The Wayback Machine: Zed’s Not Dead

Our latest Resurrection story about Joe Gresh’s ZRX is not our first big Kawi resurrection story.  Going back a few years, we previously ran a 20-blog series on a Z1 Kawasaki.  This Wayback Machine piece was the culmination of that story, with a link at the end that will take you to the entire series.  Those big Kawis are cool, and the Z1 is unquestionably the coolest of them all.


By Joe Gresh

You may recall from Zed 19 I had to re-soak Zed’s gas tank as 10 days were not enough to dissolve the rust. I drained, dried and reloaded the tank with apple cider vinegar and let it sit for 4 more days. This is what it looked like originally:

The second session really knocked most of the rust out. After rinsing I dumped a large box of baking soda into the tank and added clean rainwater sloshing it as I filled to mix thoroughly. I don’t know the chemical reaction that takes place but the baking soda neutralizes the acid, turning the metal a dull grey, almost white color. This treated metal does not flash rust and I’ve been going 3-4 years on another tank I cleaned like this without rust reappearing. It’s like the metal turns passive and stops reacting to oxygen.

If I wasn’t so hell-bent on riding this bike I think I would flush and cider the tank one more time but it looks good enough and I’ve got to ride! I connected a small hose to my shop vac and played it all over inside the tank. I can hear nothing when I shake the tank so at least there are no big chunks loose inside.

Proving that even the simplest life forms can learn I bought an entire new petcock for $23 rather than the rebuild kit for $8. This is real growth on my part. Usually I buy the kit, mess with it for hours then put it on only to have it leak. Only then will I buy the new one. Kawasaki uses a turnbuckle-type left-hand/right-hand thread on the Z1 petcock. It took about 145 tries to get it to tighten up facing the correct direction.

The new petcock has screens inside the tank and a bowl filter but with 40% of Zed’s tank out of my view-field I can only assume the entire tank is as clean as the places I can see. Inline fuel filters, one for each set of two carbs will hopefully catch any debris still in Zed’s tank.

An update on the Z1 Enterprises regulator/rectifier: It works. The battery charges @ 14.8 volts which is still a tad high but much better than the 17 volts Kawasaki’s setup was doing.

From the top Zed looks pretty well sorted. I took it for a ride and it ran really well for off the bench carb settings. It might be a little rich at idle or it might just be our 6000-foot elevation. I’m not going to tinker with it for now. I’d rather get some miles on the bike.

I don’t know what this bracket is for. Located on the right side down tube near the tach drive, it’d too light for a steering damper mount. Anyway, there’s enough stuff on the bike as is so I’m not going to worry about it.

I took Zed to my secret proving grounds and she ran through all 5 gears smoothly. The bike hit 90 MPH without even trying. I’ll need a better front tire to do any high-speed work. The brakes work ok. When you ride a SMR 510 Husqvarna all other motorcycle brakes seem like crap. After 33 miles there are small oil leaks at the tach drive and countershaft area. Maybe the clutch pushrod seal or sprocket seal is the culprit. That stuff is easy to fix.

The patina on Zed is excessive, bordering on shabby. The bike sat outside for years and paint wise there’s nothing left to polish or wax. The finish is just not there. The pin striping is cracked and missing sections. I’m not sure what to do about that. On the one hand a ratty bike may be less attractive to thieves and old Z1’s are getting fairly expensive. On the other hand it does look pretty bad. I’ve seen my Enduro buddy Mr. French do some amazing work with rattle cans. Maybe I’ll give it a go. The paint can’t look any worse.


That’s it: from Dead to Zed in 20 easy sessions. Don’t worry, this won’t be the last you’ll hear of Zed. I’ll be doing some long trips on this bike, maybe Mexico, maybe ride to a few flat track races. I’ll update the blog if I do any more major work on the bike. The story of Zed’s resurrection may be ending but the story of Zed is just beginning.


And there you have it.  If you’d like to run through the gears (i.e., the previous 19 installments of Zed’s Not Dead), you can do so here!


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ZRX RX: An ExNotes Resurrextion, Part 2

By Joe Gresh

This ZRX1100 resurrextion started out kind of leisurely. We don’t like stress at ExhaustNotes.us because we are at peace with our surroundings. ExhaustNotes staff have a firm grasp of our place in the universe and see all matter as insignificant much like we see ourselves. There was no big rush, you know? However, things change in life and the ZRX resurrextion timeline has sped up due to the Mud Chuckers wanting to attend the road races July 7-9 at Laguna Seca in California, now known as Polident Speedway. From my house to Laguna Seca is 1150 miles the fast way and we never take the fast way. We might end up doing 2500 or more miles round trip. Thus, the urgency to get the road burner running as none of my other motorcycles are exactly suited to the job.

