There’s a reason we call this pump a tire inflator instead of an air compressor. The thing is pretty small to start with and half of that size is battery to power the thing. Don’t expect to run your 1/2″ air impact wrench with the UABRLA is what I’m trying to say in an original, thought-provoking manner.
I have a small, 12-volt Slime brand tire inflator that I carry on whichever bike I’m riding. It works well and is like 15 years old now. The main issue (I hate to say problem because it’s more of a design limitation) is that you have to connect it to the motorcycle’s battery. On the RD350 that’s not a big problem but on some bikes, like the ZRX1100, the battery is buried under a bunch of junk I store on the bike. You have to remove the dirty socks, chucks of broken concrete, a dried up Sharpie marker and last year’s Laguna Seca vintage racing schedule. That gains access to the battery door, then you have to slide the battery out to access the terminals.
For airing up bike tires in the shop I use a larger 12-volt compressor (it has some grunt) and a 12-volt car battery.
I bought the UABRLA because I sometimes forget on which bike the Slime pump is stored. I’ve ridden off to the hinterlands thinking I had flat tires covered yet the Slime was packed away on a different motorcycle.
You’re probably wondering if I’ll ever get to the UABRLA review.
The UABRLA was delivered from Amazon in only two days. That’s pretty fast considering where I live. It came with a hose for connecting to tires, a charging cord, a 12-volt cigarette adaptor so you can keep filling tires even if the built-in battery is dead and a little collection of adapters for beach balls, inflatable mattresses and New England Patriots footballs. A handy tote bag is included. The unit also has a flashlight and a USB port for charging small electronics. The flashlight has three modes: on, on-strobe, on-SOS. Four modes if you count off.
The inflator has presets for car tires, motorcycle tires, bicycles and sports equipment. I can’t see the need as air is air but maybe if you were a complete novice it would help.
A nice touch is the auto-shutoff that kills the inflator when the tire reaches a preset pressure. The setting is pretty accurate being only a pound or two off when checked against a pencil-type gauge. Or maybe the pencil gauge is off. Regardless, I can’t tell a tire is low until the rim scrapes the ground.
The built in battery supposedly has 20,000 mah capacity but I can’t be bothered to test that. I filled up two bicycle tires and topped up 6 motorcycle tires with the little inflator and it was still showing 2 of 4 bars. I’m guessing you could fill one car tire with the built in battery. After that you’ll have to switch to the 12-volt cigarette adaptor.
Anyway, I wouldn’t use this machine for car tires. Maybe adding a few pounds would be ok. My experience with these little inflators is that they get hot if you run them too long so I’d let it cool a few times if you’re filling a 40-inch tall muddier tire.
One thing I would like different is a 90-degree air chuck instead of the straight chuck that comes with the UABRLA. It gets a little tight on some motorcycle wheels.
The UABRLA is a nice-looking bit of consumer glitter. I’ll be tossing this pump into my motorcycle travel kit and hopefully it will last more than one or two uses.
Harley-Davidson built four military motorcycles during World War II: The WLA, the WLC, the Knucklehead EL Overhead Valve, and the XA. The 45-cubic inch V-twin WLA was the preferred US Army motorcycle, and it was the motorcycle Harley-Davidson produced in mass quantities. We recently visited the Harley-Davidson Museum in Milwaukee, where I was able to grab most of the photos you see here.
The WLA
The WLA Harley-Davidson (if you haven’t tumbled to it yet, the “A” in WLA stands for Army) used a detuned 750cc air-cooled engine. The motorcycle had a springer front end and a solid rear (there were no springs or shocks in the rear, other than the spring beneath the seat post). The WLA, like other Harleys of that era, had a foot-operated clutch on the left and a hand shifter on the fuel tank’s left side.
The Harley- Davidson WLA. This 45- cubic-inch V-twin was the U.S. Army’s principal motorcycle during World War II (photo provided by the American Motorcycle Historical Foundation). This photo is in my book, Police and Military Motorcycles.
Simplicity was the WLA’s defining theme. Its flathead engine could be disassembled using only hand tools. At the army’s request, Harley built the WLA with a carburetor that had nonadjustable needles and jets, a configuration Harley used on some of its police motorcycles. The idea was to prevent soldiers (or police officers) adjusting the carb. The WLA didn’t even have a key. A trooper just had to kick-start it and ride.
A US Army WLA on display at the Harley Museum. It’s authentic.
The Army quickly found WLA improvement opportunities. Travel on dusty roads tended to accelerate engine wear, so Harley added a monstrous oil-bath air filter. The second improvement was the headlight location. WLA headlights were initially above the handlebars (like on the civilian models). Part of the Army’s tactical doctrine, though, included a move that required the rider to use the motorcycle as a shield. The drill in that move involved skidding the rear wheel, flipping the rear out, and then laying the bike down to form a barricade…you know, so you could shoot at the bad guys from your now-prone motorcycle (thus giving new meaning to the time worn “I had to lay ‘er down” and similar expressions). The problem here was that the above-the-handlebars-headlights often broke during this maneuver. Harley remounted the headlight just above the front fender to better protect it.
