Tough gear for tough jobs…the Duluth Flex Fire pants are great!
I didn’t know about Duluth’s cargo work pants 40 years ago. That’s how long I have crawled around in the bilges of boats and after many thousands of patella-miles my knees are shot. Towards the end it got so I’d have to work on my side, putting weight on my hips because my knees hurt pretty much all the time.
Sure, I tried kneepads. Every brand or style of pad cut the circulation to my legs or if they didn’t restrict blood flow they’d fall to my ankles as soon as I stood up. The best solution I could come up with was a chunk of packing foam and I kneeled on that sucker whenever I could remember to drag it into the bowels of the boat I was working on. Unfortunately, memory was the second thing to go in the boat-fixing business.
Kneepad inserts…a fabulous idea.
Duluth makes many styles of pants but the ones that caught my eye are the Ultimate Cargo Work Pants with kneepad inserts. By the simple act of sewing on a hook-and-loop-pocket large enough to hold a foam pad Duluth solved both the sore knee and the blood circulation problems in one fell stoop. The pants run $59 and you’ll need the pads (Not included? Why the hell not?) at $10. 70 bucks was a lot of money 20 years ago. Today, it’s the going rate for any heavy-duty work pants.
The things aren’t perfect. The pad pocket may slide off to one side or the other when you kneel down but it’s not a problem to re-situate them. The material is a stretchy, hot blend that will have you sweating in temps over 75 degrees. Still, it was a revelation to kneel down without pain. The pants put a spring in my knee and I had a newfound confidence in my ability to connect with floors and low-slung mechanical contraptions on a deeper, more meaningful level.
Duluth Flex Fire work pants…good for work and good for riding.
The Duluth pants would work great as knock-about motorcycle riding wear and I plan on using them for just that purpose as soon as it gets a bit cooler. If you are a tradesman or tradeswoman that must work from your knees don’t wait 40 years like I did. Let Duluth’s built-in pads cushion (and save) your knees and extend your career. If I had used these pants from the get-go I could have been one of the lucky ones who kept working on boats until their backs gave out.
This is an interesting video about used bikes under $2,000 that might make for good winter project bikes, and the guy who created it was so taken with the idea of a new CSC bike for under $2,0000 that he included a segment on CSC. CSC is one of our advertisers and both of your blogmeisters (that would be Arjiu and Dajiu) put big miles on the RX3 on rides in China and the US. It’s a good video…our compliments to the guy who put it together. Enjoy!
This is an interesting story about the development of the .45 ACP 1911 and a sister military sidearm, the 1917 revolver, and maybe a little more. To really appreciate the history of these two guns, we need to consider three cartridges (the .45 Colt, the .45 ACP, and the .45 AutoRim), and four handguns (the 1873 Colt Single Action Army, the Model 1911 Colt, the Model 1909 Colt revolver, and the Model 1917 revolvers). Wow, that’s a mouthful. But it’s a fascinating story.
So what is this story about? A tale of two .45s, or of four?
The Two .45 Handguns
Well, it started out as a tale of two…the 1911 Rock Island and my Model 625 Smith and Wesson. But I’m getting ahead of myself. Read on..
The 1873 Colt Single Action Army, chambered in .45 Colt (the cartridges you see on the gunbelt). If you grew up watching cowboy movies (like I did), you know this gun well.
.45 ACP Historical Perspective
To best understand this, we need to go back to 1899, and maybe as far back as 1873. Yep, this tale goes back a century and a half.
In 1899, the Philippine-American War started (it’s also known as the Philippine Insurrection). We sent US Army troops armed with .38-caliber revolvers, Krag rifles, and 12-gauge shotguns to put down the insurrectionists (the Moros), and we found out the hard way that the .38 just wouldn’t cut it as a military sidearm.