The first thing I did to the ZRX was to remove as much bodywork as possible to prevent the odd dropped wrench or spilled brake fluid from damaging Rex’s somewhat pristine original paintwork.

Kawasaki ZRX1100 bits and pieces have been trickling into the shed at Tinfiny Ranch and we will soon see some progress on the abandoned, neglected motorcycle.

Starting with the coolant leak from under the engine, I have determined the water pump or the O-rings on the pipes connecting to the pump were the culprit. Seeing as the pump is 24 years old I sprung for a new pump on eBay. I imagine I could buy just the mechanical seal and rebuild the water pump but I’m getting lazy.

The coolant pipes are slightly rusty so I’ll have to clean them up and give them a shot of paint. The paint on the front down tubes is chipped from road debris so I’ll touch up those areas also.

I also bought some new silicone hoses for the pipes. These hoses live directly behind the exhaust headers and while they seemed flexible and in good condition, they are also 24 years old. A lot of stuff on the Rex is 24 years old, because the bike is 24 years old. Funny, it seems like a new model to me. I can remember buying it only a few years old not a long time ago. Is this how aging works? Does time compress making distant events seem close?

The ZRX1100 comes standard with a ground skimming, low-slung exhaust system. The header pipe collector joins under the engine making my motorcycle lift too tall to fit between the pipe and the ground. Even if the jack fit under the bike you’d have to make some spacer blocks to prevent the pipe from hitting the lift. I went with jack stands on both front frame rails and one stand on a cross pipe behind the engine. With this tripod set up the bike feels pretty stable.

Once jacked up I could remove both wheels for new tires. I also removed the clutch slave cylinder that is leaking and then could access the leaking water pump.

The calipers on the front brakes are stuck.  My caliper rebuild kits came in the mail so I’ll have plenty of piston swapping to keep me busy. This is one of the chores I dread.

The chain is pretty much worn out. The rollers are loose on the pins and the thing has 25,000 miles on it.  Kawasaki used an endless type chain so I cut it off with a 4-inch abrasive cutting wheel. The rear sprocket looks unworn, which I find amazing, and the front sprocket has just the slightest bit of hooking. Most aftermarket junk won’t last as long as an old, used Kawasaki sprocket. I’ll get a new front sprocket and chain for the bike.

My initial goal with the Kawasaki is to fix the brakes, fork seals and tires. That will upgrade the ZRX to roller status, then I’ll be able to push it outside the shed for a much-needed bath. There is a long way to go to undo the damage 9 years of storage has done to this motorcycle so don’t get ants in your pants. Part 3 to follow, unless I skip to Part 5.


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Here’s Part 1 of the ZRX Resurrection!


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ZRX RX: An ExNotes Resurrection

By Joe Gresh

The Carrizozo Mudchuckers have too much disposable income. Just in the last few months they’ve bought a Husaberg 400, a gas-in-frame Buell, a KTM 890, and a Kawasaki Vulcan 750. The boys want to do some high speed touring, like going to the Sacramento mile in California, and they are talking 500-mile days in the saddle. As I look over my operational motorcycles I don’t see anything I’d like to sit on for 500 miles.  But if I include the non-ops there is one that is capable of reeling off 500 miles without breaking a sweat.

I’m talking about the long dormant Kawasaki ZRX1100. The bike is a road burner of the highest order and looks cool as hell to boot. The only problem is the ZRX has sat for 9 years as CT and I wandered the world. Nothing on the thing works.  The last time I rode the bike was on the Christmas toy run in the Florida Keys in 2014. It’s time I changed that.

The ZRX front brake caliper kit, available on Amazon.

This resurrection might take a while because I’m knee deep in concrete projects but at least I can start ordering parts as my Social Security checks roll in.  I’m starting with the brake systems and forks. The front brakes on the Rex are 6-piston jobs and there are two calipers which means I have to deal with 12 pistons. The brakes are great on the Kawasaki but 12 pistons are a bit much.

The rear brake caliper kit, also available on Amazon.

Both master cylinders are frozen, probably full of crystalized brake fluid. I’m going to try and get away with cleaning up the master cylinders as I have not been impressed with the quality of aftermarket junk and I don’t feel like looking up a bunch of part numbers on the Kawasaki sites. I mostly stop with the front brake anyway; hopefully that master will be in good shape. A failure of the rear brake won’t slow me down…that doesn’t sound right.

The ZRX fork seal kit.

I will rebuild the rear caliper using new seals. Don’t try to follow the logic. In addition, the fork seals need replacing and new fork oil dumped in. I might take a stab at greasing the steering head bearings while the front end is apart.

Maxima fork oil. It’s good stuff.

