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.

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.


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Baja, 150cc at a time: Part VI

As you’ll recall from our last installment of the CSC Mustang Baja saga, we left Ciudad Constitucion the next morning and we continued south.   We wanted to make Cabo San Lucas that evening.  That would be the turnaround point for our journey from southern California to the tip of the Baja peninsula, and we rode the entire distance on our little single-cylinder, 150cc, hardtail Mustang replicas.

Our intent was to bypass La Paz, as it is a large city and we didn’t want to get bogged down getting through it.   The map showed a bypass road, and that’s what we intended to grab.  But, our plans meant nothing. We missed the bypass road, and we found ourselves in downtown La Paz. Like I said, it’s a big town, and the temperature was over 100 degrees again.  We were getting goofy from the heat.  It’s almost hard to describe how oppressive the heat was.  We were literally in the tropics, having descended past the Tropic of Cancer.   High heat, high humidity, the hottest month of the year in Baja, fully suited in our riding gear…it was tough sledding.   Simon had the best idea…he started shedding the heavy riding gear.

Simon, with red suspenders flying…all the gear, all the time!
John and Arlene, suited up and sweating.

Simon wrote an entry on his blog that said it all…

La Paz is a hot sweaty city on the Sea of Cortez. We are hot and sweaty (other than J. who travels in air-conditioned splendour). We miss the bypass and are lost. I ask a lady for directions. She begins describing the route. I understand individual words, even entire sentences. The whole becomes a jumble. My eyes betray a fatalistic acceptance of inadequacy.
The woman halts her instructions. Her smile is familiar. It is the generous female’s smile of understanding when faced by male incompetence. Men are men. They have their uses. However, rational thought is not the male’s strong point (expect even vaguely mature thought and you will be disappointed). Humour them. Lead them by the hand. Such is the Latin way…

In brief, she stops giving directions and says, “It will be best if you follow me…”

A very patient woman and her daughter in La Paz, who guided us out of downtown…

Once we were out of La Paz, we were on the open road again and it was much better. Even when it’s hot, you can still stay cool on a motorcycle if you are moving.  When you stop, though, it gets warm and it does so immediately.  So, we kept moving. We were approaching the Pacific Ocean on the other side of Baja, and the temperature dropped a couple of degrees.

After La Paz on the eastern side of Baja, it was about 70 miles directly across the peninsula to Todos Santos on the Pacific side.  It was a nice ride.

We stopped in Todos Santos for lunch.  I grabbed this shot of my bike and I want you to notice the BajaBound.com decal.

Taking a lunch break in Todos Santos. BajaBound!

BajaBound was one of our sponsors on the CSC 150 run, and they are one of our advertisers now.  We were very grateful to Geoff and the good folks at BajaBound for their help on this adventure.

I wish I could remember the name of the place we had lunch in when we stopped in Todos Santos. It was great.

John and J enjoying lunch in Todos Santos.
Our Todos Santos waitress, Erica.

After lunch, we were on the road again…headed to our next stop and our destination for the evening, Cabo San Lucas!

Simon taking a break just north of Cabo San Lucas. He was 77 years old when I took that photo. I really admire him.
Curva Peligrosa means “dangerous curve.” I don’t know how you say “watch out for the goats.”
Just north of Cabo. This guy pulled out right in front of us…anybody who would do this has to be a real ass…

We encountered a lot of construction during our trip, which gave the CSC Mustangs a real workout. I would guess that we probably did about 50 miles or so on dirt roads where the main highway was under repair.

We didn’t intend to do any dirt riding on this trip, but we sure rolled through a lot of dirt. One of the things that surprised me was how well the little Mustangs handled in the dirt, and in particular, in soft sand. Soft sand has always scared me on a motorcycle.   At the time, I also owned a  KLR 650 and a monstrous 955cc Triumph Tiger.  With their narrow tires, these bikes would just sink into soft sand and do their best to toss me.  The Mustangs didn’t do that. They had wide tires (almost balloon tires) and they were very light. They handled the soft stuff just fine. I’m not advocating using a CSC 150 as a dirt bike, but if you find yourself on a dirt road with soft sand, these bikes handled it with grace.

