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Zed’s Not Dead: Part 9

This is not a restoration. This is a resurrection. I plan to ride Zed, not store it away like a stolen Rembrandt. The front down tubes were pretty chipped and scratched with lots of bare metal so I had to fog a little black paint onto them to slow down the rust. I know all things rust. As soon as ore is melted into steel it begins the long path back to earth. We live in a temporary world; as soon as we stop our struggles and ambitions the things we care about turn into dust. So I painted the Kawasaki’s down tubes.

Next on my list were new steering head bearings. I have a Proto puller set that cost around $150 in 1970 and it mostly is still intact. From that kit I used the bearing separator to get behind the lower stem bearing. I clamped the stem in the vise and a few sharp raps later the bearing was off.

Removing the races pressed into the fork stem is a little harder. There isn’t a whole lot of meat exposed to get a purchase. Some people weld a bead on the race then use that to punch the race out. I’m sure there’s a correct way but I don’t know it so I use two puller claws and force them against each other to wedge the puller tips behind the race. Since you have to hold the claws together with one hand you’ll need a length of old bronze boat shaft to pound on the claws. Most Old Boat Shaft stores carry lengths of bronze shaft. It’s finding the store that’s the hard part.

The new races pop in without trouble. I get them started with a dead blow hammer then finish seating them with a punch worked slowly around the circumference of the race. You can hear the hammer-tone change pitch when the race seats against the frame tube.

The triple clamps were a mess so I wire brushed them and shot some black paint on the things. I’m always aware that any paint work or cleaning I do destroys the originality of the bike so I try to keep it to a minimum. While the headlight ears were soaking in a vat of Evapo-rust I started assembling the forks.

A new throttle/switch assembly from Z1 Enterprises, throttle tube from ebay, throttle cable from ebay, new grips from ebay and somehow these parts from all over the planet fit together nicely. The throttle tube is a bit short and the grip doesn’t quite reach the switch housing but I will be running a NEB cruise control and that widget will fill the space as if it was planned. I think the 90-degree metal bend at the throttle cable housing could follow the bars better but I’m not going to try and bend it.

I’m close to $1000 in parts now. I’m replacing some wear items so I don’t think those should count against Zed.

Want to catch up on the rest of the Z1 resurrection? Just click here!

The Chattanooga Choo Choo, Chickamauga, Chicken Shawerma, and more…

I’ve blown by Chattanooga a bunch of times on Interstate 24 and I’ve seen the sign for the Chattanooga Choo Choo. I always wanted to stop to see it. But I never had. Until today, that is. Yep, there really is such a thing…

The real deal: The Chattanooga Choo Choo. It’s on display behind a hotel of the same name, just a hop, skip, and a jump from the Interstate and downtown Chattanooga’s other attractions.

This is my first visit to this fine southern city, and folks, I’m here to tell you: Chattanooga is a fabulous town. I had no idea. This is a wonderful place, nestled along the Tennessee River close to the Georgia border. The Chattanooga Choo Choo. Lookout Mountain and Ruby Falls. Moon Pies (yep, for real). Great walking paths. Nearby Chickamauga Battlefield National Park. An incredible Civil War rifle collection. Dining that makes the word “fabulous” seem wholly inadequate. The verdict is in: I like this place!

So, what’s the deal with Moon Pies? Hey, if you’ve never heard of Moon Pies, you need to get out more often. And if you’ve never tasted one, well, trust me on this: You owe yourself this treat. It turns out that Chattanooga is where Moon Pies are made, you can get them in just about any local store, and there’s actually an official Moon Pie factory outlet in downtown Chattanooga. That fact, all by itself, makes Chattanooga a bucket list destination!

Heaven in multipack cartons. We bought several to bring home.

And we sampled a few, too. That other treat? That’s a Goo Goo, another local treat made in nearby Nashville, but that’s a story for another blog.

Lookout Mountain is another cool spot in Chattanooga, with an underground cave system that actually includes a 140-foot waterfall (all of which is underground). Think Jules Verne and a journey to the center of the earth. Yep, we hit it, too!

Deep in Lookout Mountain, headed for Ruby Falls.

Imagine what it must have been like to discover this while exploring an underground cave. Meet Ruby Falls, 140-ft tall, and all underground.

We had an incredible lunch at The 405, a place we just happened upon while walking around downtown. The 405 is a Middle Eastern restaurant (I love Middle Eastern food) and it’s another one of Chattanooga’s best kept secrets. I had a chicken shawerma sandwich and it was fabulous, with juicy roasted chicken, a perfect Tahini sauce, and pita bread made fresh on the premises. I told our waitress I write a blog for the most discerning riders on the planet (that would be you), and the owner was at my table in a heartbeat. It turns out that my new good buddy and restauranteur Rashad is one of us. He rides a BMW sport bike, and we had a conversation about the great roads in the Chattanooga area. Rashad told me you can ride 51 weeks out of the year in and around Chattanooga and the way he described the roads, this sounds like a place where I need to spend more time. From my explorations around this region, I believe him. I have to get back here. And when you get out here, you have to try The 405. Tell Rashad Joe sent you.