The Army started buying WLA Harleys even before the United States went to war. In 1940, the Army ordered 16,000 WLAs to be delivered in 1940 and 1941, and then after Pearl Harbor, the pace increased. Harley won contracts for 13,000 WLAs in 1942, 24,000 in 1943, 11,000 in 1944, and more than 8,000 in 1945.
A United States Navy WLA in Navy gray. Note the headlight location above the handlebars.
Even the Navy got in the act with a WL variant painted sort of a battleship gray. The Navy used their motorcycles for shore patrol duties (the Shore Patrol was the Navy’s Military Police function). I saw one with a sidecar at the Harley Museum in Milwaukee. It was a sweet-looking motorcycle.
Harley-Davidson sold 88,000 military motorcycles during the war to the United States, England, Canada, China, India, and Russia. Many were eventually sold to the public. Most are in collections; some are still ridden today. In addition to the 88,000 complete motorcycles, Harley built enough spare parts to build 30,000 more motorcycles.
The WLC
During World War II, the Canadians also bought Harleys for their army, as did many other countries. The other countries used the standard WLA, but Canada had its own unique requirements. These included an auxiliary hand clutch, interchangeable front and rear wheels, and a front wheel stand (the U.S. model had the traditional Harley side stand). Harley-Davidson built 18,000 WLC motorcycles for Canada.
The 61 EL
Harley had introduced its 61-cubic-inch EL Knucklehead engine to the civilian market in 1936. The Knucklehead and its overhead valve engine offered better performance than the flathead 45 W-series Harleys. Harley-Davidson delivered a small number of military motorcycles based on the 61-cubic-inch Knucklehead engine. Man, that must have been a good gig…being an Army dispatch rider and drawing a Knucklehead for your ride. The military Knuckleheads are rare (no jokes needed here, folks). I can’t remember ever seeing one. But, I found a video of one that was for sale in 2017. Enjoy, my friends…
The XA
The Army preferred the Harley WLA to the Indian 30-50, but it had problems with both motorcycles. In addition to the engine wear and broken headlight problems mentioned above, the rear chain had to be adjusted and replaced frequently on both motorcycles. Engine overheating was another problem (the Harley and the Indian both had V-twin engines, and with a V-twin, the rear cylinder runs hotter than the front cylinder). The rear cylinders could seize because of this.
None of the XA Harleys saw active duty in a war zone. This one looks ready, though, with a .45 ACP Thompson in a scabbard on the right and a .30-cal M1 Carbine in the scabbard on the left. Check out the tires!
When the British captured BMW R 12 motorcycles in North Africa and provided a few to the United States, the German machines appeared to provide the answer to the U.S. Army’s major concerns with the WLA. The BMW had a relatively maintenance-free driveshaft to provide power to the rear wheel. The BMW’s horizontally-opposed twin cylinders were both out in the airstream, and as a result the BMW engine ran about a hundred degrees cooler than the Harley and Indian engines. The shaft drive did away with the chain and its wear and adjustment issues. The giant oil bath air cleaner was in a great location. And the BMW had a foot shifter and a hand clutch, a much easier to operate arrangement.
The Army asked both Harley-Davidson and Indian to develop prototypes based on the BMW R 12. Harley-Davidson’s answer was the XA, which looked, for all intents and purposes, as if the BMW engine and shaft drive had been grafted into a standard WLA. In reality, what had happened was very close to that. Harley reverse-engineered the BMW drive train and mated its version into the WLA chassis. The first few, including the prototype, even had the Harley springer front end.
A closeup of the 750cc flathead Harley boxer twin.Another view of a non-sidecar-equipped Harley XA. Note the twin carbs, the air cleaner location behind the generator, and the foot shift.
The Army was impressed with both the Harley and Indian BMW clones, and they gave both manufacturers production contracts. Harley and Indian each built 1,000 machines based on the BMW design. Harley’s XA was more of a direct copy; Indian’s design had the cylinders tilted up like a modern Moto Guzzi. But while the Harley and Indian development work was under way, the army had been experimenting with other transportation concepts and found that the 4WD Willys (the Jeep) was a much better all-around military vehicle. The Army shifted its resources to Jeep acquisition and did not take delivery on the motorcycles Harley and Indian had already produced. The Army can be fickle like that.
Both Harley and Indian did not pursue BMW clones, since neither company saw any significant civilian demand. Both manufacturers sold their machines to the public and walked away from further development. Today, both the Harley XA and its Indian counterpart are highly collectible.
The Real Knuckleheads?
On that topic of knuckleheads mentioned above…no, not the EL model mentioned several paragraphs up, but the guys running the show in the War Department and over at Indian. You see, the War Department’s spec for their desired military motorcycles called for a 30.5 cubic inch motorcycle (a 500cc twin). Indian snapped to and developed the Model 741 you see in the video below. Harley thought about things for a minute and told the Army they didn’t make a 500cc motorcycle, and they let the Army know they weren’t about to start. Harley further informed the, er, knuckleheads that they made a very good 45 cubic inch motorcycle, and if the Army wanted Harleys, that’s what they could buy.
The knuckleheads (the ones in uniform, not the EL motorcycles) quickly found out that Harley was right. The troops let the brass know that Harleys were better motorcycles, and that’s why the Army ordered many more Harley WLAs than Indians.