And finally, the California Scooter contingent arrived in Cabo after 1100 tortuous, hot, and beautiful miles through Baja!   This was the perspective from our guest villa.

Cabo San Lucas! That’s the Sea of Cortez on the left, and the Pacific Ocean on the right.

Yep, some of the toughest riding in the world…and we did it!  We ran the entire length of the Baja peninsula!   I will tell you that I was absolutely beat when we finally made it to Cabo.  The heat was bothering all of us, my leg was giving me a lot of grief from a prior injury, and we were all feeling the burn of a long ride.  But we made it.


More good Baja trips on all different kinds of motorcycles…check out the ExhaustNotes Baja page!

If you would like to get up to speed on the prior installments of our CSC 150 Mustang replica ride to Cabo San Lucas, you can do so at this link:  The CSC 150 Cabo Run


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Learn more about motorcycling through paradise in Moto Baja!

My Other Ride: The Bomber

I saw the advertisement for The Bomber in our local Holloman Bookoo website. Holloman Bookoo is like Craigslist but more local. There may be other BooKoo sites but I haven’t searched for them because the stuff for sale is too far away. This story gets a bit complicated but I was searching for a drive train to scavenge for Brumby, my Jeep YJ.

The Bomber, a half-ton 1990 4X4 GMC Suburban, had 3:73 axles, a running throttle-body fuel-injected small-block engine and was the last year of the solid front axle Suburbans. 1989 and 1990 were odd years for Suburbans because the rest of GM’s truck line changed body styles in 1988. For some reason the Suburban didn’t make the cut and soldiered on with the classic Square Body until joining the rest of the gang in 1991. Except for logos, the Chevy and GMC versions are pretty much exactly alike.

The Bomber’s half-ton, six-lug front axle is GM’s take on a Dana 44. I watched a Dirt Every Day video that said 1989/1990 models received axle shaft upgrades and were maybe a bit better than the D44. All this was good news for Brumby because the transmission had lost a gear and the little YJ desperately needed more power.

The Bomber’s owner wanted $1800. I drove the big beast around and offered him $1500. It was too easy; did I leave money on the table? CT (my wife) was a little unsure about my plan to strip out the Bomber for a pie-in-the-sky plan to boost the Jeep’s power. The worst time to plan an engine-axle swap is when you have no place to work and are trying to find a house to live in so I put the ménage on the back burner and busied myself with the mundane tasks of life.

The old GMC ran well and I started using it to haul materials. The thing had crazy stiff springs on the rear axle: I could load 2 tons without the axle bottoming out. The 350 small-block, while no powerhouse, could pull the grade to my house without exploding into bits. The door sticker says “Built Flint Tough” and they mean it. The added advantage of a low-range transfer case and four-wheel drive meant I could haul a 10,00 pound, concrete mixer with a yard and a half of mud up Tinfiny’s steep, slippery driveway.

The Bomber came with a custom paint job that could not have been more out of place. It was shocking. CT recommended I cover over the Starsky & Hutch themed wagon if I ever wanted her to ride in the thing. It took less than a quart of BBQ black to roll over the offending stripes. Not that it looks good now, but at least people run away slower.

Shod with smallish but almost new 31” tires, the bomber looked a little cheesy in the tire division. Bigger, 33” tires that would fill the wheel wells were ordered from Wal-Mart. Just like that the Bomber’s value doubled. I put the 31” tires on Brumby the Jeep. Remember the Jeep? The reason I bought the Bomber?

The thing is, a Suburban is handy as hell to have around. I can load it up with bags of concrete or building materials and everything stays dry. We went camping in the beast; there’s over 8 feet of room for bedding if you fold the seats down. The body is dented but rust free. I use the ‘Burb for garbage dump runs and to scare people.

