to Janus and our best wishes for continuing success!
Devin Biek, mixing it up in the desert on our Baja ride…Devin Biek and Richard Worsham founded Janus Motorcycles.
As you may know, Joe Gresh started a Facebook group he called COMA. That’s an acronym for Crappy Old Motorcycle Association, and the intent is for folks to post photos of old and crappy motorcycles. That’s all fine and dandy, but it presents me with a dilemma: What do you do with photos of a motorcycle that’s old but most definitely not crappy?
Behold: The 1982 Yamaha Seca. This particular motorcycle is nearly 40 years old, and it’s just barely broken in. Sweet!
That surely is how anyone would describe Steve Seidner’s 1982 Yamaha Seca. When Steve bought it almost a year ago, it had a scant 1700 miles and change on the clock. I tried to buy it from Steve when he bought it, but it was no dice. Steve knows what he has: A motorcycle manufactured when Ronald Reagan resided at 1600 Pennsylvania Avenue, a nearly-40-year-old motorcycle in absolutely pristine condition. This is what I would call a New Old Stock motorcycle. It’s not been restored, and it’s essentially in as new condition.
The cockpit. Tach, speedo, and more. Check the odo reading. I’m the guy who bumped it over 1800 miles. Sweet!
Okay, I can take no for an answer. Steve didn’t want to sell, and sometimes you have to just suck it up and move on. But Steve wasn’t riding the thing, and a slippery 4-cylinder, fire engine red, 550cc motorcycle is a machine that cries out for abuse in the San Gabriel Mountains. I explained all of this to Steve, I threatened to expose some of his darkest secrets on the ExNotes blog, and a couple of days go, Steve gave me the keys to the kingdom. The kingdom being, of course, one 1982 Yamaha Seca with just over 1700 miles on the odometer.
Starboard. That means the right side. Of course, on this bike there really is no wrong side.
Well, the odo now reads over 1800 miles. Who done that? Me? Guilty as charged. It was a blast. I grabbed a few photos and I’ll share them with you here. I’m doing a more in depth road report on the Seca that will be in print somewhere down the road, and you’ll have to read that to get the full story. For now, enjoy these teasers.
The radical Left. As in the left side of a motorcycle that, in 1982, was a radical departure from the norm. This bike is beautiful.
So what was it like riding this blast from the past? Truth be told, it could have been a modern motorcycle. It handled flawlessly, it made good power, and it has good brakes. I loved it. I had the San Gabriels all to myself when I was up there on Steve’s Seca. It was a glorious day.
Yeah, this is a tough job. If not me, who would do this sort of thing?
There are some things on the Seca that were cutting edge in ’82, and others that we might regard as quaint today. But it all worked. A single disk up front and a drum (gasp!) in the rear (nobody told that drum brake it wasn’t supposed to work as well as it did). And what was the state of the art in 82…a four-cylinder engine with four carbs and a fancy cross induction system that was supposed to increase combustion chamber swirl for more power. I guess it worked, because the bike felt fantastic. It matched its looks, which are, well, fantastic.
Cast aluminum wheels, and a single disk up front…And a drum in the rear. It worked just fine.Bright, bright red, silver and black accents, and a state of the art 550 YICS engine. More on that YICS business later…
The view from the saddle was glorious, the Seca had a marvelous ExhaustNote (I love that word), and I was in my element up in the San Gabriels. I enjoyed the ride tremendously.
The view from Command Central. If it looks like it was a great day for a motorcycle ride, I’ll let you in on a little secret: They’re all great days!
It’s not often you see low-mileage, 4-decade-old-bike in as new condition. Steve’s Seca takes that description up a notch. How about a bike that has the original owner’s manual and tool kit?
The original tool kit. The original owner’s manual. It doesn’t get any better than this. A Yamaha time capsule, circa 1982.
When I returned to the CSC plant, Steve wanted to know all about the ride and how the bike felt. “It started missing a bit at around 110 mph,” I said, and Steve just smiled. He knew. I never took the Seca above 55 mph, partly because all my riding was in the San Gabriel’s tight twisties, and partly out of respect (both for the bike and for the man who allowed me to experience it). Good times.
The Man, The Machine, the Legend…Steve Seidner, the CSC Founder and CEO, and the Seca’s owner. Steve, thanks very much!