General John J. “Black Jack” Pershing, who was a captain during the Philippine Insurrection. He had direct experience using the .45 Colt Single Action Army during the American Indian wars. Pershing was America’s only 6-star general, a rank never attained by anyone else. He fought Indians, he chased Pancho Villa in Mexico, and he commanded American troops during the first World War.
In response to this, or so the story goes, the Army tried all kinds of handgun ideas, including the then-new 9mm Luger. There was a lot more to the story than just the concept that the .38 wasn’t enough gun, but it’s the version that is most frequently bandied about and we’ll stick with it to keep things simple. You hear about drug-crazed Moro insurgents, you hear about religious fanatics, and more. I don’t know which parts are true and which parts are, to use a current term, fake news. But I do know that as a result of that war, the Army wanted a handgun with more power.
The idea of a semi-automatic handgun was cool, but the Army thought the Luger was too complicated and the 9mm cartridge wasn’t much better than the .38. The .38 and 9mm bullets are essentially the same diameter (one is 0.356 inches, the other is 0.358 inches), and neither had enough knockdown power.
Our Army went back to an earlier cartridge, the .45 Colt, a rimmed cartridge used in the old 1873 Single Action Army Colt. It’s the six shooter that you see in the old cowboy movies (the one holstered in the photo at the top of this blog). The old 1873 was a single action sixgun (you had to pull the hammer back for each shot). By the time the Moro Wars rolled around, both Colt and Smith and Wesson had double action revolvers. On those, all you had to do was pull the trigger (that cocked the action and fired the weapon). To meet the new need in the Philippines, Colt manufactured double action revolvers (their Model 1909) chambered in the .45 Colt round. The Army was all for it, and they felt it met their needs (at least on an interim basis).
An interim solution to the unstoppable, presumably drug-crazed Moro insurrectionists…Colt’s Model 1909 revolver in .45 Colt, the same cartridge used by the Colt 1873 Single Action Army.
Having played with the Luger, though, the Army liked the idea of a semi-automatic handgun. But that puny 9mm round wasn’t enough back in those days, so the Army invited firearm manufacturers to submit larger caliber automatic pistol designs.
The 1911
The winner, of course, was John Browning’s 1911 design, and the .45 auto came into being as the US Army Model of 1911. It was a new gun and a new cartridge. The 1911 couldn’t shoot the rimmed .45 Colt cartridge used in the 1873 Peacemaker and Colt’s double action Model 1909 handguns. Instead, it used a new .45 ACP round (“ACP” stands for Automatic Colt Pistol), which fired the same big .45-inch-diameter bullet in a rimless cartridge case (actually, the cartridge has a rim, but the rim is the same diameter as the rest of the cartridge case, and that allowed it to work in the new semi-auto).
The 1911 Colt Auto. The new automatics used the rimless .45 ACP cartridge. The .45’s claim to fame is its tremendous stopping power.
The 1917 Colt and Smith and Wesson Revolvers
Fast forward a few more years and World War I started. The Army’s preferred handgun was the 1911, but there weren’t enough of the new semi-autos. Colt, and Smith and Wesson came to the rescue by modifying their earlier big bore revolver designs to shoot the .45 ACP cartridge, and the Army issued these as the Model 1917 revolver.
A US Army 1917 Smith and Wesson. These are beautiful revolvers. The gizmo beneath the grips is a lanyard attach point, which tied the gun to the soldier who carried it.
The 1917 double action .45s were phased out of the Army a few years after World War I ended, and they were sold as surplus to the public (things were different back then). Model 1917 revolvers are highly collectible today. I owned an original GI issue Colt Model 1917 back in the 1970s, when you could pick them up for about a hundred bucks. I loved that revolver, but I stupidly sold it 40 years ago. (When discussing firearms, the phrase “stupidly sold” is inherently redundant. Like nearly all of the guns I’ve sold, I wish I still had it.)