I’ve grown attached to the Bomber. You’ll hear no more talk of swapping drive trains. In fact a whole new list of projects has been created. I need to remove all the interior plastic and rugs from the passenger doors rearward because it’s too hard to keep clean. I want the cargo area bare metal so I can hose it out. The stupid wooden overhead console has to go because I keep hitting my head on the edge. Then the automatic transmission needs to be swapped out for a 4-speed manual. I can’t stand automatics. It’ll need a decent paint job at some point and a roof rack with one of those tents on top.

Worst of all I’m still on the lookout for a V-8 drive train to swap into the Jeep.


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Zed’s Not Dead: Part 7

 

I finally got Zeds’ carburetors reassembled onto the rack. I’ve synchronized the 4 carbs as close as I can. The Z1 repair book I have gives a down wind, throttle-slide gap to strive for and after I got that adjustment close I moved over to the upwind side and used a small drill bit as a standard to fine tune the gap. For me, it’s easier to work that side. I use a drag/feel type of measurement. You slide the bit back and forth to sense the tension between the slide and the lower carb venturi and then try to get them all the same. You’ve got it close when the next bit under is loose and the next bit over won’t go.


After trimming some rubber flashing where the brass manifold vacuum ports enter the new rubber manifolds I managed to get them installed without stripping any more 6mm screws. The manifold clamps are soaking in Evapo-rust as we type.

The Z1 uses a fancy-for-the-time crankcase vent system. Mounted on the rear of the top crankcase is a plenum to catch oil mist and condense it back into the engine. I took this apart because the hose leading from the vent to the air cleaner box was missing and I wanted to be sure some sort of oil loving spider did not take up residence inside. Luckily it was clean inside so I gave the can a quick polish and reassembled the thing.

Next I checked the valve adjustment because I’ll be starting the beast soon and I don’t want to fight the system if the valves are way out of adjustment. Before removing the valve cover I marked the front in case it matters.

The cams and valve shims look unworn. This bike shows 41,000 miles on the odometer! If this were a Honda the cam lobes would be galled. I know this because almost every Honda I’ve owned galled its cam lobes.

The valves are close enough to start the engine, two are on the tight side and two are on the loose side. Four valves are within spec. I’ll recheck everything after starting the engine in case a chunk of carbon or a mouse paw is affecting these readings.

Zed’s clutch cable is in bad shape so I removed the clutch actuator housing/sprocket cover for replacement and cleaning/lube/adjustment. Inside I found the neutral light indicator switch broken off. I don’t think a ton of oil would have spewed out as the hole is not pressurized but it most likely would have leaked.

Zed appears to be going backwards but trust me she’s making progress. With the front of the bike jacked up you couldn’t miss the loose steering head bearings. Rather than just tighten them I took the forks apart to re-grease them. Much like removing the sprocket cover it’s a good thing I did. The top bearing looks fine but the bottom is pretty rusty. I’ve cleaned this mess up and in a pinch the bottom bearing, while pitted, could be used again but I’ll order new bearings. I’m in no mood to take the front apart again.

Zed’s fork seals were leaking. Another stroke of luck as the oil kept the lower section of the fork tubes from rusting. Under the headlamp ears the rust is worse. I’ll clean it off and coat that section with grease when I reassemble the forks. You’ll never see it. I’ve started cleaning the fork legs in preparation for disassembly. You probably already know this but remember to loosen the big bolt on top of the fork tube before removing the tubes and loosen the allen-head bolt on the bottom of the fork sliders (under the axle boss) before removing that big top bolt.

My buddy Skip sent what we hope is the correct spark advancer unit so Zed should have everything it needs to start soon. I’m a little concerned that I can only find first gear and neutral in the transmission. Hopefully, once the engine starts and oil is slung around the gearbox will shift.