Due to its long slumber there are many, many issues with the ZRX, like:

      • Cooling system leaks, probably from the water pump
      • Broken throttle cable at twist grip housing
      • Chain is worn out
      • Carbs are gummed up
      • Gas tank is full of smelly, gooey gasoline
      • Clutch lever is frozen
      • Clutch slave cylinder is leaking
      • Battery is not there
      • Valves need adjusting

And I’m sure other things will crop up as I get into the project.

Barely broken in, my ZRX is.

I’ve really let this bike down. Believe me, I feel bad about it. Nine years of neglect have taken a huge toll on anything rubber. The good thing is the Rex has relatively low miles (25,000) and has never gone under water so I’ve got good bones to work with. The paintwork is mostly perfect and there are no dents. The bike will clean up and be a stunner. I rode the ZRX from Florida to New Mexico years ago and it will be bookoo-maximus karma if New Mexico is the place where the ZRX1100 rises up to snarl across the rust-red landscape again. Watch this space for updates.

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Chaco Canyon, New Mexico

By Joe Gresh 

In 2019 we booked a campsite at Chaco Canyon in northern New Mexico. Chaco Canyon was a fairly large Native American city that served as the capital for the Chaco people a thousand years ago. Strung out along the canyon within walking distance of each other there are several large, condominium-style structures, some reaching 5 stories high and all of them with courtyards, living areas, kivas, and storage rooms. The condos were built with fantastically intricate stonework consisting of millions of large and small stones. Chaco society was well organized and their mathematics and architectural engineering were well advanced, as it would need to be in order to produce such big, complex buildings.

Also in 2019 the plague hit and Chaco Canyon was closed to visitors, so we never made it to the campground. The same thing happened in 2020, so we missed Chaco that year and instead spent our time arguing on the Internet about masks and vaccines with medically-trained basement dwellers. In 2021 we had a reserved campsite near the cliffs of the canyon and not long before we were due to arrive the cliff calved, covering our campsite with boulders. The campground was closed in order to clean up the rubble. The section where we were booked is still closed.

In 2022 we again called the ranger station at Chaco Canyon and reserved a site.  All looked well in 2022 but a day or two before we were to leave CT came down with a nasty cold and we decided camping would be no fun with one of us sick in bed. Reluctantly, we cancelled our reservations yet again. Our efforts to see Chaco Canyon seemed cursed. We decided to try again in 2023 and figured March would be a good time to go. We wanted to avoid the hot summer months. Building up to March everything was going swimmingly; this would be the year we finally made it to the historic Native American site.

And then the rain started. We watched the weather reports coming in from Chaco Canyon: rain, snow, hail. It rained at Chaco Canyon every day the week before we were to go. All roads leading to Chaco Canyon involve quite a few miles of dirt. The rougher, south entrance to the canyon was closed due to the muddy road being impassable. We didn’t care: we were going to Chaco even if we drowned in mud. Farmington was our staging area for the camping expedition and we drove in spotty rain all day to get there. Turning north out of Albuquerque on Highway 550 we stopped for gas. While I was filling the gas tank it started snowing. Then the wind picked up to a brisk gale. The last 50 miles to Farmington were in a drizzly rain mixed with sleet. We made it to our motel where it rained all night long. The normally well-maintained north entrance road to Chaco Canyon was starting to look a bit iffy.

The next day was overcast and rain threatened, but the morning was drama free with only a light dusting of snow on our way to the entrance to Chaco. If you’re going to visit Chaco Canyon you’ll no doubt read horror stories about how rough the road is leading to the canyon. Keep in mind the people fretting about the road are driving giant RVs held together with staples and chewing gum. You may lose a kitchen cabinet or an ill-considered propane tank. If you are driving a car or truck you’ll be fine. Unless it has rained five days straight before you arrived.

Turning off Highway 550, the first 8 miles to Chaco Canyon are paved and then the road turns into wide, graded dirt. This section was very muddy and CT put her Jeep in 4-wheel low and locked the front and rear differentials. She couldn’t go very fast because the Jeep wanted to spin into the ditch at the slightest sign of ham-fisted steering. Down hills were exciting; the Jeep kind of drifted to the bottom in a semi-controlled slide. The mud wasn’t deep, only a few inches, but it was like driving on ice covered with ball bearings and oil.

We saw two other vehicles on our 23-mile ride and one of them was stuck in a ditch. CT is a big believer in recovery gear so she has straps and chains onboard at all times. Unfortunately this means we have to stop and help people who get stuck in a mud bog. The guy was so glad to see us. We came to a gentle stop 30 feet past the deepest part of the mud hole. “You got a rope?” I asked Mr. Stucky.

“No I sure don’t,” he said. I gave a dejected look at the mud.

“Do you guys have anything we can use?” he asked.