There’s one more area in which Harley had to set the knuckleheads straight. During the war, the Army told Harley and Indian to cancel all civilian motorcycle production and make only military motorcycles. Indian saluted and executed. Harley let the War Department know they could go pound sand. By keeping their civilian production going, Harley preserved their customer base. After the war, Harley prospered. Indian? Well, you know how that story ends.
I wrote a story for Motorcycle Classics magazine about the Indian 30-50 (Indian’s World War II workhorse) a few years ago. You can view it here. I also have a video of that bike you might enjoy:
Very few (if any) final scenes have sparked as much discussion and controversy as the final Sopranos scene. Tony Soprano and his family are meeting for dinner at Holsten’s in Bloomfield, New Jersey, the fictional mob wars between the New York and New Jersey families have ended, and we think all is well. Their favorite local restaurant is Holsten’s, which Tony mentions in the series. Is it a real place?
Absolutely. And it’s good. We found Holsten’s and had lunch there (it’s at 1063 Broad Street in Bloomfield, New Jersey), and I was surprised. The place has to be the most famous small local restaurant in the world, and you’d think with the kind of publicity they’ve had, they wouldn’t be very good. People from literally all over the world (more on that in a minute) find their way to Holsten’s. But it is good. Very good, in fact. More on that in a minute, too.
I was able to park directly in front of Holsten’s, and as I was getting out, I noticed a young couple scrambling to cross the street and get into the restaurant. I had an idea why, so I slowed down a bit.
Okay, to make what I’m going to show you make sense, I need to tell you a bit about that last scene up front. In the photo below, there are three Holsten’s locations you need to know about. The photo below shows them as you enter the restaurant.
As you enter Holsten’s, there’s a long lunch counter and booths at the back of the restaurant. Arrow B points to where the likely hitman initially sat. Arrow A points to the small hallway that leads to the restrooms, where the shot that took out Tony was fired from. Arrow C points to the booth where Tony sat, enjoying his onion rings, when he got whacked.
That young couple racing to get into the restaurant? I was right. They were hustling to grab the booth all the way in the back, where Tony, Carmela, and AJ sat. In the Sopranos scene, Tony was flipping through the mini-jukebox on the table. Today it’s the only table in the restaurant that has that little jukebox. They used to be at every table in any New Jersey diner. Notice the sign denoting the booth, too.
We sat one booth up from the Sopranos’ booth and we started talking to the young couple I mentioned above. They were doing the same thing we were: hitting locations that appear in different Sopranos episodes. Sue told them we were from California. They told us they were from (get this) Poland! Yep, they flew all the way from Poland to do what we were doing. These folks were serious Sopranos fans. Check out his tattoos:
This is beyond being a mere fan, I think.Impressive. Christopher, Tony, Silvio, and Pauly. And before you ask: Yes, I know these are fictional characters.
You no doubt realize by now that I am a serious Sopranos fan. But I don’t have any tattoos denoting any of the characters in The Sopranos, and I have no plans to get any.
We had a lunch, and (as mentioned above), it was surprisingly good. I had a tuna melt. We ordered a plate of onion rings. Just minutes before he got whacked, Tony Soprano said they were the best onion rings in the state. I’ve sampled a lot of onion rings in New Jersey, and I think he was right.
The menu was simple. Our lunch selections were excellent. The people from Poland thought so, too.
We left feeling pretty good. I grabbed one more shot with my cell phone.
A parting shot: The Holsten’s storefront.
About that last scene: The audience never does find out exactly what happened. Tony looks up as Meadow (his daughter) is entering the restaurant, and the screen and the sound suddenly go to a silent black. Most people thought their TVs had gone out. I did. Then the credits start rolling by, and we realized that one of the best series ever, all six seasons of it, were over. It was brilliant.
Take a look, remembering the locations I pointed out in that photo above.
The Sopranos ExNotes Wrap Up (for now)
Well, sort of. I’m not entirely done with The Sopranos. This is the fourth (or maybe fifth) one of our blogs on The Sopranos, and I don’t have any more planned until the next trip back to the Garden State. About that “maybe fifth” business: One of The Sopranos episodes takes place in the New Jersey Pine Barrens. I rode the Pine Barrens when I did the piece on Jerry Dowgin’s Honda 305 Scrambler (rest in peace, Jerry). The Sopranos episode didn’t actually take place in the Pine Barrens, as anybody knows who’s ever been there (it was filmed in a forest somewhere in New York, and they didn’t even have pine trees). Parts of that episode were funny as hell, though, as you can see in this clip:
The other three Sopranos blogs we’ve done recently are:
The destination on this fine day was Pictured Rocks National Lakeshore, part of the National Park Service network. It’s situated in the Hiawatha National Forest along the shores of Lake Superior, which is the large body of water you see in the above photograph. Pictured Rocks lived up to its name; the drive to get there was even better. It’s part of Michigan’s Upper Peninsula, and once we left the freeway on our ride out of Green Bay, Wisconsin, the roads were majestic. We hit it at just the right time, too, which was in mid-October when the leaves were turning colors. You might think I turned up the saturation in the photo below. I did not. You’re seeing it the way it came out of the camera (my Nikon D810, a 24-120 lens, and a Hoya polarizer).