You know, it really is amazing how much technology has changed in the last 40 years. To be perfectly honest, the Seca’s performance below 55 mph (which is the only region I rode it in) was good, but it was not too much different than my trusty 250cc RX3, and at low speeds, I think the RX3 actually has a bit more grunt. That’s understandable, I suppose, as the RX3 is a single and the Seca is a four. I imagine the Seca has more top end and probably a bit more of a rush accelerating at freeway speeds, but the time-capsule Seca ride reminded me just how good a motorcycle the RX3 is. If you want to buy a Seca like the one featured in this blog from Steve, you’re out of luck (believe me, I tried). If you want to buy a new RX3, though, I hear Steve can help you make that dream come true!
Steve has some cool toys. Some time ago he let me swing a leg over his Norton Commando for a similar ride. You can read that story here. Steve has a pretty cool mid-60’s Mopar, too. I’m still working on getting the keys to that one.
That’s it for now, folks. I’ve got some more photos to process for another blog in a day or two on yet another toy, one that is a cool 101 years old. Stay tuned!
Adios, my friends. Stay tuned for another Prancing Pony tale!
I thought it might make for a nice change of pace if I actually posted something about motorcycles on this here motorcycle blog, so yesterday I fired up my faithful old RX3 and rode over to CSC Motorcycles. Steve has a very cool 1982 Yamaha Seca that he said I could ride, and I wanted to experience what it’s like to ride a nearly-40-year-old motorcycle, built during the Reagan Administration, with only 1700 miles on the clock. I’ll have a story on that later (Spoiler Alert: The RX3 is a nicer motorcycle). For today, I grabbed a few photos of my RX3 and I wanted to talk about my bike and its decals a bit.
Restaurants, Baja Runs, and more…my RX3 wears its decals like campaign ribbons. In a very real sense, that’s exactly what they are.
My RX3 is one of the very first ones delivered to America when CSC starting importing the bikes, and the story behind that is well told (if I do say so myself) in 5000 Miles at 8000 RPM. It’s orange, which became sort of a nice orange-yellow over the years, and I like the look. I also like the look of a lot of decals. I always thought that was a cool aspect of the whole ADV thing, telling folks where you’ve been and (with the help of a little artwork and adhesive) bragging about it a bit. And my RX3 and I have covered a few miles.
My first big RX3 ride, and one of the things that I think put CSC and the RX3 on the map was the 2015 Baja Run (our first, and maybe a first in the motorcycle industry for a new bike introduction). I didn’t know how that would go, I was nervous as hell that the bikes wouldn’t fare well, but my fears were unfounded. It was an incredible ride. And, it was our first decal. That’s the big round one you see just above the my saddle in the photo above.
Next up: The Chinese and a couple of cool guys from Colombia wanted to come to the US and ride with us. And I got to meet a cool guy named Joe Gresh, who Motorcyclist magazine sent to ride with us. You need to read 5000 Miles At 5000 RPM to get the full story on that adventure tour, too. It was grand. Azusa to Mt. Rushmore in South Dakota, ride west across Wyoming, Idaho, and Washington, and then a turn left at the ocean to ride the western US coast back to So Cal. The relevant point here is that ride made for a bitchin’ decal, which you can see in the photo below.
The Western America Adventure Ride. It was grand. 5000 miles, lots of bikes, and not a single breakdown. Gresh staged a burnout with his RX3 in Port Orford, Oregon…the burnout heard around the world. John Welker planned our stops and navigated for us. It was a magnificent ride.
Then we did a bunch more CSC Baja rides, and with each one came another decal. Then I did a ride across China with Gresh on a couple of RX3s we borrowed from Zongshen (I wrote a book about that one, too). Then it was a ride around the Andes Mountains in Colombia with my good buddies Juan (who was on ride across America with us) and Carlos, both supercool guys who took great care of me in Medellin, Barichara, Mompos, and a whole bunch of other magnificent Colombian destinations. Yep, that resulted in yet another book.
Luggage decals…Mama Espinoza’s in El Rosario (incredible lobster burritos), BajaBound Mexican insurance (the best), and the Horizons Unlimited Rally in northern California.My Chinese buddies gave me a Chinese flag to put on my bike, I had to add a US flag to show where my loyalties lie, and a decal good buddy Juan’s Colombian motorcycle magazine, DeMotos.com.co.
I could ask if you knew how many RX3 breakdowns I experienced in all those miles, but I know you already know the answer: Zero.
Yep, that little 250 has taken me to hell and back, and my RX3 just keeps running and running and running. An added benefit? Mine is orange (it’s the fastest color, Orlando).