The three cartridges, all in .45 caliber. The one on the left is the .45 ACP, as used in the Model 1911 automatic and the Model 1917 revolver (and my Model 625 revolver). The one in the middle is the .45 AutoRim, which is essentially the .45 ACP but with a rim (that allows it to be used in the Model 1917 revolver and its descendants without a star clip). The one on the right is the old .45 Colt, which has been around since 1873 and is still a popular revolver round.
The 1911 .45 auto? It continued as the official US Army sidearm for the next seven decades. I carried one when I was in the Army. Like a lot of shooters, I think it is the best handgun ever.
In 1985, the Army replaced the 1911 with the 9mm Beretta. That (in my opinion) was a dumb move, and apparently the Army ultimately came to its senses with regard to the Beretta, but they stuck to the 9mm Luger round (now the NATO standard pistol cartridge) when they went to a Beretta replacement. The Beretta is being replaced by yet another 9mm (the SIG).
The Model 625 Smith and Wesson
No matter; there are still many of us who consider the 1911 in .45 ACP the ultimate sidearm. I’m one of those guys, but I’m also a huge fan of the double-action revolver in .45 ACP. The good news for me (and you, too, if you’re a .45 auto fan) is that Smith and Wesson still makes a modern version of their double-action revolver in this cartridge. It’s the Model 25 Smith (or, in stainless steel, the Model 625), and it’s a direct descendent of the old 1917 revolver.
A Model 625 Performance Center Smith and Wesson, and my reloaded .45 ACP ammo.
The Rock Island 1911 Compact
I am a lucky guy. I own both the .45 ACP Model 1911 and the .45 ACP Smith Model 625. You’ve read the earlier ExNotes blog about my Rock Island Compact 1911. It’s a sweet shooter and, at just under $500, it’s a hell of deal. And that Model 625? Wow. The Performance Center is Smith’s custom shop, and that revolver is accurate. It should be; it costs twice what the Rock Island 1911 goes for. But both guns are great, and I love shooting both.
A Rock Island Arsenal Compact 1911, the subject of an earlier ExNotes blog.
I had both of my .45s out at the range yesterday, and I had a blast (pun intended). Yeah, the revolver is a more accurate handgun than the 1911, but like we used to say in the Army, both are close enough for government work.
.45 ACP Accuracy
So just how well do these guns shoot? The short answer is very, very well. After running through a couple of hundred rounds, I thought it might be a good idea to set up two targets, side by side, and fire six rounds at each (the first six with the 1911, and the second six with my revolver). That’s exactly what I did, and it’s the final photo for this story…
Two targets at 50 feet, with six rounds each. The one on the left was with the Compact 1911, and the one on the right was with the big Smith and Wesson Model 625. Are both guns accurate? You bet! They’re close enough, as they say, for government work…
Hit those pop up ads! It’s what keeps the lights on!
Incidentally, if you like reading about guns and their history, you might want to pick up a copy of The Gatling Gun. I wrote that book, and it covers the early days of the Gatling (the Civil War), the transition to a modern weapon system after World War II, and modern Gatling applications on high-tech weapon systems. I worked on many of these systems, and I worked for the company that manufactured 30mm ammo for the A-10 Warthog. You can read all about that in The Gatling Gun, available from Amazon.
Help us keep the lights on:
Want more gun stories? You can see all of our gun articles here on Tales of the Gun!
Like what you see here? Hey, sign up for a free subscription to the ExNotes blog!
As our generation ages off this mortal coil there seems to be a strong conservative trend among motorcyclists. By conservative I don’t mean politically, although most of my rowdy friends have settled on the putative conservative party. I mean in their actions and words.
Post a video of kids popping wheelies or burning up motorcycles and the comment section rapidly fills with sour, tsk-tsk and rote complaints about using proper riding gear, safe riding practices or endangering others. Quite a few commenters will wish death upon anyone not head-to-toe in safety gear. Organ Donors, an insult once used by straight citizens to describe motorcyclists in general, has been co-opted by ourselves and liberally used to describe riders not wearing hi-vis green, stifling gloves, helmets, boots and one of those silver blood-type/medication allergy bracelets sold in high schools throughout the mid-1970’s.