The Pictured Rocks National Lakeshore area includes sandstone cliffs, beaches, waterfalls, and sand dunes. There are many lakes in this area as well. The roads are lined with forests. It’s a nice area, and my thoughts were that it would be well suited for exploring on nearly any kind of motorcycle in the summer months (it’s cold in the fall, and from what I understand, really cold in the winter). Speed limits were low (I think the highest we saw was 55mph, many areas were 40 or 45mph, so a small bike would do well here). All the roads were fairly straight with few curves; a big touring bike like a Harley or a Gold Wing would be fine, too.
The temperatures are brisk this time of year. We had frost on the windshield in the morning. This is a good time of year to take in the changing colors, though. The leaves and the ride were incredibly scenic.
Once we entered Pictured Rocks National Lakeshore, we found that it’s not like the Jersey shore or the Grand Canyon’s South Rim; we couldn’t just ride along the edge of Lake Superior and take in the entire shoreline. Nope, the way to see this National Park is by riding to a series of points along the lakefront from the interior. Getting to each involves taking different roads to their ends where they meet Lake Superior. That’s okay, because doing this in the fall with the leaves turning colors makes for a beautiful ride.
The town where we stayed the night is Munising (pronounced just like it’s spelled: Muni Sing). There is at least one glass bottom boat tour in the area, although we didn’t do that.
We couldn’t get anyone to recommend a restaurant in Munising, and after trying one, we understood why. But that’s all right. There are several shops in town that sell pasties, and the pasties are great. Muldoon’s Pasties is the one we tried. (Pasties are not what you might be thinking. They are actually pastries.) We had the chicken pasty and then a cherry one for dessert, and they were awesome. That one chicken pasty you see below was more than a meal for both of us.
For this trip, we flew from Atlanta (where we stopped to visit with an Army friend and mentor) to Milwaukee, where we rented a Mazda CX30. It’s an all-wheel-drive automobile that was okay, but not okay enough for me to ever consider buying one.
The CX30’s fuel economy was good, ride comfort (while better than a motorcycle) and road noise were not. It would probably be an okay car for the area (they get a lot of snow up here in the winter). We put about a thousand miles on the Mazda and had no issues, other than the tire pressure indicator nearly constantly flashing. That seems to be a common occurrence with Enterprise Rental; the car we rented in Atlanta had the same problem.
We’ve got more good stuff coming your way: The Harley-Davidson Museum, World War II military motorcycles, the Green Bay Auto Gallery, the National Rail Museum, the Miller Beer tour, the Pabst Mansion, and a few other stops. Hang in there, click on the pop-up ads to keep the lights on and the content flowing, and as always, stay tuned.
There must be a lot of potheads in Michigan. I believe I saw more marijuana stores in Michigan than any place else I’ve ever been (and coming from the Peoples Republik of Kalifornia, that’s saying something). There was one cannabis store after another, especially in the Upper Peninsula.
With an open schedule and in need of some routine I took it upon myself to enroll in a Rescue Diver Certification Course. With still being in Thailand and continuing to dive while learning every mistake not to make it only made sense to become more proficient if not for myself, then for the fellow divers around me.
Returning to Koh Tao Thailand seemed the perfect place to take this course. With so many dive shops on the island and being unsure who to use for this next level class I did what I always do. I went to a bar and chatted other divers up. One shop that seemed to always be spoken highly of was Scuba Shack. It was not only a great decision to choose them for their professionalism, but it was right next door to where I was staying on Sairee Beach.
There are several requirements prior to beginning the rescue diver course. One is having an advanced scuba certification which allows you to dive to a depth of 30 meters and further educates you on proper buoyancy while underwater. Having just taken this a month prior helped me as the fundamentals were still fresh in my head. The second was to obtain an updated First Responder course. This part of the class was half a day and entailed covering CPR, proper bandage application, and procedures on how to help others in numerous types of emergency situations from car accidents to everyday incidents you may come across anywhere on land. Once that was completed and I passed the online course, the real challenge began. Scuba rescue operations while at sea include incidents well below the water’s surface.
The water rescue portion was what I was really itching to learn. It was a challenging experience both mentally and physically. Many of the scenarios involved how to identify and treat divers who are exhausted, panicked, or unconscious. Another major prop I will give Scuba Shack is the actors in these scenarios did a fabulous job (I think I may still have a lump on my head from rescuing the panicked diver). The most work was in having to rescue an unconscious diver underwater. This included how to bring them safely to the surface, how to bring them to the boat while they are yelling for help, and providing rescue breaths every 5 seconds (including doing wo while taking both your gear and their gear off). It was humbling how much work and focus it took to perform these tasks with precision. My partner, Naz and I managed to successfully perform these tasks both solo and as a team.
Upon completing our final skills test (which was an underwater navigation search and rescue), we both relaxed on the boat celebrating with some coffee and fresh fruit when we heard several people screaming for help in the water. It was the final exam. Naz and I had to rescue three divers needing help. We had to prioritize each one and work as a team to safely rescue them all in order of priority. We performed this successfully.
We both passed our course, and our confidence and diving abilities greatly increased from attending this class. Naz is currently in the Dive Master Program with Scuba Shack on Koh Tao. She will be an excellent dive master. My travels are continuing; I’m currently examining a map and selecting the next country I’ll visit.
I want to thank all the wonderful people at Scuba Shack and our instructor Sita on the great experiences during this class and on our fun dives we performed several times each week.