From downtown, it was a short ride to the Chickamauga and Chattahoochee National Military Park. We were lucky. It was Veteran’s Day, and the National Park Service was giving free guided tours. I think they do that every day, but seeing this sacred place on this grand holiday (on the 100th Anniversary of the end of World War I) made it even more interesting. Our guide was another new good buddy, in this case Ranger Chris.

Good buddy Ranger Chris on the Chickamauga battlefield.

Chris led a motor tour to three stops on the Chickamauga battlefield, and he made it come alive for us. If you’ve never been to Chickamauga, my advice is to put it on your list. Chickamauga and Gettysburg (fought just a few days apart) marked the turning point of the Civil War. We thoroughly enjoyed Chris’ presentation and the tour.

One of the best parts of the Chickamauga stop was the visitor’s center. It has several cannon on display, and a large map showing the battlefield.

Chris’s materials and his Ranger campaign hat. Good stuff at the Chickamauga visitor center.

The business end of one of many cannon on display at the Chickamauga site.

The Chickamauga visitor center also houses one of the best (probably the best) collection of Civil War rifles I’ve ever seen. It seems a local engineer and gun collector named Claud Fuller had built a collection of some 5,000 firearms and he donated a portion of his collection for permanent display here. They are magnificent. This collection, all by itself, justifies a trip to the area.

One of several halls displaying Civil War rifles from the Fuller collection.

Fiddleback maple on a black powder rifle. These are beautiful firearms.

A presentation-grade Spencer. I could have spent all day just looking at these rifles.

Color case hardening on a Remington Hepburn rifle. This is amazing work.

Several Trapdoor Springfields on display. These fire the 45 70 cartridge, one of the all time greats. The second one from the right is an Officer’s Model Trapdoor Springfield. I had never seen one before. I would have joined the Army just to get one of these!

After spending the afternoon at Chickamauga, we had dinner at the 1885 restaurant in Chattanooga’s St. Elmo district. I saw something on the menu I had never seen before: Mushrooms and grits. Hmmm, I wondered. That sounded interesting. And wow, was it ever!

…and this is after. Yep, it was that good!

After dinner, our waitress recommended the cheese cake. Hey, everything else had been amazing, so why not?

Lemon and cream cheesecake. It came with a discount coupon for the local Coronary Care Unit.

My dinner tonight was one of the finest I’ve ever enjoyed. It was a great way to finish a Chattanooga visit. I’m up for a summer ride in this area, and I’ll be back. We’ll be home in California by the time you read this, and we’ll have a supply of Moon Pies for a short while. Like my good buddy Reuben always says: What a life!

Less power and heavier than a Harley…

I promised you a few blogs ago that I found something with less power and more weight than a Harley. As a guy who’s owned a couple of the potato-potato bikes and more than a few dealer-emblazoned t-shirts (and being a firm admirer of The Motor Company), I give myself license to poke fun on occasion.

What might this discovery be, you wonder?

How’s this sound? It has exactly 1 horsepower, and it weighs 1200 lbs.

Take a look…

A descendant of the original W.K. Kellogg Arabians…

Yep, it’s an Arabian stallion. At least I think it’s a stallion. I’m sure of this, though: It’s an Arabian, and they sure are magnificent.

It seems old Will Kellogg (yep, that Kellogg…think Corn Flakes and Special K) owned all the land currently occupied by Cal Poly Pomona. He bequeathed the land to California with two caveats (that’s Latin, of which I am discovering myself to be one): California had to create an Ag College on the Kellogg estate, and the Ag College had to care for Kellog’s Arabians in perpetuity.

What a deal! The People’s Republik couldn’t say yes fast enough. That was, I think, back in the ’20s or so, and the Arabians have been running free on the Cal Poly campus ever since. Along the way, they’ve starred in a bunch of western movies and a few Disney features (the Magic Kingdom is just a few miles down the 57 from the Cal Poly campus, and Hollywood is just a few miles west on the 10). The best part, though, is that the Arabians are accessible to us, the public. And they are beautiful. Magnificent. Stunning. You really need to see these wonderful creatures.

One of the 15 or so colts born every year to the Cal Poly Arabians.