Realizing that the depressing safety-crats were doing the exact same wheelies when they were under 100 years old you have to wonder what changed. Responsibility to the group, to all road users or the prospect of injuring an innocent bystander is regularly trotted out by safety mongers. They sound like lower case communists instead of riders living free like it says on their belt buckles and t-shirts.
So is it fear or wisdom? With death imminent, I suspect fear. Our motorcycles are becoming sodden with anti-lock braking systems, rev limiters (God forbid we blow an engine!), traction control and power management systems. The price we are willing to pay for a motorcycle less inclined to kill us is in the tens of thousands of dollars. If we are so concerned about staying alive to drag down future economies with our failing bodies why not forgo motorcycles and drive a truck?
Our generation believes, as have previous generations, that we know best for the next guys. A do-as-I-say, not-as-I-did type of thing that must drive the young ones insane. We think a motorcycle with less than 100 horsepower is unrideable yet we expect others tap into maybe 50% of that power. If they actually twist the throttle then they become the irresponsible ones.
We are, in a nutshell, full of baloney. We rode without helmets, we rode in shorts and t-shirts, we popped wheelies on public roads, we drank and took drugs and then got on our motorcycles and crashed. We died and we were injured. We cost society money way beyond our true dollar value. And now like bit players in the song “Cats in the Cradle,” we sit behind our screens scolding others for being just like we were.
Former US Army paratrooper, GS rider, and good buddy Mike!
That’s good buddy Mike in the photo above, a very interesting guy I met on our most recent Baja ride. He’s a former US Army 82nd Airborne Division paratrooper, and for the last year or so he’s been living off his BMW and camping as he goes. Mike penned a piece on motocamping, and he sent it to us here on ExhaustNotes.
Here’s Mike’s take on this topic…
Camping can be fun and enjoyable for everyone if you plan properly and set realistic expectations. The same can be said for camping on a motorcycle. Over the past year and a half I have made it a point to camp on my moto at least once a week, and for the weeks I have not met this goal there are long weekends and vacations where I more than make up for it.
A man, a motorcycle, and a campsite. It just doesn’t get much better than this.
Throughout the past year I have been frequently asked how I choose a campsite on a moto. In this blog I wanted to answer that question from my personal experience.
For the first couple times using a KOA or other publicly-used campground is a great way to ease into camping. You will be camping, but close enough to stores and facilities that you can begin to gauge what you need and start to define your personal camping comfort zones.
After camping in that environment, and after you invariably get sick of listening to kids screaming and another annoyances from humans, you can experiment with camping for free in National Forests. A good note to remember is that National Forests are free to camp in, but National Parks are not.
A Baja campsite.A National Forest campsite. Note Mike’s mascot peeking out from under the tent.Mike in the morning at one of his campsites. The floral-print shorts were not standard issue 82nd Airborne gear!
Over the past year I found a number of free remote campsites. I use www.freecampsites.com or I look for National Forests on maps. Once in a National Forest locate a Forest Road (FR) and ride a few miles down it. Many of these FR’s are doable even for street bikes but be aware of changing road conditions as you navigate them. You will often see the remains of a campsite marked with stones from a previous campfire. For me this is the perfect indication that someone has camped here before and is a safe location.
Moto camping is an easy and inexpensive way to escape the rat race with less effort then many would think. Moto camping experiences are some of the most rewarding that I have had throughout my adventures. Being so removed from everything as you sit relaxing in the glow of a warm campfire reflecting off your moto is a fulfilling feeling that few venture to achieve.
At the end of his email to me earlier today, Mike asked if I had any rides planned. Actually, Mike, the answer to that most excellent question is yes. I’m thinking about two motorcycle rides, either one of which might involve camping, so your blog today was very timely.