And that brings us to now, and the latest decal to adorn my well-broken-in, trusty, faithful and fearless companion. It’s the supercool ExhaustNotes.us decal, and it’s perfect on my RX3.
Joe Gresh had a magnificent idea in creating an ExhaustNotes.us decal. I had just enough real estate to add it to my RX3!
So there you have it. Imagine that: A motorcycle story on a motorcycle blog! And there’s more motorcycle stuff in the pipeline. Truth be told, I enjoyed my RX3 sprint this morning, and it helped me realize I need to ride it more. Welker called me about Sturgis a couple of says ago. That might be fun. If I go, I’d do it on the RX3. I’d forgotten just how magnificent a motorcycle the RX3 is.
Stay tuned, folks…there’s more coming!
Would you like your very own ExNotes decal? Hey, sign up for our automatic email updates, and we’ll shoot a couple out to you!
Ah, lots of good news and a few things to catch up on. For starters, I was alerted to another top notch motorcycle site, and that’s Terry Roorda’s ScooterScribes.news site. You’ll like it.
Terry is the former Thunder Press editor, and there’s lots of cool V-Twin stuff on ScooterScribes, and you don’t have to be a Big Twin dude or dudette to appreciate it. It’s good. Trust me.
More good news…the ExNotes stickers are in, and the extensive Direct Mail arm of the ExNotes empire is busy sending them out.
We sent an email requesting your address if you signed up, so watch for it and shoot that info back to us. We promise that as soon as we get your snail mail address and confirmed that you’re on our email list, we’ll shoot them out to you as soon as we get around to it. Want to help us more? Hey, share our site and get more folks to sign up for our automatic emails, or just get them to visit www.ExhaustNotes.us. We think we’ve got a good thing going. Guns, motorcycles, scooters, opinions, dream bikes, resurrected bikes, books, articles, Baja, and lots, lots more. Let us know what you think by posting your comments here on the blog. We get all kinds of inputs. Folks want more on Harleys, they want less on Harleys, they want more political commentary (seriously?), they want less political commentary…hey, let us know. There’s no guarantee we’ll take any of it seriously, but you never know.
Yet more news…several online pubs are breaking the news that Harley is working with a Chinese company to offer a small HD.
Hey, we saw a Chinese manufacturer making parts for Harley a decade ago. But the recent news is this is going to be a complete small bike, just over 300cc. I’m surprised Harley didn’t do this several years ago, but then, Gresh and I were in the catbird’s seat on the small bike thing from the gitgo. CSC and Zongshen were way ahead of the curve on this one. Dollars to donuts says that the small Harley will find its way to the US, and that’s a good thing. I’ve seen the photos and I think it looks good. I’m waiting for the inevitable jokes and the anti-China rants to start, but Harley, if you’re reading this, ignore those folks. The only thing worse than a smartass is a dumbass, and anyone who criticizes a motorcycle based solely on its Chinese origin is most definitely in that latter category.
One last bit of news…make sure you pick up the latest issue of Motorcycle Classics magazine. It’s got my feature story on our Enfield Baja trip, and my Destinations piece on Tecate. Good stuff, Motorcycle Classics is.
Get an ExhaustNotes sticker by signing up for our automatic email blog updates!
Our last blog on German Military and Police Motors: Part I ended with a photo 0f good buddy Ben’s his personal bike, and I thought a good way to start Part II would be with another photo from Ben…one showing a vintage Swedish police BMW…
Nothing slowed these guys down…check out this Swedish ski-equipped BMW!
When I wrote the Complete Book of Police and Military Motorcycles, I guess the word got out and I received a number of police motorcycle photos. As you might imagine, many of these photos were of police BMWs, as BMW has been a dominant force in the police motorcycle world for decades. BMW has offered several engine configurations over the years, and nearly all are represented in their police motorcycles.
BMW’s early K-bikes used 3 or 4 cylinder engines (the photo below shows a 4-cylinder model) that were oriented in an unusual manner. The crankshaft was parallel to the frame, and the engine was oriented with the pistons moving in a horizontal plane (the engine laid on its side). The cylinder was on the bike’s left side. BMW tried to enter the US market with these motorcycles, but they made little progress until they offered the 1100cc boxer twin.
An K1100LT BMW formerly in service with Belgium’s federal police. Ruud Willems sent this photo to me.Another cool photo from Ruud, this time showing an 1100cc BMW boxer twin formerly in service with the Belgian federal police.