Want to follow the entire Z1 resurrection? Just click here!

Zed’s Not Dead: Part 6

I’ve been spending some time with Zed’s carburetors, working on details that required home-brewed engineering. The Mikuni carbs on Zed don’t have a traditional choke (a flap that blocks air going into the carb causing a rich mixture) but we still call it a choke. Instead, Zed’s carbs employ an enrichener circuit, which is more like a tiny, completely separate carburetor grafted onto the main body of the carb. Sort of like the brain inside Krang’s stomach on the Teenage Mutant Ninja Turtles cartoon. The enrichener has its own air intake on the upwind side of the throttle slide. This fuel circuit is fixed; no adjustment needed and is controlled by a plunger on the downwind side of the throttle slide. Lifting the plunger allows air to flow through the tiny carburetor at a pre-set fuel/air mixture and if everything else is right, helps a cold Kawasaki engine start better.

One of Zed’s four carbs was missing the little plastic bobbin that slides over the enrichener plunger shaft and is held onto the shaft by a tiny Jesus Clip. Two small fingers connected to the choke rail act on this bobbin and without it the plunger won’t lift. I Googled for a bit but could not find the bobbin part so I attempted to make one. I drilled a plunger-rod sized hole through a small piece of nylon and chucked the nylon into a Ryobi drill. Using a flat file I machined the nylon as the drill motor spun: a New Mexican hand-lathe. It worked great until the center of the bobbin got too thin and the whole mess spun out of control leaving me with a distorted pile of junk.

Back to square one. I noticed how the bobbin was nearly the same size as the pop rivets I’d been using to assemble parts of Tinfiny’s generator room. I have about 500 of these rivets in stock so I could afford to lose a few. Knocking the pin out of the pop rivet revealed a bore just a wee bit small for the plunger shaft but it was not a problem to run a drill bit through making the bore an exact fit for the plunger. A pop rivet only has one flanged side so I repeated the process on a second rivet, cut the two rivets to equal the length of a factory bobbin and assembled the mess. I cannot wait for a hard-core Z1 enthusiast to happen upon the aluminum bobbin. It’ll probably cause a heart attack as most Z1 fans are around 75 years old.

Between the throttle linkage pivots on each set of two carbs there are little dust covers made from a treated black paper. Or maybe the dust covers are rubber, I can’t tell. Three of the four covers were broken on Zed. The covers go over the springs and ball joints on the linkage. They don’t seal all that well but might keep a larger bug from crawling in there.

This is a part I didn’t bother looking for because I can make new ones in less time than it takes to look them up and order them. I used the thin plastic lid from a box of self-tapping sheet metal screws. Without a lid you know the screws are going to end up scattered across the shed floor. The dust covers didn’t come out as nice as I would have liked. Luckily, once installed you can’t see the things.

On the Z1 900cc, each set of two carbs share a fuel inlet pipe. The pipe goes between the carbs and is a metal Tee fitting with thick rubber o-rings cast onto the straight section of the Tee. This rubber hardens and shrinks resulting in a loose, leaky fit. You can buy new ones for 34 dollars but if you’ve read Zed’s Not Dead this far you know what is going to happen next.

I cut the rubber away from the fuel pipe and polished the exposed metal to ensure a smooth sealing surface. Then I drilled a small hole near the end of the pipe in order to install a pin (made from the drill bit). The pin is the same length as the width of the fuel inlet bore so once it is installed in the carb body the pin can’t fall out.

Now I used a ¼-inch length of rubber fuel hose (be sure to use the non-reinforced hose as cloth reinforcing strands will wick fuel, causing a leak) and slid this hose onto the fuel Tee. Next came washers and finally the pin. The assembly fits snugly into the carburetors. It helps to put the fuel feed hose on before you slide the carbs together. Hopefully it won’t leak.