Unless you have visited Oklahoma or you live there, you probably wouldn’t think of Oklahoma as a motorcycling paradise. But trust me, it is. And finding the best rides in Oklahoma is easy, thanks to Oklahoma’s Tourism and Recreation Department. Sue and I are always looking for interesting travel destinations, and as a guy who writes travel pieces for Motorcycle Classics magazine, my antenna goes up when I hear about great roads and great destinations. Several years ago when I was working for CSC Motorcycles, we attended the Long Beach International Motorcycle Show. In the vendor display area, Sue found a booth manned by the Oklahoma tourism folks.
One thing led to another, we received a package of travel information that would choke a brontosaurus, and shortly after that we were in Oklahoma. I have a friend who retired in Tulsa, we visited a bit, and we hit a bunch of great destinations in Tulsa, Oklahoma City, and the surrounding areas. I wrote several blogs about our visit, and several Motorcycle Classics Destinations articles. These are the blogs:
But even with the above, we barely scratched the surface of what Oklahoma offers. The materials the good folks in Oklahoma mailed to us included the Oklahoma Motorcycle Guide. It suggests several rides, complete with maps and two or three pages on each ride. The Oklahoma Motorcycle Guide is impressive.
A few suggested Oklahoma rides. Click on this image a couple times to enlarge it.
Imagine that: One of our states issuing a motorcycle travel guide! More good news? It’s free, the latest version includes even more rides than does the version I received several years ago, and you can download it immediately at this link: Oklahoma Motorcycle Guide Free Download
Trust me on this: If you’ve been looking for your good next place to ride, Oklahoma needs to be on your list.
With the temps hitting over 100 degrees out here, I thought it might be a good idea to rerun a blog we ran a few years ago. Let’s stay cool out here, folks!
I visited Chiriaco Summit and the Patton Museum last week (we’ll have a blog on it soon) and it was awesome. But wow, was it ever hot. As in 111 degrees when we left, and that’s not an unusually warm day out there in the Sonoran Desert. The next town over is called Thermal, and a little further north there’s this place called Death Valley. Death Valley recorded a whopping 131 degrees three weeks ago. Sensing a pattern?
Looks like the Mojave, doesn’t it? Nope. That’s Joe Gresh in the Gobi Desert. Gresh and I rode across it after coming down off the Tibetan Plateau. It was a bit warm out there.
Yeah, it gets warm in these parts, and in other parts of the world as well. Hot weather is not ideal riding weather, to say the least, but sometimes we find ourselves riding in shake and bake conditions. I’ve done it. I rode a 150cc scooter all the way down to Cabo and back in Baja’s hottest month of the year (September, when it was well over a hundred degrees every day). It was humid down there, too, once we crossed over to the Sea of Cortez side of the peninsula. We were literally entering the tropics as we crossed the Tropic of Cancer. Whoa, that was rough riding!
Simon Gandolfi, suspenders flying in the breeze, riding my Mustang replica bike south of the Tropic of Cancer in Baja California Sur. It was one of the hottest rides I ever experienced.
When we did the Western America Adventure Ride with CSC and the guys from Zongshen, we rode through the same corridors described earlier above, riding across California and the Mojave Desert, through Joshua Tree, and on into Arizona with temps approaching 110 degrees. That was brutal riding.
King Kong and Mr. Zuo in Joshua Tree National Park. That was another brutally hot day. Higher higher temps were still in front of us when we later rolled through Amboy, California. This picture became the cover photo for 5000 Miles At 8000 RPM. You should buy a copy or three (they make great gifts).
The ride across China that Joe Gresh and I did had similar challenges. It started out hot, then it got cold as we rode into the Tibetan Plateau, and then it became brutally hot and humid as we descended into central China and rode east to Qingdao. That was a 38-day ride, and I’d guess it was well over 100 degrees for at least 30 of those 38 days.
The risk, of course, is heat stroke, and it’s often not the kind of thing you can feel coming on. You’ll think you’re okay one minute, and the next you’re waking up in an emergency room wondering what happened. If you start to feel a headache while riding in hot weather, you are already perilously close to heat stroke. You need to stop, drink copious amounts of water, and get some shade. The better approach, though, is to not let yourself get anywhere near that condition, and that’s what this article is all about.
It almost seems like heresy to say it, but my first bit of advice about riding in hot weather is: Don’t. Given the choice, postpone the ride. But let’s assume that this is not an option, as was the case for each of the rides mentioned above. Okay, then…here’s my guidance on the topic.
12 Hot Weather Riding Tips
One: Don’t ride naked. I’m not trying to be funny here, and I’m not implying you might be the kind of person who would go down the road wearing nothing at all (although there is that story about Gresh riding around with only a bathrobe). Nope, what I’m talking about is not shucking your safety gear. You have to wear it. All of it. ATGATT. All the gear, all the time. You can’t peel it off just because it’s hot. It’s saved my life.
My Viking Cycles mesh jacket and the mighty Enfield.