The photos came in from all over the world. Here’s one from good buddy Ian in the UK…
A cool photo from Ian showing police BMWs in Birmingham, England.
And another from my old stomping grounds in New Jersey…
An F650 BMW police bike with ABS in service with Egg Harbor Township in New Jersey. The Egg Harbor PD likes this bike’s ability to go off road. They also use the larger R1200RT-P BMW, which you can see in the background.One of Egg Harbor’s Motor Officers on the F650 BMW providing an escort to the Police Unity Tour.
Here’s a great photo from my CBX friend Ian Foster of Hong Kong showing two BMW R1100RT-Ps and two Honda VFRs in Hong Kong. How about that…Honda VFRs as police bikes!
Hong Kong police motors…Beemers and VFRs.A Hong Kong BMW in Causeway Bay, sent to us by Ian.
And good buddy Danny send us a several photos from the Netherlands…
A cool shot of a 1200 cc BMW police bike in the Netherlands from my friend Danny Hoek.Danny also sent this shot, along with detail photos below of the Netherlands-based BMW police bikes.An 800cc twin BMW police bike in the Netherlands from Danny Hoek.And Danny’s shot of the BMW R1200RT-P police bike in the Netherlands
When I wrote Motors for Rider magazine back in 2009, I took a bunch of photos of police motorcycles. Here’s a cool shot that made the cover of two BMW-mounted Motor Officers in La Verne, California…
A pair of La Verne, California’s finest…on their BMW R1200RT-P police motorcycles in 2009.
When police BMWs are retired from service, they are picked up by civilian motorcyclists. Although the bikes may have a few miles on them, they have usually been meticulously maintained, and they in excellent condition. Converting a police BMW to civilian use is straightforward…the blue and red strobe lights, the police radio, and the insignia come off, and it’s ready to go. Most civilian riders also remove the police BMW’s extra battery to save weight.
This is a photo of my good friend Bob staying two steps ahead of Hurricane Norbert in Baja, Mexico, on his “demilitarized” R1150RT-P.
So that’s it for now, folks. Our next bit on police motors will feature Kawasakis, but that’s another time and another blog. In the meantime, if you would like to see our other police motorcycle articles, please check out the ExhaustNotes Police Motors page!
And hey, don’t forget…please sign up for our automatic email blog updates!
As you know, I wrote The Complete Book of Police and Military Motorcyclesa few years ago. One of the things I found interesting was how these motorcycles categorized along national lines. Three nations stood out: The United States, Japan, and Germany. This blog (one of two or three) focuses exclusively on the German bikes and their derivatives.
Here’s a World War II German 350 DKW motorcycle. The Wehrmacht used these two-stroke 350 cc motorcycles for dispatch duty. I grabbed this photo at the World War II Museum in New Orleans.
One of the more interesting military motorcycle applications occurred in the German Wehrmacht during World War II. In most other military motorcycle applications, the motorcycle has been used primarily as an escort or messenger vehicle. The Germans actually used motorcycles as infantry weapons. Each motorcycle in a German motorcycle battalion (that’s right, the Germans organized motorcycle units up to the battalion level!) carried three soldiers: A driver, a rifleman on the back seat, and a machine gunner in the sidecar. The Germans used these motorcycle units when they invaded Russia. By the time the Russian winter rolled around, they figured out this was not such a bright idea.
This is a BMW with a sidecar. This picture came from HP-Hommes in Germany.
A World War II Wehrmacht Motorcycle.
The Russians, realizing a war was coming in the late 1930s, purchased a handful of BMWs from a dealer in Sweden and secretly reverse-engineered the German machines in Moscow. The Russians actually fielded a copy of the BMW military motorcycle during World War II, so troops in Russia on both sides of the front lines were fighting atop essentially the same motorcycle.
After the war, the Russians continued to build these machines. The Russians shifted production to the Ural mountains, and the Russian BMW copies became known as Urals. The Russians continued to improve the machines, and after the collapse of the Soviet Union, the motorcycles were offered for sale to the public. Prior to that time, Russia sold Urals to eastern European and other third world communist nations.
You can buy these machines today in the United States, without the machine gun, and own a brand new World War II-era motorcycle. The Russians also make a civilian version. The civilian versions are available with whitewall tires and with or without the sidecar.
This picture came from the Ural brochure.
In the past, Ural has not been hesitant in showing their motorcycles in extreme applications. This is another photo from the Ural brochure. Ural has also showed motorcycles with rocket launchers, grenade launchers, and the 7.62mm PK machine gun.