I’ve got the carbs assembled onto the rack and everything seems to work smoothly. I’ll be testing the float levels on the bench and will sync the throttle slides as close as I can get them. The idea being all four slides move the same distance in unison. Even if they’re not perfect the bike should run reasonably well. Later, manifold vacuum gauges can be used to adjust the carbs for any slight differences between cylinders.


Want to follow the entire Z1 resurrection?  Just click here!

A Ducati story, and more…

I get four motorcycle magazines:  Motorcycle Classics, RoadRUNNER, American Iron, and Motorcyclist.  Every  once in a while, a story comes along that goes way beyond simply being good.   The current issue of Motorcycle Classics has such a story:  Tempting Fate: Around the World on Ducati 175 Tourismos.   Landon Hall is the Motorcycle Classics Managing Editor, and he (along with Richard Backus, the head honcho) have a winning formula:  A great team of writers and photographers, an eye for a great story, a focus on vintage bikes, and the ability to pull it all together in every issue.  I once told Landon that each time I get the latest copy of Motorcycle Classics, I get concerned because it is so good I don’t know how they’ll be able to do better in the next issue.  And then they do.  Every time.

World travelers from the 1950s…two well-worn Ducati 175s.

The story, Tempting Fate: Around the World on Ducati 175 Tourismos , is about two young Italians (Leopoldo Tartarini and Giorgio Monetti) who went around the world on Ducati 175cc motorcycles in the early 1950s.  The tale appealed to me immediately because it involved a long journey on small displacement motorcycles, and the writing and the photography sealed the deal (Hamish Cooper penned the story and Phil Aynsley did the photography).  The details made it come alive, like this one: Ducati actually issued these guys handguns as part of their kit (Steve Seidner, are you getting my drift here?).  And more.  Lots more.  Trust me on this:  You’ll enjoy this article.

More good info…the index page for our ExhaustNotes gun stories is up, and you can get to it here:

The 70% Rule

One of my moto buddies stopped by Tinfiny Ranch, our high desert lair in New Mexico, and in the course of showing him around the property we got to talking about how incomplete everything was. He called it the 70% rule. As in 70% is close enough and time to move on to another project.

I blame it on my upbringing because I was raised in a house that was under construction for 16 of the 19 years I lived at home. There were additions, a second floor added, Walls knocked out and relocated, wall unit air conditioners installed and all manner of improvements that never saw completion. Oh, the stuff was sort of finished. The air conditioners worked fine but were never trimmed out, leaving a jagged edge around the face. The second floor had a beautiful staircase and the roof didn’t leak but it was still bare walls and floors when I left home for good. Same for the upstairs bathroom: the plumbing was stubbed out but the fixtures never were installed. The cats loved it up there. They had the whole floor to themselves.

Finishing just doesn’t seem that important to me. I’ve got the off-grid solar panel system working in Tinfiny’s large metal shed. Except it needs more batteries to complete the storage system. I have the 3000-watt array connected to four group 31 batteries, which the solar can charge in about an hour of sunshine. The rest of the day the solar power is wasted. I need about 12 more batteries to give the solar panels something to keep them busy. And I’ve yet to run the 12-volt circuits or the 24-volt circuits but I do have some LED lights and 120-volt outlets.

I’d like to have a concrete floor in Tinfiny’s shed. I’ve been working on it. Sadly, only around 25% of the floor is concrete leaving 75% (AKA the lion’s share) dirt. It’s a solid sort of dirt though, and not much water runs under the building’s edge when it rains, unless it rains really hard. Then it gets a bit muddy. It would have been a heck of a lot easier to pour the slab first, then put the building up but that ship has sailed.

I’ve nearly finished the water system. There’s a 2500-gallon tank being fed rainwater from half of the shed roof. I plan to gutter the other half some day but first I have to finish those 24-volt circuits to get the pressure pump working. I know the pump works ok because I’ve rigged it up to an 18-volt Ryobi battery. It’s just temporary, you know? There’s a pesky leak on one of the Big Blue filters. I’ve taken the canister apart several times but it still leaks from the large o-ring recessed into the canister. I leave the Ryobi battery out of the jury-rigged power connector when I don’t need water. That slows the leak quite a bit.