Cal Poly has a show every month, and Susie and I went this past weekend. It was awesome. Cal Poly students take care of the herd, and it is a sight to see. The show is open to the public, it’s only an hour long, and it’s grand and inexpensive entertainment. I get to go free because I’m an Emeritus (I didn’t even know I was a Roman, let alone one with a Latin title). I told one of the students I was an Emeritus (I guess I was trying to impress her), and she asked if that meant I was an old professor. It’s something like that, I told her. Anyway, that title got me in the door for free. For the rest of you Plebeians, it’s only $3. Trust me on this: It’s well worth it.

Good times, folks.

A saddle that would look right at home on any cruiser.

RX3 to RX4 Comparisons: Part 4

The RX3-to-RX4 comparison continues. We’ll pick up several more areas in this blog. Note that we’ve added an RX4 page to the ExhaustNotes website, too. More on that in a bit; for now, on to the comparo!

Starting at the back of both bikes, the RX4 has a subfender behind the rear wheel. The RX3 does not. Take a look…

The RX3 rear wheel. Note that there’s no subfender.

The RX4 subfender. This was something CSC could have added to the RX3, but chose not to (wisely, in my opinion)..

When CSC specified what they wanted on the RX3 a few years ago, they opted to leave the subfender off. I didn’t like the subfender, I thought it was ugly, and I didn’t see a need for it. I thought leaving it off was a good move.

You might think the RX3 subfender could have been added as an aftermarket accessory. It can, but it’s not easy. On the RX3, adding the subfender actually requires a different swingarm, so if you wanted to add a subfender you would have to replace the entire swingarm. That’s because the swingarm mounting points for the subfender are built into the swingarm (you can see that on the RX4 subfender photo, too). When CSC was defining the RX3 configuration, the question became why not just specify the swingarm that can accept the subfender, and offer the subfender later as an accessory? The reason is that because without the subfender, the swingarm looks goofy. It’s got this big mounting bracket at the rear on the right side, hanging out in space with nothing mounted on it.

Personally, I could do without the subfender on either bike. It just adds weight and I don’t care for the look. But that’s my preference. Your mileage may vary.

Moving back to the front of the bikes, the RX4 incorporates a radiator bottle fill port on the bodywork to the right of the fuel tank. It’s easily accessible (far more so than the radiator bottle fill port on the RX3, which is tucked under the fairing). This was a good way to go on the RX4. You know that if you have ever needed to add fluid on the RX3 it’s not easy to get the radiator bottle. Score one for the RX4. I like the RX4 approach better.

The RX4 radiator bottle fill port. It makes it a lot easier to add coolant.

The sidestands (or kickstands) on the two bikes are similar…and in the two photos below, you can see that the two bikes use the same footpegs. These are good footpegs, I think, because you can remove the rubber inserts if you wish. I never have done that, but I suppose there are guys out there who think they need to do that.

The RX3 kickstand. I found it easier to reach than the kickstand on the RX4.

The RX4 kickstand. Note the “wing” to make extension easier.

I find it very easy to reach the kickstand on my RX3; on the RX4 it was not as easy for me. That could just be me being used to the RX3.

Neither the RX3 nor the RX4 have a centerstand as standard equipment. It’s an option on the RX3 and I imagine it will become an option on the RX4, although it will be little harder for CSC to add a centerstand to the RX4. On the rear suspension linkage photos (they’re coming up next), you’ll notice that the RX3 has two mounting points that CSC uses for the bike’s optional centerstand. When I first saw those underframe mounting points on the RX3 in China, I assumed Zongshen added them because they anticipated adding a centerstand, but that wasn’t the reason. Zongshen uses the below-the-frame mounting points as an assembly aid during RX3 production as the bike is traveling down the assembly line.

Zongshen also has temporary centerstands (it takes two of these to lift the bike’s rear wheel off the ground) for use if you need to fix a flat tire, and I think CSC sells them if you want to buy a pair. I have a couple I carry around in my RX3, but (knock wood) I have never used them. I got a flat on the ride across China, though, and one of the RX3 clubmen we rode with in Beijing had the accessory maintenance centerstands with him. They work well, and that guy had my flat fixed in no time flat (pardon the pun).

That said, let’s move on to the rear suspension comparison. Here’s the rear suspension linkage on the RX3. Note that the RX3 linkage is constructed of stamped metal pieces. This is the setup that CSC changes when you buy an RX3 lowering kit.

The RX3 rear suspension linkage. Note the stamped metal parts, the rear damping adjustment point, and the centerstand mounting points below the bike.

The RX4 rear suspension linkage is substantially beefier, and it uses cast metal bits instead of stampings. It’s one of the reasons why the RX4 is heavier than the RX3.

The RX4 rear suspension linkage. I don’t think the RX4’s rear damping adjuster is as easily accessible as is the RX3’s.

The shift levers and the rear brake levers are different on the two bikes. The RX3 uses cast parts; the RX4 uses what appear to be stamped weldments. The photos below show the shift and brake levers on the RX3. Note that they are cast bits, they are painted silver, and they have a nice look to them.