“Yeah, we got something.” I stepped into the mud and pulled CT’s clean ARB tow strap out of its clean zipper case.

“I think if you can pull me back onto the road I’ll be ok. I was going too fast and spun out.”

I was only half listening to Stucky.  All I could think of was that this means we have to get CT’s ARB tow strap muddy with this sticky goo and then I’ll have to clean it later.

Walking was hard due to the mud sticking to our boots and the slipperiness, but we managed to connect our nice, clean, tow strap to Stucky’s SUV and pulled his rig backwards towards a less muddy area. Stucky’s mini SUV didn’t want to leave the ditch and it crabbed along spinning wheels and slinging mud for 100 feet before it popped out of the rut and onto what passed for the road. I started to wind up the tow strap when Stucky, sensing my disappointment, said, “Here, let me get that. No need for you to get any muddier.” I was muddy already, but I handed Stucky the strap. I wanted him to feel like he had a stake in not getting stuck again. As Stucky coiled the ARB tow strap mud oozed between each wrap. We were only a few miles to the campground from this point.

Once you make it to Chaco Canyon the roads are paved so we had no trouble finding the ranger station or our campsite. The place was nearly deserted. Stucky’s little teardrop trailer was the only other camper at Chaco that day. Fast moving clouds scudded from west to east bringing alternate periods of sunshine, snow, rain and hail. During a sunny spell we set our Campros tent up on the nice, raised tent platforms provided to each camping spot. The raised tent spots are built from pressure treated 8×8 beams laid out in a square totaling 14 feet by 14 feet. The squares were filled with nice, soft dirt and we were damn near glamping, you know? I guess if I were more observant, the tie down clevises screwed into the pressure treated lumber would have given me a hint about wind speeds in Chaco Canyon.

We watched the looping, 15-minute Chaco Canyon video at the ranger station’s little movie theater and then decided to set up and get our junk sorted out. It was windy and cold but we had plenty of warm clothing to wear. CT brought along 6 jackets, 7 hats, and 3 duffle bags full of thermal underwear. The tent was heaving and snapping; it took two people to hold it still long enough to assemble the thing. The temperature started dropping as soon as the sun went down. A campfire was out of the question in this wind so we made our bed, ate a little cold-cut snack for dinner, drank hot, Dancing Goats coffee and sat at opposite sides of the tent holding the corners down.

Moving all the heavy gear to the perimeter of the Campros tent seemed to keep it from blowing over. We were able to snuggle together in the sleeping bag and kept from freezing, which was the whole reason I wanted to go camping with CT in the first place. We saw 27 degrees that night and the wind never stopped blowing. The next day was slightly warmer and the sun was peeking out from the clouds, but it was even windier.

Due to the weather all the ranger presentations were cancelled. We signed up for a Chaco tour led by a Navajo business called Navajo Tours USA. We used these guys before at the Bisti Badlands and they are great fun. The tour started at 10 a.m. and we went to each condominium and wandered around while our guide told us about the different stone patterns and construction details of the buildings. Usually Chaco great houses have a basement level and many of the places we were walking had filled in with dust and sand over the preceding thousand years.

Above the basement there were three or four stories. Each level was accessed by a ladder from the level below. This system continued on until you reached the roof. The floors were made from large wood beams, called vigas in Spanish.  Over the beams were placed smaller sticks and an adobe floor. The vigas hauled to Chaco came from the mountains many miles away. I figure there must have been some sort of money or economy that would have allowed workers to drag those beams and still be able to sustain a living wage.

The walls of the condos were fairly thick. Starting at the bottom the walls were three feet thick or more. The walls tapered as they rose, becoming thinner floor-by-floor.  Top-floor walls might only be one foot thick. Originally, the inner walls were plastered smooth with some sort of lime coating. In a few spots you could still see the factory stucco. There were windows that let light into the rooms.  Inner rooms were dark but they had openings that aligned with outer windows that allowed outside light to penetrate several rooms deep. The outside windows had wooden shutters for winter use.

The winds, strong already, were picking up and at times you’d be blown off balance. Each gust brought a stinging blast of sand and my eyes were getting full of grit. The Chaco people situated their buildings according to astronomical events. Usually one long, straight wall aligned with the rising sun at the solstices. Sometimes the wall pointed towards a particular star. The building was a giant calendar.

There is a lot more to the Chaco culture, the long, straight roads they built, where their food came from, and why the city was abandoned after only a few hundred years, but it was late in the afternoon and getting colder. The wind was so strong I couldn’t hear our guide very well. Light hail was falling and wisps of snowflakes juked and stutter stepped in the air. As much as I enjoyed the lecture I was glad when it was over. I like it outside but there is such a thing as too much outdoors. We went back to the campsite to have a little hot tea.