When you are off-grid you need a generator as backup in case a series of cloudy days runs the battery-bank down. Of course, the generator needs its own well-ventilated, soundproofed shed to keep the generator out of the elements and not drive everyone within a 4 square mile area crazy. I have almost finished the generator shed. I’ve got the floor poured, the wiring to the solar-generator transfer switch installed and complete but for some reason the wheels came off and the project stalled.

Lately I’ve been tinkering with an old Kawasaki Z900. If I run true to form and leave it 70% finished something will have to give. I could eliminate the brakes or maybe run 3 sparkplugs instead of 4. Tinfiny Ranch has more examples of my inability to complete a project. I estimate around 30% more. Hey wait a minute, this means we are nearly 70% done with this story. I guess that’s close enough.

Sniper!

A thing of great beauty…10 hand-rubbed coats of TruOil, glass bedding, a trigger job, and a consistent 10-ring shooter. My Mosin is 75 years old.

I’ve written before about the Mosin-Nagant rifle, and I thought I would return to that topic to tell you a little bit about how I got into playing with these fine old Russian infantry rifles.

I had seen Mosin-Nagants on the discount racks at what I had always considered low end gun outlets (Big 5 Sporting Goods and other general purpose stores), but I never considered purchasing one. The Mosins on the rack were filthy, caked in cosmoline with dinged-up stocks.  They initially sold for $59 here in the US a few years ago, and they looked like $59 rifles to me.   Cheap.  Not up to my standards.  I was and still am a gun snob.  I thought the Mosins were too dirty to even handle, let alone purchase.  Nope, not my speed, I thought.  Any rifle that Big 5 was selling for $59 was not worth my time or consideration.   Ah, if only I knew where prices were headed, and just how good these rifles are.

Fast forward a bit, and I was teaching a class on engineering creativity at Cal Poly Pomona. One of the techniques engineers can use to inspire their creativity is called TRIZ. It’s a technique that came to us from the old Soviet Union, and it involves looking at older designs in different product areas for ideas.   A classic example is Paul Mauser’s bolt action rifle, which is said to have been based on a common gate latch (in fact, I used of photo illustrating this as the cover shot for Unleashing Engineering Creativity).

http://exhaustnotes.us/images/Books/UnleashingEngineeringCreativity.jpg

One of my young students approached me after class to tell me about the Mosin-Nagant he and his father had purchased (at Big 5) for under a hundred bucks, and how much fun they were having with it. That planted a seed, and when I stopped in for my weekly gun-gazing fix at a local gun shop later that week, I bought a Mosin they had on the rack for $129.  The kid who showed it to me put it in the box when I started my 10-day waiting period (here in the Peoples Republik of Kalifornia we have a lot of goofy gun laws).  What neither that young man nor I knew was that there was a bayonet in the Mosin-Nagant’s cardboard box, and when he slid the rifle into it, the bayonet scratched the hell out of the stock.

Live and learn, I guess.   I wasn’t upset.  In fact, I was glad. The rifle was inexpensive enough that I saw the bayonet scar as an opportunity to completely strip the rifle down, do a trigger job, glass bed the action, and refinish the stock.  I did, and the rifle went from being a banged-up, gouged-up, cosmoline-encrusted derelict to…well, a  thing of great beauty. I kid you not, as the saying goes. Every time I take my Mosin to the range, I get compliments.  It’s the rifle you see in the photo at the top of this blog.

Russians like cosmoline, I guess. The cosmonauts apply it liberally.

But that’s not the whole story. The rest of this story is that the thing can shoot. I only shoot my own reloads, and the results are phenomenal. I have a jacketed bullet load I use and another load for cast bullets . Both are extremely accurate. My $139 Mosin is the most accurate open-sighted rifle I’ve ever shot.   Who knew?