The RX3 rear brake lever. It’s a nicely-finished casting.

The RX3 shift lever, another nicely-finished casting.

On the RX4, the shift and brake levers appear to be stamped weldments painted black to match the frame. In my opinion, they are not as nice looking as the ones on the RX3, but I suppose you could make the argument that if you bend the RX4 parts in a spill, the levers on the RX4 will be easier to fix than would be the RX3’s castings.

The RX4 rear brake lever. It’s fabricated from a stamped weldment.

The RX4 I’ve been riding has two ignition keys. One looks like a regular ignition key, and it fits the ignition lock, the standard luggage, the gas cap, and the rear seat release (just like the RX3). The other key that comes with the RX4 has a smaller black plastic handle. I don’t know why the two RX4 keys are different. I had a similar two-key arrangement when I owned a 1997 Suzuki TL1000S. The regular key (with the larger black plastic handle) was for normal use, and the one with the smaller black handle was in case the bike had an electrical issue and the fuel injection didn’t work correctly. It was designed to put the TL into a “limp home” mode. I never had to use it. I don’t think that’s what’s going on here, but I don’t know for sure. It’s one of those things I’ll have to ask the wizards at Zongshen about.

The black plastic handle on the RX4 key is larger than is the one on the RX3 key. Here’s a photo showing the RX4 key and the RX3 key…

The RX4 (on the left) and RX3 (on the right) ignition keys.

The rear brake master cylinders on the two motorcycles are also different. Here’s what they look like…

I like the rear master cylinder on the RX4 much more than the one on the RX3. You can just unscrew the RX4 cap to get to the reservoir, while on the RX3 rear master cylinder you need a Phillips head screwdriver and you have to remove two screws. The more-complicated RX3 design has a story behind it. Originally, the RX3 rear master cylinder was a much smaller affair. One of the CSC consultants advised that it was too small for its location near the exhaust pipe (the concern was that the master cylinder would be heated by the exhaust pipe and this could adversely affect brake performance). It never was an issue when riding the preproduction RX3 motorcycles or the RX3s we rode across China (both had the original design master cylinder), but I guess if you pay consultants you take their advice. On the RX3 I would have just gone with a conventional master cylinder like the one on the RX4 (which is similar to master cylinders on just about every other motorcycle on the planet). But Zongshen wanted to design a custom rear master cylinder for the RX3, and that’s how that strange-looking tapered affair on the RX3 came to be. In my opinion, the one on the RX4 is a better approach.

That’s enough for this blog, folks. Again, CSC asked me to mention that they are taking deposits now on the RX4, and if you want to get on board, here’s the link to do so.

Okay, okay….just two more things.

I’ve got a couple more blogs coming up on the RX4, including one I’m polishing now comparing the CSC RX4 to the Kawasaki KLR 650 (as my good buddy Chris suggested; it’s one that will probably draw lots of comments). You’ll want to keep an eye on the ExNotes site for the latest tech info on the RX4. And as promised, here’s the ExhaustNotes RX4 index page! Click on it and you’ll find an easy way to get to all of our RX4 articles.

And as mentioned before, please consider adding your email address for an auto-notify every time we post a blog (there’s a place do to that near the top of this page on the right). Do that and you’ll be eligible for our newest contest. On a quarterly basis, provided we get at least another 200 folks sign up each quarter, we’ll give away a copy of either Moto Colombia, Riding China, or 5000 Miles at 8000 RPM to a name drawn at random from our email database. The first winner will be announced sometime around Christmas this year. Please encourage your friends to sign up, too. If you’re already on the list, you’re eligible for the first drawing. We don’t give or sell our email list to anyone, so your address is safe with us.

Wild Conjecture: Kawasaki W800 Café

Kawasaki’s bold new W800 Café looks a lot like a restyled W800 standard but we here at Wild Conjecture have no way of confirming this statement. You see, Wild Conjecture by its very name is nothing but guesses bulked up with opinion into a plausible hunch.

The standard Kawasaki 800cc was a traditional British vertical twin brought into the modern world and for some reason sold poorly in the USA. I loved the thing from afar because I never saw one in the flesh. Before the 800cc version there was a 650 model that also suffered from desultory sales. Everyone who owned either model raved about them online but both were released before the latest wave of nostalgia motorcycles crashed ashore.

Kawasaki claims the styling is inspired by Kawasaki’s W1 650, which taken to its logical conclusion would mean the Café was inspired by an ancient 1950’s BSA A7 (later becoming the A10) twin. And that’s not a bad thing. For years the W1 650 held the title of the largest displacement motorcycle built in Japan until the CB750 Honda came sauntering into the room.