Camp was a disaster. Our Campros tent looked like a downed weather balloon. Tent poles had broken, stakes were pulled out and the rain fly was detached and flapping in the breeze. Inside the tent everything was covered in dirt blown in through the screened roof.  We tried to get the tent propped back up but when I pulled on it things started ripping. We managed to get the rain fly back over the wreckage and placed large boulders on the corners to hold it in place. It was snowing again. There was nothing to be done with the wind blowing so we went to the ranger station and loitered. I bought a ceramic coffee cup with a Chao Canyon logo; it was good to be out of the wind.

By 7 p.m. the wind eased up a little and we went back to camp to try to salvage what we could. Our first chore was emptying the Jeep before it got dark. The idea being if we couldn’t fix the tent we could retreat to the Jeep and sleep in the back. Sure it would be cramped but at least we had a heater in the car. And the car wouldn’t blow over. Maybe.

We managed to get the tent propped back up with the short, broken poles. The short poles made every other dimension wrong. The main ridge pole had a huge S curve and there were wrinkles all over the place. It wasn’t a thing of beauty. Besides the broken poles, the upwind corners were ripped where the tent stake loops attach. We propped heavy stuff in those corners to hold the tent’s shape. Next we cleaned up all the sand as best we could and finally got organized enough to have another cold dinner and hot coffee. A campfire was out of the question because neither of us wanted to bother.  In retrospect, when we left that morning we should have lowered the tent and placed rocks on the rain fly to hold it down. I believe it would have survived without a problem. I have no gripe against the tent: it went through a hurricane.

The jury-rigged tent stayed up all night long and by morning the sun was out and it was a relatively warm 40 degrees. Blue sky shined in through our open tent door and the wind was a gentle breeze. If our reservations were made just two days later we would have had a totally different feel for Chaco Canyon. It would have been nice Chaco Canyon instead of mean Chaco Canyon. The muddy road had dried up and was now passable by standard automobile. The campground started filling up as we packed our gear. Old Joe would have folded up the battered tent with the broken poles and torn corners, taken it home and stored it for 43 years thinking he was going to fix it one day. New Joe tossed it in the dumpster.

Those long-ago Chaco people had it much better in their thick stone buildings. Maybe the climate was different then, but I suspect not that much different. And it was an unusual weather pattern that saw all the other campers cancel their reservations leaving only Stucky, his dog and us in the entire joint.  The campgrounds were nice with clean bathrooms, flush toilets and heat, but no showers. We never did get to see all the buildings because it was so windy and cold. CT and I want to back to Chaco Canyon and explore more but maybe next time we’ll go when the weather is more clement.


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CSC’s RX6

By Joe Berk

Great things continue to emerge from CSC Motorcycles, my alma mater and your favorite motorcycle company.  CSC is now importing the new Zongshen 650cc Cyclone, the RX6.  It’s a logical step up.  The first CSC adventure touring motorcycle was the RX3, and I had a ton of fun on it.  You know the story…when CSC first planned to bring that motorcycle to America, I wrote a blog about it and we sold the first one within a few seconds of the blog being published (it went to a buyer in Alaska).  The sales poured in, and literally within days of the RX3 motorcycles arriving in America, we led a tour of 15 CSC riders on a 2000-mile ride through Baja.  It was awesome, and it was pretty gutsy…taking 15 Chinese motorcycles on a ride like that.

It was onward and upward after that…a 5000-mile ride through the western US with a dozen guests from China and Colombia, a 6000-mile ride across China with Joe Gresh, a circumnavigation of the Andes Mountains in Colombia, and many more Baja rides.  Then came the CSC TT 250, the San Gabriel, the RX4 450cc, the 400cc twins, the electric City Slicker, and the RX1E  electric ADV motorcycle.

You’ve probably heard the rumors of the Zongshen/Norton alliance and their skunkworks 650cc twin, and I’m here to tell you the 650cc RX6 is a reality.  I rode the first one in America in the San Gabriel Mountains above CSC’s facilities, and it’s awesome.  And like all of the bikes listed above, CSC is bringing it here.

There are a lot of features on the new RX6 (I’ll list the specifications and some of the features at the bottom of this blog).   What grabbed my attention immediately when I saw the new CSC were the fit and  finish, the color, the dash, and just the overall aura of excellence.  The RX6 is a world class motorcycle.  One of the coolest things is the dash.  Check this out:

The RX6 is a full-sized motorcycle, but it’s not overwhelming.  If I had one I’d probably name it Goldilocks.  It’s not too big and it’s not too small.  It’s just right.

Another cool feature is the wireless key.  It’s like the electronic key on most new cars.  It has a key feature (you know, so you can insert it in any of the various locks on the RX6, like the fuel filler cap), but as long as you have it on you, you can start the RX6 just by hitting the starter button.  You don’t have to put the key in the ignition.