That accuracy thing is not unique to my rifle. My good buddy Paul bought a Mosin after listening to me rave about my Russky rifle (in fact, several of my friends bought their own Russian war horses after listening to me babble on and on about mine). Paul found out his rifle was a former sniper weapon, and he asked me to try it. I did. I put three of my reloads through it, and after firing the first shot, I thought I missed on the second two (the target was 50 yards downrange, and all I could see at that distance was one hole). When I looked through the spotting scope, though, it told a different story.

Paul’s sniper, after I put three rounds downrange. I offered to buy Paul’s rifle and start the 10-day People’s Republik waiting period immediately. “Nyet,” was his only reply.

The Mosin sniper rifles are amazingly accurate.  When the U.S. military equips snipers, our armorers build the rifles from the ground up to assure extreme accuracy.  The Russians did it differently.  The Russians built approximately 17 million Mosin-Nagants from 1891 on, and they range fired every one of them.  When they found a rifle that was particularly accurate, it was designated as a sniper weapon.  It was one of those rifles you see in the photo above.

The price on Mosin rifles is climbing.   Today they go for something north of $300.  But trust me on this:  They are still a bargain at that price.  And wow, can they ever shoot. If you’ve ever thought about buying one, there’s no time like right now.  I think prices are going to continue to climb.

We include gun stories here on the ExNotes blog because we like to shoot and we like to write about shooting.  The feedback we get from you, our motorcycle blog followers, tells us you enjoy reading about gun stuff.  The collection of ExNotes gun stories continues to grow, and we want to make it easy for you to find it.  So, another bit of news…we’ve added a Tales of the Gun index page on the ExNotes site!


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Loud Pipes Save Lies

A symphonic ’79 CBX with a wail as sweet as sugar…

Air-conditioning is a luxury in my world. Compressors, evaporators, electric clutches, if that junk fails I never bother to repair it because my trucks are not worth the investment. Running without AC requires open windows and I heard the 4-cylinder sport bike coming up behind me on the left. He was about three car lengths back and well up into the RPM range. You may not like that sound but it was music to my ears.

The main point is I heard him. So many motorcycle anti-noise campaigners claim that exhaust noise is one direction and useless as a safety measure. Like no one in front of you can hear your blat-blat-blat. The naysayers turn into online audio engineers describing the physics of sound and how loud pipes can’t possibly alert anyone to your presence. And they are full of crap. I heard the bike coming up behind me.

Go ahead and argue sound is annoying on a motorcycle. Push for better rider training. Explain to me how citizens shouldn’t be disturbed from their slumber as they text down the highway running over anything not traveling their same speed and trajectory. Say that loud motorcycles are causing Cagers to dislike us and that lawmakers will try and ban us. It all may be true. Those are worthwhile arguments.

But don’t tell me you can’t hear loud pipes. With your widows up and the stereo blazing away you probably can’t but there are other, less-insulated road users that can hear the outside world. Bicyclists, walkers and people without air conditioning will be alerted to your motorcycle long before you collide with them. Electric car owners report that pedestrians wander in front of their silent rides. That kind of stuff won’t happen to a drag-piped, stretched-swingarm Hayabusa spinning 9000 rpm.

Loud pipes can’t be both annoying and unheard on the road. The effect is even more pronounced in town: A straight-piped hog announces itself blocks away. The damn thing sounds like a bear rifling through garbage cans but I know it’s out there somewhere because I can hear the big V-twin stumble and fart like internal combustion is not settled science.

Sure, pipes make more noise towards the back because that’s the direction they are pointed. Would it be so bad if some Whopper-eating, stereo-adjusting, GPS-programming car driver heard you a few hundred feet before running your annoying ass over? If sound doesn’t equal safety then why are street-driven motorcycles equipped with horns? You can’t have it both ways.