Just the thing for LA traffic!
I grabbed the next shot on a trip to China in 2001. Note the OHV BMW-clone engine. In 2001, China had several companies making clones of the older BMW-boxer engine bikes, including some with early-1930s-design flathead engines!
A LongTech-mounted police officer in rural China.
I travel to China on business regularly, and I noticed that you don’t see the Chinese BMW clones any more. The companies that manufactured them stopped offering them many years ago or went out of business, but I thought I would still some Chinese boxers plying the streets and alleys Shanghai, Guangzhou, and other spots. Nope. They’re gone.
In China, you can’t register a motor vehicle more than 10 years old, and if you have one and don’t turn it in to the government for destruction, they will come and take it from you. There are, I suppose, advantages and disadvantages to this approach. The disadvantage, obviously, is that there are no classic vehicle collectors or collections in China. The advantages are that it gets vehicles that don’t have the latest emissions control equipment off the street, and it stimulates the economy.
How about the country where the boxers originated? BMW is still going strong, and BMW police bikes (in many variants) are in service in both Germany and other parts of the world. The photos that follow show both vintage and current (in 2001) Beemers.
Back in the early 2000s, German police BMWs were green and white (they may still be; I haven’t been to Germany in a while). The BMW factory provides the bikes in a range of standard colors, and for an additional $400 per motorcycle (early 2000 pricing) they will paint the motorcycle any color already in the BMW system (for either their cars or motorcycles). Based on the research I did for Military and Police Motorcycles, I believed the then-current BMW R1100 RT-P to be the most advanced police motorcycle in the world. It had a range of officer comfort features, a torquey 1100 cc twin cylinder engine, and unlike all other manufacturers’ police motorcycles, an antiskid braking system. Every motor officer I interviewed for Military and Police Motorcycles spoke highly of this machine.
This is the BMW R1100 RT-P, on duty at night somewhere in Germany. Photograph courtesy of Willi Nagel at BMW in Germany.The photo above shows the BMW R1100 RT-P, but this time in the CHP colors. I photographed this motorcycle with a film Nikon N70 and the 24-120 Nikon lens while visiting CHP headquarters in Sacramento, California.A couple of CHP officers checking out the classic bikes at the 2004 Hansen Dam Norton Rally. Note that the lead bike has LED strobe lights, while the trail bike is equipped with conventional police lighting. These are BMW R1150RT-P motorcycles.
In the early 2000s, the BMW R1100 RT-P, in black and white, was used by the California Highway Patrol and many other U.S. police departments. If Harley-Davidson wasn’t nervous, they should have been. The BMW was a wonderful police motorcycle. BMW later upgraded this motorcycle to the R1150RT-P (with the 1150cc engine), and then the R1200RT-P (with the 1200cc hex head engine).
Here are more early BMW police motor photos…
It’s not too hard to guess who these French motor officers are escorting.
The photograph above, which came from BMW in Germany, shows the Pope in France a few years ago, accompanied by a group of earlier BMW police twins. BMW has been the dominant police motorcycle in Europe and many other parts of the world.
My friend Ben sent this next photo to me from Paris, France. This is a vintage photo showing the Gendarmerie from the presidential escort group.
Wow.
This is Ben’s personal bike, a former French police BMW. It’s a 1977 R60/7, in a configuration never made available to civilians.
Good buddy Ben’s personal motorcycle. The French police ordered these with a 600cc engine, the RS fairing, spoked wheels, and leather saddlebags. These were the first bikes the French police ordered in blue; before that they were all black. This is pretty cool stuff.
And folks, that’s a wrap for today. Watch for more in another day or two. This blog is already getting long, and we have enough vintage BMW police motors stuff for another blog or two.
Don’t forget to visit our Police Motors page and check out our other police motorcycle posts!
Terry is the former Thunder Press editor, and there’s lots of cool V-Twin stuff on 
We sent an email requesting your address if you signed up, so watch for it and shoot that info back to us. We promise that as soon as we get your snail mail address and confirmed that you’re on our email list, we’ll shoot them out to you as soon as we get around to it. Want to help us more? Hey, share our site and get more folks to sign up for our automatic emails, or just get them to visit 
Hey, we saw a Chinese manufacturer making parts for Harley a decade ago. But the recent news is this is going to be a complete small bike, just over 300cc. I’m surprised Harley didn’t do this several years ago, but then, Gresh and I were in the catbird’s seat on the small bike thing from the gitgo. 