One ride I’m thinking about is another Baja adventure, and this one would involve more dirt riding than usual (at least for me). I’m thinking about a run up to Mike’s Sky Ranch in northern Baja (I’ve never made that trek, and I always wanted to). Another variation, perhaps part of the same ride, would include a leg from Chapala on the Transpenisular Highway near Catavina through Coco’s Corner to the Sea of Cortez (a 23-mile unpaved section). And another possibility is a run from San Felipe down to Bahia de Los Angeles on the Sea of Cortez, which involves about 70 miles on dirt. I’d like to do this on my CSC TT250, just to say that I did. I’m thinking maybe December for this ride.
There’s another ride on the horizon that my good buddy Dan the K is setting up, and he was kind enough to extend an invitation to me. Dan rode with me a couple of times in Baja on the CSC motorcycles, once on his RX3 and once on his TT250.
Dan the K with his TT 250 above Baja’s Rumarosa Grade.
The ride Dan is planning is a much longer adventure ride up to Inuvik in Canada’s Northwest Territories. That ride will involve a lot of camping. It’s coming up next summer, and I’ll keep you clued in on the planning right here on the ExhaustNotes blog.
I’m excited about both rides. On that Baja ride…anybody want to ride with me? Hey, let us know here at info@exhaustnotes.us!
A week or so ago, one of our blog viewers asked if we would add a feature to allow automatic email updates when new blogs are posted. We did, and it’s the widget you see to the right. If you would like to receive an email update when we post new blogs, just enter your email and you’ll be on the update list. We won’t sell or give your email address to anyone else.
We had a nice note from our good buddy Peter today, an ardent ADV rider, Norton fan, and fellow Mesa Verde enthusiast…
Joe, I enjoyed your post about Mesa Verde today. A few years ago Sara and I spent the night there and toured the ruins. We agree, photos don’t give the appropriate scale. Our guide made the whole place seem alive! With that said, there are at least two notable things about Dolores. First, they have a pretty decent motel right on the main drag. It’s owned by a Swede (cannot remember his name) and about 4 blocks away they have a good brew pub. Second, just outside of town you’ll find Colorado Norton Works. Matt Rambo (another Swede) is the owner. He has a very small shop that, as I recall, lacks any kind of sign. Inside you will find a motorcycle shop that closely resembles an operating theater, it’s that spotless. Matt will take your Norton and totally rebuild it from the frame up. The end product is absolutely beautiful and improved in so many ways I cannot remember them all. Matt and John Snead (owns a CNC machine shop in Jacksonville, FL) have also designed an improved electric start system for Nortons. I mention all this because you owe it to yourself to visit the shop, meet Matt, and drool over his rolling jewelry. You’ll love it!
Matt and John are both friends of mine. I have visited Matt’s shop three times and even stayed at his house on one trip.
Peter
Thanks for taking the time to write and convey your thoughts, Peter. I had heard of Colorado Norton Works from Gerry Edwards, another good friend. He spoke of them in reverential terms.
For those of you who don’t know, Dolores is a nice little Colorado town just up the road from Mesa Verde. When my good buddy Marty and I rode the Three Flags Rally in 2005 and visited Mesa Verde (my first time there), we rode along the Dolores River into the town of Dolores. It was pouring rain that day, but we had decent weather during our earlier stop at Mesa Verde.
Somewhere in New Mexico, with good buddy Marty on the 2005 Three Flags Rally. One of these days I’ll post more photos from that trip here on the ExhaustNotes blog. It was one hell of a ride!
Ride safe, Peter, and again, thanks for your note!
Sue and I stopped at interesting spots on our way home from Tinfiny Ranch earlier this month, and one of them was Mesa Verde National Park. I first went there on the 2005 Three Flags Rally with my buddy Marty. On that visit, Marty and I were only there for a quick stop, and I knew it was a place that needed more time.