For me, the Café looks good overall but misses the mark in a few key areas. The colors shown on Kawasaki’s web site are dreadful. The faring and side covers are a mismatch for the fenders and gas tank. I know this is done on purpose but a bike like this should have an all alloy tank with chrome fenders. Kudos to Kawasaki for trying something different. Better luck next time.

The seat isn’t bad, in fact it looks good but I would prefer a dual seat without the hump on the back. The gas tank is a wee bit too short. Café Racers have long tanks for the rider to hunch over while he’s puffing on a fag. The short W800 Café tank would look better on Kawasaki’s W800 Scrambler. (No one has told Wild Conjecture that the Scrambler will be released early next year.)

The forks, side covers, rear fender and exhaust all look great to me. I like the shaft-driven camshaft and the air-cooling system. Hopefully you’ll be able to buy the thing without anti-lock brakes but I suspect the days of ABS delete are nearly over.

I’m sure the bike will ride well and the brakes and mechanicals will function perfectly. I’m also sure it’ll have a rev limiter that kicks in way too soon. I don’t see this engine leading Kawasaki’s push to retake the Flat Track series from Indian. It’ll be mild, maybe 50 horsepower.

At a list price of almost ten thousand dollars the W800 Café is up against stiff vertical-twin competition from Royal Enfield and Triumph. Both have better Café styling in my view. The Royal Oilfield has the added plus of an extremely low price.

But those other two aren’t built by Kawasaki. I’m kind of a Kawasaki fan boy so having the “K” beats not having the “K.” I think I’ll wait for the non-existent Scrambler version because a high-pipe model will work so much better with the cycle parts included on the W800 Café.

Zed’s Not Dead: Part 8

Progress has slowed on Zed. I really wanted to start the beast up. The problem is I haven’t figured out the ignition advancer issue yet. My E-buddy Skip sent me two of the things but neither one will work on the 1975 Z1 crankshaft end. I feel bad that Skip is trying to do me a favor and that the poor guy has to keep digging around in his parts stash. It goes to show you: no good deed goes unpunished. I am going to suck it up and buy a new, $159 advancer from Z1 Enterprises. Hopefully it will be the correct one and fit the crankshaft.

Meanwhile, I’m not ignoring the rest of the bike. Let’s face it, even if the engine is shot I have to get this bike running. The front forks were leaking and contained about 3 ounces of oil between both fork legs. This is down a bit from the 5.7 ounces per leg suggested in my shop manual. I know I said this was not going to be a show bike restoration but I couldn’t bear a future staring at this gouged fork cap bolt so I sanded the thing smooth and gave it a lick of polish. Of course this means that I have to do the other side also.

The internals of the forks were covered in sticky black goo, which required a ton of solvent and liberal doses of carb cleaner to cut loose. Then came rags stuffed down the tubes and pushed back and forth using a drill bit extension. The sliders came polished from the factory and since they were preserved under a coat of oil it took no time at all to spiff them up without crossing over to the dreaded Show Bike threshold.

All the fork parts look usable if not perfect. The upper section of the fork tubes that were covered by the headlight brackets is pretty rusty. I’ve polished it off a bit and will lube the rusty areas to prevent further rust. None of the rust will show on the assembled forks but I’ll have to deduct points when the bike is in the Pebble Beach show.

The fork sliders are held to the damping rod via this Allen-head bolt. There was a fiber washer to seal in the fork oil but I don’t have any fiber washers. I ended up grinding a copper washer to fit and I only have one of those. Looks like a trip to Harbor Freight is in order to buy their 5090 Copper Washer Warehouse kit.

The clutch actuator was in good shape but dirty and dry. Most of the ones I bought for my old Yamaha had the helix cracked. I suffered along with the cracked helix until Hunter found a new, re-pop part and sent it to me, asking if he could have some of the ones I’d stolen from him in exchange. I have no idea what the old man is on about. This Kawasaki part is much sturdier than the Yamaha part and crack free so that’s one point to Kawasaki in the red-hot clutch actuator wars.

I gave the sprocket/clutch actuator cover a quick polish. The aluminum on Zed is in great shape. It took about 5 minutes to shine this cover because it was smooth to start with. I’ll let the cover oxidize naturally after the bike is built. I can’t be expected to clean a motorcycle more than once.

I’m placing another big order with Z1 Enterprises today. They stock a lot of hard-to-find Z1 parts. It’s easier for me to order from one place and if your order is over $200 shipping is free. Who doesn’t blow $200 on bike parts? I don’t like filling out the credit card fields twenty times from a bunch of fly-by-night vendors and Z1E’s prices are in line with eBay sellers and other vintage parts sellers.

Want to catch up on the rest of the Z1 resurrection? Just click here!