Two: Wear a good mesh jacket. These are available from several sources. I have a Viking Cycles jacket I’m wearing these days and it works well. I wore a Joe Rocket mesh jacket on the ride across China and it made a big difference. You can get them from Viking Cycles, CSC Motorcycles, British Motorcycle Gear, and other sources. Trust me on this…you need a ventilated jacket for riding in hot weather. EDIT: We’re getting interesting comments advising not wearing a mesh jacket in hot weather. Make sure you read the comments below, and for those of you who responded, thanks very much!
Three: Use a cooling vest. These things actually work, but they’re not as easy to use as it sounds. They don’t work for long, but they work. The idea is you soak them, and then wear them under a jacket. The airflow causes the water in the vest to evaporate and that cools the vest and you. I’ve found that on really hot days these vests need to be remoistened about every thirty minutes, but you should be stopping that often anyway (more on that later). It’s the remoistening part that I don’t like. It seems like they take forever to soak up water when you remoisten them. I’ve found it easer to just get my clothes wet (see the next point below).
Four: Go soak your head (and everything else). Don’t laugh; I’ve done this. On the Baja ride I mentioned above, it was so unbearably hot that we took to pouring water down the inside of our riding jackets and inside our helmets at every stop. We became rolling evaporative coolers. It helped.
Five: Change your riding hours. On the really hot days, I like to hit the road at 0:Dark:30. Get out and get a hundred or so miles in before it gets unbearably hot. You’d need good lighting on your bike to do this (I generally don’t like to ride at night, but I’ll make an exception when I know it’s going to be hot). This is difficult to do when riding in a group because it’s hard to get everybody moving that early. If it was just me and Gresh or Welker, we’d leave way early and get in a couple of hours of riding (or more) before the sun comes up.
We knew it was going to be brutally hot riding through Joshua Tree and the Mojave Desert, so we left just before sunup on the first day of the Western America Adventure Ride.
Six: Drink a lot of water. The problem with riding in high temperatures is you don’t realize how much water you lose through perspiration. My advice is to stop every 30 minutes and drink a bottled water. Like I said above, most of us ain’t spring chickens, and you might be wondering if this means you’re going to be stopping a lot to pee. Hey, it’s a common old guy problem, but it won’t be in hot weather. Drink a lot of water; you’ll lose it through perspiration as you ride.
Seven: Avoid alcoholic beverages. Alcohol will cause you to dehydrate more rapidly, and that’s the opposite of what we’re trying to do here. You shouldn’t be consuming alcohol on a motorcycle ride anyway. Drinking any kind of alcohol while riding in hot weather is just stupid. Where I found you really have to watch this is when riding in a large group (there will be one or two riders who have to have that beer or two at lunch).
Beer is good, especially when it’s a Tecate at the Old Mill in Baja overlooking Bahia San Quintin. But save it for the end of the day, when the bikes are parked for the night.
Eight: Stop regularly to cool off. Find a bit of shade or someplace air conditioned, and get off the bike to cool down. When I ride in hot weather, I usually stop to cool off and rehydrate every 30 minutes or so.
Stopping to cool off at the Tropic of Cancer. Wow, it was hot and humid down there! We were off standing in the shade, drinking bottled water.
Nine: Keep your tires at recommended pressures. Another thing you definitely don’t want on a hot day is underinflated tires. Tires flex with every rotation, and flexing causes the tires to heat. Throw in high road surface temperatures with underinflated tires, and you’re flirting with a blowout. This is especially important to remember if you’re one of those guys or gals who deflate their tires for dirt riding. Don’t forget to pump them back up when you get back on the asphalt.
Ten: Don’t speed. Tar melts on hot days, and melted tar is slick. Factor that into your riding when it gets toasty.
A meal fit for a king, but not for lunch. You wouldn’t want to ride in hot weather immediately after this Baja seafood extravaganza.
Eleven: Eat light. Don’t over indulge. Heavy meals put a strain on your digestive system and your heart, and that can elevate your body temperature. When I was involved in testing munitions out in the Mojave on hot days (where it was sometimes over 120 degrees), we always brought along melons for lunch and nothing else. We didn’t need to keep them cool. They were a great treat, they seemed to make it a little cooler on those horrifically hot days, and they help to keep you hydrated. Good buddy Sergeant Zuo seemed to know all about that in China, too. We were riding through Ledu in central China one ferociously hot day when our favorite Chinese NCO stopped the group, disappeared, and returned with a couple of watermelons. That was a welcome respite and a marvelous treat. We ate a lot of watermelon in China.
Gresh taking a break in Ledu, China. That’s the Yellow River (China’s Mother River) behind Uncle Joe.
Twelve: Lighten up on the low sodium schtick. A lot of us older guys try to watch our sodium intake. When I was in the Army, they actually gave us salt tabs on really hot days when we were in the field, the theory being that we needed the sodium because we were losing so much through perspiration. I later heard the Army reversed that practice, but the fact is you lose a lot of minerals through perspiration. I don’t worry about my sodium intake when riding on hot days.
So there you have it. You know, most folks who ride motorcycles these days…well, how can I say this delicately? We aren’t spring chickens anymore. Motorcycling tends to be a thing mostly enjoyed by full-figured senior citizens, and we have to take care of ourselves, especially when we venture out on hot days.
If you other ideas about hot weather riding, let us know in the Comments section. We love hearing from you.
Another one of the stops on my New Jersey Sopranos tour was Paterson Falls. Although only about 40 miles or so from where I grew up, I’d never been there.