At the Mesa Verde National Park entrance. It would be another 1000-ft climb and 14 miles of glorious twisties to get to the good stuff.
Mesa Verde is just outside of Cortez, in southwestern Colorado. It’s a great little town.
The whole idea behind Mesa Verde National Park is that Native Americans lived in advanced cliff dwellings about a thousand years ago. It’s real Indiana Jones stuff.
A shot I showed on Facebook a week or so ago. Folks told me it looked fake, and I needed a photo with some people in it to give a sense of scale.As requested.
The place was amazing. We were up on a huge mesa looking down into dramatic canyons, and these dwellings were built into overhangs and crevasses in the canyon walls…
The Tower structure. Several of these little villages had a tower like the one you see in this photo. Maybe the chiefs lived there?Another hamlet.A view from across the canyon at another set of dwellings, this time with my 70-300 lens. All of the other photos were with a 24-120 lens.
While we were there, we met a nice young guy named Tom, a Canadian artist traveling through the US on a motorcycle…
Captain Tom…Tom’s ride, a rented Honda Africa Twin.
Tom was an interesting man and a world traveler. He gave his card to us and I visited Tom’s website. He’s been to many of the same spots Sue and I have visited, including Turkey (one of the world’s best-kept tourist destination secrets) and southeast Asia (another best-kept secret). You should take a peek at Tom’s site; it’s awesome.
Cool stuff, to be sure. One last Mesa Verde photo today, folks…my signature selfie…
In the painted bumper of my blue Subie…
When we were planning this trip, I asked Gobi (that’s Joe Gresh) what he recommended on the ride back to California. One of his suggestions was the Petrified Forest in Arizona. That’s next, folks. Stay tuned!
On its face, it seemed like a weak market to target…folks who want very high end, small displacement, expensive custom motorcycles. But it worked.
When CSC revived the Mustang motorcycle concept 10 years ago, the company didn’t really have a grand plan, a handle on the market, or even a clearly defined name. CSC was originally California Scooter Company, and the original plan was to re-introduce a concept pioneered by the Mustang Motor Company in the postwar 1940s.
Original vintage Mustangs. Both of these bikes, along with more than a dozen others, are in Steve Seidner’s personal Mustang collection (the largest vintage Mustang collection in the world).
The idea was to spin off of Pro-One Performance Manufacturing’s line of very high billet and other accessories (and complete large V-twin custom motorcycles), and apply it to a small, modern version of the Mustang. Pro-One, CSC’s sister company, was founded by Steve Seidner (the same guy who started CSC). And boy oh boy, did those little bikes sell. They were beautiful little creations. Jewels, actually. Hand made, and built to extremely high standards. Mirror-like paint. Billet. Chrome. Little choppers. Expensive little jewels you could actually ride.
Ah, but that name…the California Scooter Company. It created confusion. People would see the new California Scooter modern Mustang and ask: Is it a scooter or a motorcycle? They didn’t get that the name was old school. Back in the day, antiques (folks like yours truly) called any bike a scooter. A Harley was a scooter and so was a Triumph…as in “I’m going to ride down to Cabo on my Scooter.”
Me? I wanted to tell anybody who asked that question (is it a motorcycle or a scooter?) that they were too dumb to ride either, but I couldn’t do that. Then one day, the boss hit on the idea of just calling the company CSC Motorcycles. You know, go with the tradition of other world-class marques with three-letter names: BMW, BSA, AJS, KTM, and more. And that worked. The dumbass scooter or motorcycle questions stopped, and the bikes continued to sell.
Back to the modern Mustangs…the initial thought was that the bikes would sell for $4,995, and they’d be a hit with young folks.
The modern California Scooter Greaser in the San Gabriel Mountains. Folks loved this bike and it was one of the best-selling paint themes.