A Tale of Two No. 1s

…and those two would be Ruger No. 1 single-shot rifles, arguably the classiest rifles on the planet. I smile when I hear folks talking about high-capacity magazines and black assault rifles. One shot, folks. That’s all it takes if you know what you’re doing. When you see someone hunting with a single-shot rifle, you know that rifleman knows how true sportsmen play the game.

My Ruger No. 1 in 7mm Remington Magnum. It has a period-correct Redfield Widefield 3×9 scope, and magnificent walnut.

Ruger introduced these rifles in the late 1960s, and they are still in production. In 1976, like I mentioned in an earlier blog, Ruger stamped every firearm they manufactured with a “Made in the 200th Year of American Liberty” inscription. I bought my first one back then, and I’ve had a soft spot for the Ruger single-shot rifles ever since. Both of the rifles you see in this blog (mine and good buddy Greg’s) are 200th Year Rugers.

Several years ago, I found a clean, used No. 1 in 7mm Remington Magnum. I had never owned a rifle in that caliber before, and I always wanted one. I bought it and I kept it for several years without shooting it, and then good buddy Marty gave me a stash of new-old-stock 7mm Mag brass. A few years before that, good buddy Jim had given me a set of 7mm RCBS dies. With the addition of Marty’s brass, all of a sudden I was in the 7mm game. I had the rifle, the dies, and the brass.

I loaded some 7mm ammo last summer and took the No. 1 to the range. I was disappointed but not surprised that it did not group well with that first load. It takes a while to find the right load, and the load I tried that day was only the first of many. It’s okay. These things take time.

Good buddy Greg’s No. 1, also in 7mm Remington Mag, and also a 200th Year Ruger. You just don’t see walnut like this on rifles today. The wood on Greg’s rifle is nicer than mine.

Good buddy Greg (I have a lot of good buddies) saw my No. 1 and he decided that his life would not be complete unless he owned one, too. He found one with even nicer wood than mine, and it, too, was a 200th Year Ruger. Yowwee, our load development time was cut in half! Greg was chasing the proverbial secret sauce and so was I.

So about this load development business: Every rifle is an entity unto itself. I’m not certain what that phrase means, but I like the way it rolls off the keyboard. I think it means every rifle is different, and if that’s the case, it sure is an accurate statement. What you do when you reload ammo (what most of us do, anyway) is look for a load that delivers superior accuracy. The gold standard is getting a rifle to consistently shoot three shots into an inch at 100 yards. Most of the time, factory ammo won’t do that. You’ve got to experiment with different combinations of bullet weight, bullet design, bullet manufacturer, bullet seating depth, crimp, powder type, powder charge, primer type, and brass case manufacturer, and if you get lucky, you might find that magic MOA load (minute of angle, or one inch at 100 yards) before you run out of money for reloading components. It is amazing how much difference finding the right load can make. It can take a rifle from 4-inch groups to the magic MOA.

In the case of my 7mm No .1, I’m getting pretty close. I tested a load this past weekend that averaged 1.080 inches at 100 yards. It shot one group into 0.656 inches…

Getting there…that old No. 1 sure likes this load!

I think I’m just about there. This weekend I was using old brass with old primers, it had not been trimmed to assure consistent length, and I did not weigh each powder charge individually (I just let the powder dispenser add the same volume with each throw). Those are all tricks we use to improve accuracy. If I resize and trim the brass, use new primers, and individually weigh each charge, things should get even better. That’s the next step. Then I’ll start experimenting with bullet seating depths. I’m thinking I might get this nearly-50-year-old rifle to shoot in a half-inch at 100 yards. That would be cool.

Like I said, it took awhile to get here. Here are the loads I tried before I shot that group above….

The best and most consistently accurate load is the second one from the bottom. The next steps will be to refine this load.

Want to see all of our gun stories? Just click here!

Back in The Day: The Bell Star Helmet

Different versions of the Bell Star. As the design evolved, the window grew and the helmet added a flip-up visor. They were the ultimate in cool.

In the early 1970’s I worked at The Art Colony, an art supply and picture-framing store on Westward Drive. Back then I fancied myself a sort of artist and I got discounts on oil paints, brushes, and different sizes of the pre-stretched canvas we made on site. The place smelled great. They had clay and water color supplies but I never messed with that stuff because I felt those materials were inferior to oil painting. Oils were good enough for the Old Masters so they were good enough for me. Even at 15 years old I didn’t like anything new.

Motorcycle vandalism was a problem at our school. Any nice-looking bike would be attacked in the school’s parking area. You’d get your seat cut or a bunch of rocks in your gas tank if the vandals were in a good mood. If they were in a bad mood your chain might be welded solid (the motorcycle parking area was next to the metal shop, a tactical error on the school administration’s part) or sugar poured in your tank. At the time I was riding a sweet, red Honda SL70, fully street legal and had a learner’s permit to ride in the daylight hours. I never took the bike to school. I’d ride to Carlson’s house, leave the SL70 there and walk to school.