The Greshqvarna….

Personally I don’t like loud pipes. They wear me down on long trips so I mostly run stock mufflers. My Husky came with an aftermarket muffler that is pretty loud but I leave it on out of inertia.

Has anyone’s life been saved by a loud exhaust system? Who knows? It’s difficult to prove a negative, something that didn’t happen. Trying to work within the system or to curry favor from others by silencing your motorcycle is a mug’s game. Run whatever exhaust system you prefer. Motorcycles, loud or quiet, are going to be annoying to the general public. Our very existence seems dangerous to them and their anger towards us isn’t noise related. It’s because we are not following the rules.

Zed’s Not Dead: Part 5

Regular readers (if anyone who reads this endless chain of Kawasaki Z1 resurrection stories can be called Regular) will recall the broken intake manifold screw problem. I tried soaking the busted screw in penetrating oil, drilling it and using an easy-out to no avail. I heated the cylinder head around the broken screw. It didn’t budge (the screw, that is). I even ground a Harbor Freight screwdriver into a straight-sided, square easy out so as to not expand the screw tighter into the hole like commercial, spiral-type easy outs. I had a really good purchase on the thing but nothing doing. The screw was well and truly stuck.

My last resort hinged on drilling a hole exactly through the center of the broken piece with a left-hand drill bit. If you’ve never used a left-hand drill bit they are exactly like a right-hand drill bit but they cut in an anti-clockwise direction.

The reason lefty bits are the nads for removing stuck or broken bolts is because of their natural tendency to unscrew whatever they are drilling into. By increasing the bit size in stages hopefully you can get the offending screw so thin that the remaining threads weaken, collapse slightly and wind out of the hole looking like a coil spring. And that’s mostly what happened except the thread came out in pieces.

After clearing out the swarf I ran a bottoming tap into the hole and tidied up the threads as much as possible. I will use a slightly longer screw to compensate for the compromised hole but I’m pretty sure it will be fine and I have avoided using a Helicoil thread repair, which is the hack mechanic’s favorite crutch.

Zed was missing a few ignition parts so my Internet buddy Skip Duke sent me a spark advancer that very nearly fit the Kawasaki. The bolt that holds the advance to the crankshaft was a size too large for the hole in the advancer. Skip and I held a web-confab and decided that the advancer was the wrong part. Skip dug around his Z1 parts horde and found another unit that will work. This is the best thing about the Internet: you meet generous people that share your old motorcycle affliction.

I haven’t forgotten about the carburetors either. I’ve been soaking them in Evapor-rust and the stuff is doing a fine job. It’s very mild so you can leave zinc carb bodies immersed for days without fear of eating away the good parts. All four of the carbs are clean and I’m waiting on a few parts before I can reassemble the rack.

Zed’s little clutch-cover, oil level window was black with sitting-bike mung. It was so black the oil level could not be determined. I removed the cover and cleaned out behind the metal back-plate. Since I had the cover off I figured it would be a good idea to check the clutch plates for wear. The fibers are within tolerance and the steels are only slightly rusty so I’ll clean all those parts up and Zed should have a functioning clutch.

When Kawasaki designed the Z1 they went all out. This was Big K’s flagship motorcycle and the robust clutch is a fine example of strength. The large, straight-cut clutch gear would not look out of place in a one-ton manual truck transmission. The fingers that locate the fiber plates are surrounded by a steel band to prevent them from spreading under load. This clutch is awe-inspiring and looks like it could handle double the Z1’s 82 (claimed) horsepower. The bike has 41,000 miles showing on the clock and the metal parts show minimal wear. I am impressed.

Don’t take my word for it, here is the author of the Z1 repair manual waxing eloquent over the Z’s clutch.

I’m making another list of parts and will be blowing more money on Zed. I really hope this engine runs without a lot of knocking and the transmission shifts like butter.