Ah, what we didn’t know. The market will tell you what it is. Plans and fancy marketing studies mean nothing. A hit with young folks? The problem with young folks is that they don’t have any money and they don’t buy motorcycles. Hell, a lot of them don’t even want driver’s licenses. Just, like, you know, call an Uber.
Good buddy Walter B, back in the day, on his Knucklehead Harley-Davidson.
What we found out at CSC 10 years ago was that our modern Mustang market squarely centered on older folks (who often have a lot of money). Specifically, older folks who wanted a Mustang back in the day, but Dad said no. Or folks who rode big bikes way back when and who still wanted to ride, but they didn’t want to wrestle with 800-lb monsters. Fast forward 60 years, Dad’s no longer around, an Advil a day is just the ticket, and what do you know, I can buy that Mustang I always wanted and still ride. And they did. In droves.
A near-standard CSC Mustang on the right, and two custom versions on the left. Nearly all California Scooters were extensively optioned with additional chrome, billet, and custom paint.
Almost no one bought the standard, no-accessories, $4,995 CSC 150. They could have (that bike featured a slew of custom high end stuff, like billet and chrome all over the place and a world class finish). But those old guys who were denied an opportunity to scratch that Mustang itch as teenagers wanted more. A lot more. They would call on the phone (“I don’t do the Internet”), option the little California Scooters up to over $10,000 with lots more bling (custom wheels, custom paint, and more), and then put it all on a credit card. They wouldn’t attempt to negotiate price. California Scooter buyers wanted to spend more. Negotiate a lower price? Nope, that would demean the purchasing experience. It was full boat, full freight, and here’s my security code number…
A custom California Scooter. This was the “Bobber” variant. Note the gangster whitewalls, chrome wire wheels, and other custom touches.Steve Seidner built a personal aviation-themed custom California Scooter he called the P-51 (get it?…the P-51 Mustang). Steve intended to keep the bike, but I put this photo on the CSC blog and it sold within an hour. Someone called with a godfather offer (a deal Steve couldn’t refuse).
Those little bikes were awesome. I owned one of the very first ones, and I found I was having more fun on 150cc than I had on bikes with ten times the displacement. I rode mine all the way to Cabo San Lucas and back, but that’s a story for another blog. The Baja trip did a lot for CSC, too. The 150cc bikes had Honda CG clone engines manufactured in Asia, and the Baja trips showed the bikes were supremely reliable. We invited famous people to ride with us in Mexico and that was a force multiplier. The press coverage was off the charts.
Simon Gandolfi, British novelist and world traveler, on the road in Baja with a California Scooter. He cuts a commanding figure, doesn’t he?Simon, suspenders flying, at speed on my CSC 150, just north of Cabo San Lucas.Arlene Battishill, CEO of Go Go Gear, on the Sea of Cortez with her custom California Scooter. Arlene later appeared on the TV show, Shark Tank, with this motorcycle.
One of the things that sticks in my mind is the uninformed and the ignorant occasionally posting somewhere on an Internet forum that you could get a used Sportster for the kind of money people were happily spending on California Scooters. These keyboard commandos just didn’t get it. You could actually get a new Sportster for that kind of money, but that wasn’t the point. California Scooter buyers didn’t want a Sportster. They wanted, and were happy to pay top dollar for, a custom-crafted bit of motorcycle jewelry that could be both admired and ridden. A current classic.
There’s a market for such a thing. I know. I was there.
Here’s the last of three videos we made during our recent visit to Tinfiny Ranch a couple of weeks ago. Joe and I have been on several epic motorcycle rides, including the ride across China. It was awesome. When I watch those earlier videos, I’m reminded of how fit we were (we both lost weight on the China ride). Watching this one, I’m reminded that I need to spend more time at the gym (a lot more time).
Me? I’m headed out on a bicycle ride later this morning. I’ll hit the gym later. I love riding my Bianchi. I just need to do more of it.
We’ll have more on the blog later this weekend, and the focus will be on what you need to bring with you on a trip into Baja.
