The ExhaustNotes Blog

Taking stock of things…

Good groups with cup-and-core copper jacketed bullets, but I had to slow things down to get the groups to shrink. What I need for this rifle to get the velocities up are solids.

Wow, I was absolutely elated with the groups I fired with the .257 Weatherby Ruger No. 1 and when I was cleaning my rifle, I was thinking about how much I was enjoying the rifle now that I had it shooting well. I knew it wasn’t living up to its potential yet because of the excellent inputs I had received from my new good buddy David from Mississippi, who I think is maybe the most knowledgeable guy out there about the .257 Weatherby cartridge and the Ruger No. 1. David explained that I really needed monolithic (solid copper) bullets to reach the kinds of velocities the .257 Weatherby attains, and I ordered a couple of boxes of Barnes solids based on his advice.

I was eagerly awaiting the arrival of my new Barnes copper bullets when I started cleaning my No. 1, thinking about them and admiring the grain in the rifle’s Circassian walnut stock. Then something caught my eye. Whoa, what’s this?

The stock had cracked. I couldn’t believe what I was seeing, but there it was. No, I didn’t get a photo. But I had two small cracks, just behind the receiver, one on the top and one on the bottom of the rifle. When you inlet and fit a stock to a rifle, you’re supposed to provide a bit of relief between the back of the tang (the rifle receiver’s rearmost structure) and the wood. What you don’t want is the tang bearing directly on the walnut, as it can act as a wedge and crack the stock. That’s what happened on mine.

Beautiful Circassian walnut; the best I had seen after looking at dozens of .257 Weatherby Ruger No. 1 rifles. But it was all for naught.

I felt sick about the stock cracking. I had selected my .257 Weatherby No. 1 (after looking at a bunch of them) specifically based on its Circassian walnut stock and matching fore end. Well, it is what it is, and bitching and moaning won’t make it better. So I called Ruger’s Customer Service, they emailed a shipping label to me while we were on the phone, and I returned the rifle to Ruger. I’m hoping they’ll find a stock that’s as nice (or nicer) than the one I had, but I’m not worried about it. Ruger’s Customer Service is legendary, and I’m sure they’ll do good by me. You’ll know about it as soon as I do. And I’m eager to try the loads and new bullets my good buddy David recommended. Stay tuned, my friends. I’m going to explore the terrain above 3,500 feet per second with this rifle, and I’m going to produce tiny little groups doing so. We’ll see what happens!

Check out our other Tales of the Gun stories!

Top This

I’m a big fan of electric motorcycles. I like electrical stuff in general and I spent most of my working life as an electrician with benefits. Harley’s new Livewire E-Hog is an impressive first effort but at $30,000 dollars a copy it is a lousy deal compared to E-bikes from other manufacturers. You can easily beat the Livewire in both speed and distance for half the cost but that’s not the Livewire’s major problem.

The Livewire’s problem is industry-wide. Harley and those other guys are trying to duplicate the internal combustion experience with an electric motorcycle and they are burning a lot of joules doing it. Electric motorcycles are not direct IC replacements and their riders understand this.

For motorcycles, battery technology today is not compact enough and recharges too slowly for a rider with no fixed destination in mind. Until manufacturers can agree on a standard-sized, easily swappable battery pack we are stuck waiting for the bike. The first battery operated power tools were like this: you had to plug the whole tool in and wait. No work could be done until the thing was charged.

With standard-sized batteries (within a product line) cordless power tools have nearly supplanted the old, outlet-bound stuff. It takes only a second to swap in a new battery and you are back on the job doing whatever it is that you do. No one has range anxiety because there’s always a hot battery in the charger ready to use. Tesla is working on speeding up charge wait times by swapping the huge battery in their cars and it only takes a few minutes. When an electric vehicle can pull up to a gas station and swap in a charged battery as fast as I can change my power drill battery they will have become viable transportation.

The reality is, manufacturers are not going to standardize battery sizes. The best we can hope for is a battery changeable along the lines of the power tool situation: each battery is specific to the brand. Even that will not happen soon and maybe if you move the goal posts it doesn’t need to happen for the majority of users.

That leaves commuting back and forth to work as the ideal use for an electric motorcycle. You can have a charging source at both ends of the ride and you will be busy working or puttering about the house while the bike charges so there’s no down time. Give up on the idea of e-bikes matching IC bikes in all instances. The highest and best use of electric motorcycles is a situation where you have time to kill between rides.