After school I’d ride to The Art Colony and work a few hours until they closed. I earned fifteen or eighteen dollars a week, which was plenty to keep the SL70 in gas and tires. At least until Wilson got a Bell Star helmet. Damn, that helmet was cool. The rest of us had open face, jet-style lids that either slid back on our head and tried to choke us or pushed down onto our nose blocking most of the road. It was probably a fitment issue but we used whatever helmet no one else wanted. Buying a helmet was an unknown concept.

Wilson’s Bell Star fit his head and had a flip down visor that was great for riding in the rain. It rained a lot in Florida. Naturally, everyone started getting Bell Star helmets and whoever bought one became instantly cool. I had to have one. Murray Auto, in Hialeah had the best price on Bell Helmets: Fifty-one dollars out the door. This was a huge sum of money back when you could buy a running Japanese motorcycle for thirty-five bucks. Regardless, I had to have one. I wanted to be cool, too.

I beavered away at The Art Colony making frames, stretching canvas and skimped on everything I could. It took about two months before I saved enough to buy a Bell. Since I was working and couldn’t get to Murray’s during business hours I handed the money to Wilson for the helmet (he had an XL70 which was nearly the same motorcycle as an SL70) and he went to Murray’s to get the lid.

He brought the helmet back to the Art shop and when we opened the box the thing positively glowed. The paint was flawless, the interior was made of an exotic brushed rayon material. It was so clean. It was like the Playboy Mansion inside. Sliding the Bell onto my head was like entering another world. The intimate view from the Star’s porthole framed a world that had changed. I felt invincible wearing that helmet. I could batter down doors, go into space or ride through the worst rainstorm safe and dry inside. If you didn’t count the rest of my body.

Bell Helmets as I knew them went out of business. I don’t know what happened. I heard lawsuits killed them off. Another company bought the name and started making all sorts of Bell-branded stuff. Mostly for bicycles. You can still buy Bell-branded helmets, they even have a cool Star Classic model.

As for me, I’m back to wearing hand me downs or freebie helmets. I got a good deal on a twenty-five dollar no-brand helmet at Pep Boys. I feel my head is worth less and less with each passing day. Back when I was 15 I had my whole life ahead of me, a quality helmet was a good investment. Now, even with inflation-adjusted money I’ll probably never spend what that old Bell Star cost on another helmet.

A quick update…

Wow, we sure are generating a lot of interest, a lot of hits, and a lot of comments here on the ExNotes website and blog. We appreciate the comments, folks, so please keep them coming.

I need more form-generated junk emails like I need a summer cold, and I’m willing to bet you feel the same way. That said, please consider adding your email address to the list of folks we auto-notify every time we post a new blog. We try to post every day, and I know many of you probably just check in when it’s convenient. Getting on our email list, though, will add one advantage you won’t otherwise get. On a quarterly basis, provided we get at least another 200 folks sign up each quarter, we’ll give away a copy of either Moto Colombia, Riding China, or 5000 Miles at 8000 RPM to a name drawn at random from our email database. The first winner will be announced sometime around Christmas this year. Please encourage your friends to sign up, too. If you’re already on the list, you’re eligible for the first drawing. We don’t give or sell our email list to anyone, so your address is safe with us.

More news: The next Long Beach Moto Show is just around the corner. I’ll be there, and I’ll have lots of photos of Bold New Graphics from the Big 4, and interesting new models from everyone else. And yeah, I’ll get a few photos of the young ladies in the Ducati, Harley, and Indian booths, too.

Buy it online or at your favorite newsstand!

Make sure you check the newsstands for the latest offering from Motorcycle Classics magazine. It’s titled Tales from the Road, and it’s a dynamite collection of great travel stories that MC, one of the greatest motorcycle magazines ever, has run in the past. Two of my stories are in there, and I know you’ll enjoy them.

We’re going to be adding a couple more index pages to the ExhaustNotes site, as we have already done for the Resurrections, Baja, Dream Bikes, YouTube, Tales of the Gun, and Books pages. We’re thinking the next index pages will be on e-bikes, and another one for the CSC RX4. Those areas are getting a lot of attention and a lot of hits on the blogs we’ve done, and the idea is to make it easy for you to find all of our blogs on a particular topic. And speaking of resurrections, Joe Gresh tells me we may not be too far from hearing Zed, the star of the Resurrections page, fire up. I’m excited about that. Joe’s work on that barn-find Kawasaki Z1 sure is interesting. And there’s more good stuff in the works…a feature on an old Ruger rifle in 7mm Remington Magnum for which I finally found the secret sauce (a load delivering less than 1-inch groups at 100 yards), and a special feature on something that weighs more and has less power than a full-dress potato-potato-potato cruiser (I know you didn’t think that was possible, but I have the photos to prove it).