I knew of the town, though. It’s an old industrial village with waterfalls, which meant that in the early days of our country it was perfect for industrial development. The falls provided hydraulic power, and that could be used to drive machinery. Indeed, it’s where Samuel Colt built his first run of revolvers, which are known (not surprisingly) as Paterson Colts. Paterson was established as the nation’s first planned industrial city in 1792, with its readily-available hydraulic power and close proximity to New York City and the Atlantic Ocean. Paterson manufactured silk cloth, steam locomotives, textiles, paper, firearms, and aircraft engines. It is centered on the Passaic River, which flows into Newark Bay and from there to the Atlantic Ocean.
The Passaic Falls are contained within the Paterson Great Falls National Historic Park, which is (as the name implies) part of the U.S. National Park system. All this was news to me, which is kind of amazing when you consider that I grew up a short 40 miles to the south. I’d never known any of this, and to learn about it at my age was surprising. I’ll give the credit for that to David Chase (the guy who created The Sopranos). Had that show not sparked my interest, I’d still be ignorant.
So, let’s move on to the scene in The Sopranos that caught my attention. It’s the episode in which Mikey Palmici (Uncle Junior’s driver and bodyguard) throws a drug dealer off the bridge over the Passaic Falls:
That episode you see above occurred later in The Sopranos. There was another scene in the very first Sopranos episode on the same bridge shown above in which Hesh Rabkin and Big Pussy Bompensiero (two of The Sopranos characters) threaten to throw a health insurance company executive (a guy named Alex Mahaffey, played by Michael Gaston) off the same bridge if he didn’t cooperate with a Sopranos scam to defraud the insurance company.
When threatened with a swan dive off the bridge, Mahaffey gave in to the Soprano family’s demands, but alas, his Sopranos career was over; Michael Gaston never appeared in another episode. But that didn’t mean Sue and I wouldn’t see him again. In one of our trips to New Jersey, we rode the Air Trans shuttle between the airport and the rental car facility. Just before we boarded the shuttle, Michael Gaston was leaving the car we entered. We didn’t bug him, but we made eye contact and he knew we knew who he was.
Michael Gaston, an actor we bumped into on the Newark Airport Air Trans.
There’s a lot more to Paterson, though, then simply having been a location for a couple of The Sopranos scenes. Here’s another video that describes Paterson’s history:
Today, Paterson is undergoing a renaissance, as the old factory buildings are being converted to loft apartments. Yup, Paterson is being yuppified. It looks like an interesting place to spend more time, but my schedule didn’t permit doing so on this visit. For us it was roll into town, grab a few photos, and bail.
A view of Passaic Falls. This is a beautiful area.The wood-surfaced foot bridge featured in two different Sopranos episodes.Another view of the bridge. It’s closed to the public. On the Internet, it says it’s for safety reasons. One of my police buddies told me it’s because there were too many suicides from this bridge.Another view of the Passaic River and its Falls in Paterson.While we were visiting the Paterson Great Falls National Historic Park, this rather plump groundhog was doing the same. My Dad used to hunt these in New Jersey with his .243 Model 70 Winchester and the farmers loved having him do so. These woodchucks may look cute, but they destroy a lot of crops.
One thing I know for sure: I’ll return to Paterson. I’d like to explore the city, its museums, and more in greater detail.
Want to see our other visits to The Sopranos locations? Here they are:
We’ve got a bunch of good stuff coming your way, my friends. I just finished a whirlwind week in New Jersey, we hit some of the Sopranos film locations, I grabbed a bunch of very cool Norton P11 photos, we saw where Bruce Springsteen was setting up for a concert in Asbury Park, I have a review on the new Garmin chronograph about to go live, Mike Huber (aka Mike Nelson) is down there in Indonesia and Thailand becoming one with the sea turtles, I’ve got a review on Ruger Customer Service and my revamped .357 Bisley, Joe Gresh has his Z1 Kawi all dressed up with lots of new places to go, and lots, lots more.
Andrew Capone, Isle of Man impresario and British Motocycle Gear CEO, with an unknown paparazzi reflected in a Norton Scrambler fender at an undisclosed location in New Jersey.All dressed up with lots of places to go…Joe Gresh and the Z1…the gift that keeps on giving!How fast is fast? Stay tuned, and we’ll tell you!Scuba Southeast Asia with Mike Huber!Bisley mania! Plinking at 100 yards with a handgun? You bet!Andrew, Harry (aka “the Norton Whisperer”), and what is unquestionably one of the most beautiful motorcycles ever made!There’s ink, and then there’s Sopranos ink. Oh, do we have a story for you!
You know, we blew right by 1500 blogs some time ago, and I started to wonder if we were going to run out of things to write about. Nope. Not gonna happen. It’s like when one of my geezer buddies told me he didn’t know what to say at a lunch gathering, and another of my geezer friends told him, “Don’t worry…you’ll keep talking until you think of something.”
The scenes and the locations are iconic, and I take pride in recognizing every one of them in The Sopranos opening credits. The music, the New Jersey Turnpike toll booth, the aged industrial locations, Pizzaland, and motoring up that long driveway at 14 Aspen Drive in North Caldwell, New Jersey. Today’s topic is the home you see at the beginning of every episode in what is unquestionably the best television series that ever aired.