The brakes felt good on my ride in the mountains.  There are large dual disk  brakes up front, a single disk in the rear, and anti-skid braking front and rear.

The RX6 sounds like a motorcycle ought to.  It has a decisive exhaust note, and it sounded good reverberating off the San Gabriels.   It’s fast, too, with noticeably more power than an RX3 or an RX4 throughout the rev range.  I didn’t push it too hard (it was CSC’s first sample in the US), but the power was definitely there.  Zongshen is claiming a 112 mph top end; I think that is realistic and probably a bit of an underestimate.  The one I rode was literally brand new and I was in the mountains, so I didn’t try a top end run.

Zongshen is emphasizing the Cyclone family name (the RX3 is actually a Cyclone, too, but at CSC we made the decision to refer to it as the RX3).   The badging on the motorcycle’s side panels says SR650 (presumably, the SR stands for Sports Road), so we’ll have to see how the bike is named when it goes on sale, and Steve tells me that will be soon.  The motorcycle will carry a retail price of $7195, and as CSC always does, they are offering an introductory “Don’t Miss The Boat” price of $6695.  It’s a certainty that price won’t last long, so…you know…don’t miss the boat.  More info will be available on the CSC website.


CSC 2023 RX6 Specifications

      • Engine type: SR650, 650cc parallel twin, 4-stroke, water cooled, DOHC, 8-valve, Delphi Electronic fuel injection, ECU ignition
      • Bore/stroke: 82mm x 61.5mm
      • Compression ratio: 11.5:1
      • Horsepower: 70 hp at 8500 rpm
      • Torque: 62 Nm at 7000 rpm
      • Transmission: 6-speed
      • Clutch: FCC slipper-type
      • Wheelbase: 57.1 inches (1450mm)
      • Front suspension: 41mm inverted telescopic fork, 130mm travel
      • Rear suspension: KYB preload-adjustable mono-shock, 51mm travel, 142mm rear wheel travel
      • Front brake: Nissin 2-piston caliper, dual 320mm front discs, 5mm thick, Bosch ABS
      • Rear brake: 2-piston caliper, 260mm rotor, thickness: 5mm thick, Bosch ABS
      • Front wheel/ tire: Pirelli 120/70-R17 cast aluminum wheel, tubeless
      • Rear wheel/tire: Pirelli 160/60-R17 cast aluminum wheel, tubeless
      • Overall length: 86.4 inches (2195mm)
      • Overall width: 32.3 inches (820mm)
      • Overall height: 54.9 inches (1395mm)
      • Seat height: 32.3 inches (820mm)
      • Ground clearance: 6.5 inches (160mm)
      • Fuel capacity: 5.5 gallons (21 liters), locking gas cap
      • Estimated fuel economy: 48 MPG
      • Curb weight: 540 lb (245kg)d
      • Top speed: 112 mph (180 kph)
      • Max load, rider and luggage: 396 pounds (180kg)
      • Instrumentation: Cyclone 7-inch, full-color TFT dash, with digital speedometer, tachometer, odometer, tripmeter, fuel gauge, gear indicator, neutral light, temperature gauge, clock, turn signal and high beam indicators; Bluetooth linking to rider’s phone
      • Electronic tire-pressure monitoring system
      • Lighting: full LED lights and turn signals
      • 12-volt and USB charging outlets on dash
      • 300-watt alternator
      • Automotive-type waterproof connectors under seat
      • Tapered aluminum handlebars with bar-end weights
      • Standard engine guards, adjustable electronic windshield, vibration-damping foot pegs, dual curvature rear view mirrors
      • Front and Rear built in recorder and cameras
      • 5,000-mile valve adjustment intervals
      • Easy maintenance supported by a service manual and CSC online tutorials
      • Options: CSC touring luggage packages, accessory driving lights, heated handgrips, and more

ExNotes Mentors: Bernie Hunt

By Joe Gresh

I’ve worked in the trades most of my life. I don’t pull that “most” figure out of a hat. It has yet to be determined how my remaining years will be spent but even if I started a new career tomorrow there is simply not enough time left to exceed the 50-plus years I’ve spent doing manual labor, unless I live to 110 years old.  So far all the mentors I’ve written about were involved with the line of work I was doing, be it construction, the various marine trades I engaged in or mechanics. Bernie Hunt was a different sort of mentor in that he created an entirely new and unexpected line of work.

Mr. Hunt was the editor of The Key West Citizen, our local daily newspaper way down south in the Florida Keys. For a small town there were a lot of dramatic events happening in Key West seemingly all the time. It was such a clannish place and so vested in the smuggler’s lifestyle that the Feds were constantly blowing into town arresting high officials because local law enforcement was in on the deal, if not outright protecting the crooks. Scandals were plentiful and the news business was hopping.