It’s getting dark what with the time change being in effect, and my keepers are telling me I have to take my pills and get ready for bed. Stay tuned; there’s more good stuff coming your way.

Dream Bike: 1931 Excelsior-Henderson

Seriously? A 1931 Excelsior-Henderson? That’s my dream bike? Well, sort of. This was a bike that had its day well before I was born, and you might wonder: How did it come to be my dream bike?

The story goes like this: In April of 2006, my good buddy Marty and I rode to the Hansen Dam British Bike Meet here in southern California. It’s a cool event that happens once of twice a year (the next one is this weekend, as a matter of fact). The Hansen Dam meet is a photo op on steroids, as the classic British and other bikes that show up are incredibly beautiful. I’ve been going for years and I have a lot of photos to show for it.

Anyway, the events run like this: The bikes all gather (typically around 400 or so show up), and after everybody socializes and oogles the bikes for a couple of hours (that’s oogles, not Googles), most of the bikes leave for a big ride through the mountains. On advice of counsel (that would be Marty), I never went on the ride. To hear Marty explain it, these are old British bikes, and riding in that parade involves a lot of dodging and weaving to avoid oil spills and, you know, pieces of old British motorcycles. We always wait for the mass exodus to leave, and then Marty and I bail.

That’s what we had done on that April morning back in 2006. Most of the older classics had left and Marty and I were just about to saddle up and go home when this really classy old bike rode in. I was intrigued by the bike, it looked to be all original, and I snapped a quick photo when it rolled to a stop…

Most of the other classics had already left, and this old masterpiece arrived…it was magnificent!

I was totally focused on the bike and I was snapping away with my little Sony Mavica (those early digital cameras were awesome). I hardly noticed the rider…even after he took his helmet off. But then…wowee!

You know, you always think of the great things to say after the fact. I should have asked, “Can I have your autograph, Mr. Letterman?”

Yep, it was Jay Leno. At first, I was the only guy there taking pictures. I asked what the bike was and he told me: A ’31 Henderson. Where’d you find it, I asked. “I just got it. This 92-year-old guy called me from Vegas, said he was getting a divorce, and he needed cash fast…”

I thought old Jay was pulling my leg, and then I saw the video I’ve included below. I guess that was a true story. Go figure.

Jay was pretty pumped up about the bike. I think it might have been the first time he had it out. He told me the bike was running 70 mph on the way over, and he pointed out the speedo telltale to prove it (Mr. Leno talks about that in the YouTube below, too).

Hey, but that’s enough of my yapping and keyboard tapping…check out the photos!

A thing of beauty. Look at this inline four and its cooling fins.

What a cool dash! Look at the speedometer’s telltale.

The view from the left. Today’s faired motorcycles just don’t get it. You’re supposed to be able to see the motor on a motorcycle! Modern faired bikes look kind of like a washing machine when you take the fairings off. This is a motorcycle!

That’s not shaft drive, my friends. Those giant gears drive the speedo cable. That’s how they rolled in the early 1930s. And how about that rear brake!

The horn, the headlight, and the front suspension. We don’t need no stinkin’ fork seals!

With a crowd watching, it took Jay two or three kicks to get the Henderson fired up. In the video below, he does it with a single kick. The badge on Jay’s jacket is from the California Highway Patrol. I’ll bet there’s a cool story behind that, too.

I sort of remembered Jay telling me the bike was a ’36, but I guess my memory is fuzzy. I found a video online and it’s a 1931 model. The video is cool, and I’m including it here for you to enjoy…

I’ve seen Jay Leno a half dozen times or so at motorcycle gatherings here in southern California. He really is a nice guy. There’s no pretentiousness or arrogance at all, and no security entourage. It’s just Jay, a fellow gearhead. I remember talking to this nice elderly woman at the Rock Store souvenir shop and she told me Jay was a nice guy. She went on to tell me that most of the other celebs who show up at the Rock Store were (to use her words) “real assholes.”

When Jay arrives at an event, he is swamped with folks wanting photos and autographs as soon as he takes his helmet off, and he always goes along with the requests. The pattern I’ve observed is that the attention lasts 15 or 20 minutes, folks get their photos and autographs, and then the King of Late Night Comedy is just another one of the guys wandering around checking out the other bikes. I’ve got a few photos of Jay over the years, and it’s always a treat to see him. I came home and told everybody I knew about seeing Jay Leno the first time it happened, and hey, maybe he went home and told everybody he knew about seeing me. I’ve seen Jay Leno at the Rock Store, at Newcomb’s, and at the Hansen Dam events. I even bumped into him once at Warner Brothers, but that’s a story for another time and another blog.

Want to see our other Dream Bikes? Just click here and you will!