I had originally seen the series sometime after it first ran on HBO. I didn’t at first recognize how wonderful the show was and how it would come to be known throughout the world. It was so good that many people think Tony Soprano is real. I was in Scotland for a consulting gig when my driver, an elderly gentleman, recognized my American accent but told me I didn’t sound “like California.”
“I’m originally from New Jersey,” I explained.
My driver grew silent. He was thinking. Finally, the Question: “Do you know Tony Soprano?” He was dead serious. We were in Glasgow on a motorway taking me to my destination, and here was this Scot asking me about a fictional character. One who obviously seemed all too real to anyone who watched the show.
“I never actually met the man,” I truthfully answered, “But I know people who knew him.”
What I told the driver was true, sort of. James Gandolfini, one of Tony’s many aliases, was a Jersey boy like me. He graduated from my alma mater, Rutgers University. I could identify with The Sopranos and its New Jersey setting. I knew people who spoke with the same accent and who most likely knew the DeCavalcante crime family (the real-world gangsters The Sopranos modeled). Hell, I speak with the same accent, and that old Scot picked up on it in Glasgow. Did I know Tony? Hey, I could name names, but I don’t want to sleep with the fish. I’m no rat.
On a recent trip, I thought it might be fun to Waze my way to a few of The Sopranos locations. The list was long, as the show was mostly shot in New Jersey (as were most of the guys and a couple of gals who fell from Tony’s favor). The first location I would visit, of course, had to be Tony and Carmela’s mansion. Waze knew the way. The Garden State Parkway took me there, and that seemed fitting.
When we arrived, the cul-de-sac was way smaller than it had appeared each morning when a bathrobe-clad Tony waddled down the driveway to pick up his Newark Star Ledger (a paper I used to read, by the way). I couldn’t see too much of the mansion, the result of 25 years of landscaping doing what landscaping does. The trees and bushes had grown to obscure the view from the street. It’s what Tony (or any organized crime figure) would have wanted. Best to keep a low profile, free from Agent Harris’s probing eyes.
When a guy like Tony Soprano posts a sign like this, I pay attention. Nah, not really. What’s he gonna do? Coincidentally, we had that same mailbox in front of our house for years. It leaked and we grew tired of wet mail.
There it was, tucked away behind the vegetation, most definitely the mansion featured in so many episodes and, as mentioned above, in the opening at the start of every episode. Even though the current occupants obviously discouraged visitors, we still took our chances. As I was snapping photos midmorning on this New Jersey weekday, others appeared and did the same. Some of them might have been FBI agents. The fans of fame kept the flame burning bright, almost three decades after the music and the scenes first appeared. Note to self: Make the next visit in the dead of winter when the trees are bare, and do so late in the afternoon when the sun is in a better position. The lighting was not good when I gathered this evidence; a good lawyer could get the photos thrown out in court (a junior G-Man I’m not).
14 Aspen Drive. If you listen carefully, you can hear Carmela bitching.
The sign’s admonitions notwithstanding, I looked around and started working the Nikon’s shutter (I’m not gonna lay down for some mailbox sign). The neighborhood was befitting a kingpin like Tony Soprano. The home on the other side of the cul-de-sac was better lit by the sun’s mid-morning rays, so I had to shoot it, too. Collateral damage; couldn’t be helped. An impressive zip code, to be sure.
A home across the street from Tony’s place. This is an exclusive neighborhood.
I liked The Sopranos television series then and I like it now. I watch The Sopranos episodes on my cellphone (it’s running on Max) when I’m working out. I get through an episode or so each time I visit the gym. I’ve been through the entire series four times (and I’m into Season 5 for the fifth time now). I started binge watching The Sopranos 18 pounds ago. The Sopranos have been very good to me, my waistline, my cholesterol, and my A1C. I need to buy a new belt, and Tony is the guy who made that happen.
So what’s next? Paterson Falls, my friend. It’s where Mikey Palmici threw a drug dealer off the bridge. Stay tuned if you know what’s good for you.
I have a small, 12-volt Slime brand tire inflator that I carry on whichever bike I’m riding. It works well and is like 15 years old now. The main issue (I hate to say problem because it’s more of a design limitation) is that you have to connect it to the motorcycle’s battery. On the RD350 that’s not a big problem but on some bikes, like the ZRX1100, the battery is buried under a bunch of junk I store on the bike. You have to remove the dirty socks, chucks of broken concrete, a dried up Sharpie marker and last year’s Laguna Seca vintage racing schedule. That gains access to the battery door, then you have to slide the battery out to access the terminals.
We sat one booth up from the Sopranos’ booth and we started talking to the young couple I mentioned above. They were doing the same thing we were: hitting locations that appear in different Sopranos episodes. Sue told them we were from California. They told us they were from (get this) Poland! Yep, they flew all the way from Poland to do what we were doing. These folks were serious Sopranos fans. Check out his tattoos:
Returning to Koh Tao Thailand seemed the perfect place to take this course. With so many dive shops on the island and being unsure who to use for this next level class I did what I always do. I went to a bar and chatted other divers up. One shop that seemed to always be spoken highly of was Scuba Shack. It was not only a great decision to choose them for their professionalism, but it was right next door to where I was staying on Sairee Beach.