After one of the many hurricanes that hit our place in Big Pine Key, the whole island was littered with junk. Residents would stack their crap along the roadsides where it sat waiting for someone to haul it away. Big Pine Key was considered The Sticks to Key West and other islands and so we were usually last for any kind of assistance. No matter where you lived in the Keys, local government was slow to react in times of disaster and we had to wait for FEMA to come in and mop up the mess. This took many, many months.

With the stinking piles of trash as a backdrop I wrote a letter to the editor about how the roadside junkyards were a boon to people like me. I found a rare column-shift collar for a three-speed manual transmission Ford Econoline van in the piles. I dug out a nearly complete 1972 Yamaha RT2 motorcycle not far from home. My friends in Big Pine Key called it Beirut Auto Supply because our neighborhood looked like images of war-torn areas in the Middle East.


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Mr. Hunt called me. He said he wanted to know if I was a real person and that he loved the letter and wanted to make it into a column for the Sunday edition of the newspaper. I was pretty excited. He asked if I could come down to the Key West Citizen offices and meet with him. This was pretty cool considering I was a boat electrician and not a writer.

That’s how I met Bernie Hunt for the first and last time. We chatted in his office and he asked, “What makes you so funny?” I was caught off guard by the question since the Beirut Auto Supply story wasn’t all that hilarious to me. I couldn’t think of anything and I told him that I didn’t know, that I was just writing about how it was on Big Pine Key. I felt dumb as hell.

After a bit more chatting, Mr. Hunt said, “Call me Bernie. How would you like to write a weekly column for us?”

To see how weird this question was you have to understand about Key West’s long, distinguished literary history. The Island is lousy with writers ever since Hemingway drank, fought and typed standing up here. You can’t swing a 6-toed cat without hitting a struggling writer. Taking a chance on a boat electrician with zero writing experience and from Big Pine Key when he had dozens of real writers to pick from sitting on the stoop outside his door was just plain foolhardy.

Brian Catterson, an editor of mine at Motorcyclist once told me that the only correct answer to an editor asking you to write a story is “Hell yes.” I didn’t know that at the time but I still said, “Hell yes.” Bernie took me on a tour of the newspaper building introducing me to the people we met along the way. “This is Joe Gresh, he’ll be writing a column for us,” Bernie would say, like I was somebody they should know. The printing room was an analog delight: huge rollers spun giant coils of newsprint into sheets of printed material. Steel dies were laid out and inked, Bernie complained about how the cost of newsprint had gone up and said they would need to raise the price of a copy if it kept up.

When I got home reality hit: How was I going to write 700 words a week? I bent to it and with a lot of help from CT editing the gibberish I produced we managed to get a Sunday column done. And then we did another. And another. And another.

CT typed my handwritten stories and then faxed them to the newspaper where they would be typeset and printed. Deadline was Friday for the Sunday edition. I wrote about 80 Sunday columns over two years for the Key West Citizen. In all that time Bernie never called me except to say that they couldn’t run a story because it was too weird or for legal reasons. The column received many letters of complaint, which I loved. Bernie never gave me direction, writing advice or told me he liked what I was doing: he just kept printing the stuff.

One day Bernie left for another editor’s job. I lasted a few more editions but the new editor from Ypsilanti, Michigan didn’t care for my shtick and stopped printing my stories. I was never actually fired I was simply ignored. I was pretty burnt out from trying to come up with a topic and write a story each week so I wasn’t too upset about the way it ended.

When I decided to write about him I tried to find Bernie online. I can’t tell if he’s dead or alive. The last place I have him living was Las Vegas, Nevada. I found some phone numbers and email addresses and tried contacting him but no dice. After the Key West Citizen he went on to be editor at many different newspapers and magazines. He even won a Pulitzer Prize (I think), so he’s done fairly well without me. Bernie was the most hands-off mentor I’ve had. His method was to point me in an unfamiliar direction and kick me in the ass. It worked well.

If anyone knows where Bernie is now, do me a favor and send him a link to this story.


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The Wayback Machine: Zongshen, Chongqing, and Tempus Fugit

By Joe Berk

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

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


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17 Dec 2011

Steve:

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

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

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

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

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

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

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

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

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

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

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

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

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

Yep, 4,000+ engines.  Every day.

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

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

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

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

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

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

650-12_DSC6280

The photo below shows their engine shipping area.

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

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

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

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

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

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

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

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

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

Another shot from their showroom.

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

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

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

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

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

Joe


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

Stay tuned.


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The latest from Dos Joes…buy your copy now!

Potpourri Part 1

By Joe Gresh

Clutter tends to accumulate in our lives. The unfinished and the left-hanging gather dust motes and wind up in soggy cardboard boxes of odds and ends. So it is with ExhaustNotes stories: some of them just sort of fizzle out inconclusively yet what remains is not enough meat for a stand-alone follow-up story. In an attempt to close the books on a few articles and give our dear readers peace of mind here are a few loose ends, tied.

The Harbor Freight Tire Machine

I’ve used the Harbor Freight tire machine to change five motorcycle tires and can report a 100% success rate. These successes include installing stiff knobby tires on the wide Husqvarna rims. Five in a row without a leak is unheard of for me. I’ve pinched a tube 5 times in a row! My usual success rate is around 50%. While the tire changer makes the job easier it’s still a bit of a work out. The built-in bead breaker is a godsend for old, stuck on the rim beads and having the rim held securely at waist level is nice on my sore back.

Working the machine, I ended up mostly using regular tire irons instead of the plastic duck-on-a-lever contraption. I haven’t given up on the duck lever and it may be a case of user error. I plan on making the duck part pivot on the lever part to allow it to mate with the curve of the rim better. My experience with the HF tire changer has been positive even if I did have to do a few modifications to make the thing function. I feel like I no longer have to fear the Husky’s tires and am confident I can change them in a reasonable amount of time without too much damage. I’m not sure HF still carries the motorcycle tire adapter so if you want one you might have to check several stores to see if they have the thing in stock.

The Husqvarna 21” front wheel conversion

After spending several hundred dollars and several days labor on the failed Husky wheel conversion I’m happy to report the bike is now back to stock configuration and rideable. After grinding clean through the old caliper I had to buy a new 4-piston Brembo caliper. I also replaced the wheel bearings as the originals had suffered enough of my abuse pounding them out of the wheel hubs twice.

Since I have given up on the 21” wheel idea I bought a Continental TKC knobby in the Husky’s original tire size. The tire cost $140 from Amazon and the knobs are about as high as the worn out knobs of a real dirt tire. The TKC is the knobbiest 17” tire I could find that fit the rim. I’m hoping the TKC will provide a bit more grip off road.


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My buddy Mike graduated from a 390 KTM and has bought a new 890 KTM and I’ll have to work the Husky a bit harder to stay up with his 100 horsepower dirt bike. I’ve also raised the Husky fork tubes up ½” inside the triple clamps, effectively steepening the rake a bit. The old street slick on front would push in the dirt making corners a sit on the gas tank type of deal. Loose gravel was like riding on marbles and mud would coat the old tire within one revolution making the bike feel like it was on ice. Maybe the deeper grooves between knobs will give the mud some place to squish. Anyway, the bike looks much more dirt ready if a bit silly with the tiny front wheel.

Yamaha RT1-B 21” front wheel conversion

After my not so shocking failure converting the Husky to a 21” front wheel I had a brand new 21” knobby tire just sitting in the shed. Mirroring the same poor tire choice issue as the 17” Husky, the 1971 Yamaha’s 3.25 X 19” front tire is an oddball. I have been running through my inventory of $10, new old stock Metzelers but those tires were approaching 30 or 40 years old and had weather checking on the sides. I was getting a bit of chunking on the side knobs also as the rubber was just plain old and breaking apart.

Luckily for me, the Yamaha 21” conversion went smoothly. I bought a 1975 Yamaha DT400 front wheel, which is nearly a drop in conversion. The actual size of the tall-ish Metzeler 19” is only about ¾” shorter than the new 21” tire. I thought the bigger wheel might rub the fender but there’s clearance. I like the low fender look on the old Yamaha so I might raise the fender a tiny bit for more mud room. It’s usable as is, I’ll just have to budget my mud riding.

The old, looping, brake cable guides were in the wrong spot for the new wheel. The brake cable on the new wheel is routed straight up from the wheel, in front of and parallel with the fork legs making the cable shorter and more direct as there is only one turn in the run. So I had to buy a new brake cable. I bent up a small piece of file cabinet to make an upper cable guide, for the bottom I used an off the shelf Adel clamp.

Old Yamaha Enduros are not known for having powerful brakes so I was surprised to see the 1975 conical hub had a ½” larger brake drum. The extra braking power provided by the 6” drum is counteracted by the larger diameter wheel so it’s kind of a wash in the braking department. At least I didn’t go backwards.

At the end of all this back and forth motion I have two motorcycles with new front tires and a warming trend on the way. Spring is right around the corner and Mike has a new 890 KTM that we need to get dirty. We have the whole state of New Mexico to explore. I’ll have some more potpourri for ExhaustnNotes as I continue to tie up those loose ends.


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Wiley Coyote Fact Checked

Did you ever get the feeling someone is watching you?

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

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

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

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

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


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Live on Amazon!

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

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

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

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


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