I know The Motor Company is not going to listen to me, but here goes: Harley, stop making expensive, high performance electric motorcycles. I’ve seen your lighter weight electric bikes and they are so far removed from the traditional Harley-Davidson customer they might as well be electric Buells.

Harley’s marketing for as long as I can remember has been based on heritage. Timeless styling and traditional products have served you well. For a successful E-bike look to your past and the Topper scooter; it’s the ideal commuter platform to modernize (not too much) and electrify. The boxy rear section can hold a huge battery bank without looking like it’s holding a huge battery bank. It’s a classic form that simply drips Harley-Davidson heritage and the youth of America will go gaga over the styling. Keep the thing below $4000 so a normal person can afford one. You’ll have to outsource most of the drivetrain components to keep the price reasonable but you can slap the parts together in an old V-Rod factory and call it made in the USA!

Seattle’s Chihuly Garden and Glass Museum

I was up in Seattle about a month ago, and while we were there, we visited the Chihuly Garden and Glass Museum. It’s just below the Seattle Space Needle. I enjoyed it, and if you are in the area and you want to experience something new, this is a place you might consider visiting. I had seen exotic blown glass in Venice (Italy, not California) a few years ago and I guess I was expecting to see more of the same, but trust me on this, the Chihuly Museum is unique. It features the blown glass artistry of Daly Chihuly, and it’s unlike anything I’d ever seen. The shapes, the colors, the size of the sculptures…all of it was amazing. Take a peek…

The Chihuly blown glass sculptures are huge, and it you look carefully at the photos, you can see people in the background and that will give you a sense of scale. The Nikon’s low light level capabilities came through for me here; these photos accurately portray what we saw in the Museum’s darkened interior.

There sure are a lot of interesting things to see here in the US, and I’m constantly amazed at how many of them I had never heard of before. The Chihuly Museum was in that category. There are other exciting destinations out there, and when Gresh and I find them, you’ll read about it here. Gresh is headed out to the Yamaha Endurofest in a couple of weeks (watch for that), and I’m headed overseas again. More good stuff coming up, folks!

TJ’s Custom Gunworks

My RIA Compact 1911. Ported, polished, and breathed on internally to feed any kind of ammo, it’s 100% reliable and superbly accurate. Its plain Parkerizing and simple walnut grips remind me of the 1911s I carried in the Army, and I like that. This 1911 is smaller, easier to carry, more accurate, and thanks to TJ, it works every time.

When you meet someone who is a master in their field, that’s a good thing. There’s an old saying that only 10% of the people in any profession are really good at what they do, and in my experience, I think that 10% figure is too high. It doesn’t seem to matter what the field is…motorcycles, medicine, and everything in between. I commented on this one time to a really good medical doctor, and she asked if I knew what you call the medical student who graduates at the bottom of the class (the answer, of course, is “Doctor”). It’s everywhere. You don’t often find the truly greats in any profession, and when you do, you stick with them.

So, to the point of this blog, I know a gunsmith who is one of the greats. This is a story about my good buddy TJ. TJ is gunsmith like no other. He is more of a perfectionist than I am, and let me tell you, I am one picky guy. I’ve been going to TJ for years and he’s worked his magic on several of my handguns. He has never disappointed me.

I first met TJ more than 30 years ago when I hung out with the falling plate crowd at the Ontario indoor pistol range. Those were good times. A bunch of us would get together on Tuesday nights, I think, and try to knock down six steel plates as quickly as we could pull the trigger. I never won, but I didn’t care. I had a lot of fun and I met some interesting people. The guns were usually highly customized race guns built specifically for the falling plate game. Custom 1911s and heavy-barreled S&W revolvers were the order of the day (I shot a revolver). The go to guy for these kinds of guns back then was TJ, and that’s were I first met him. TJ was just starting out back then, but word of his talent spread quickly, and it wasn’t long before TJ had a loyal following. The big names, Special Forces guys, federal law enforcement officers, and others for whom handguns were critical to their profession and their survival started turning to TJ as word of his talent spread. TJ’s guns were soon featured in several gun magazines. The guy is in the big leagues, and appropriately so. TJ’s work is both functional and gunsmithing art, and everything is focused on supreme reliability. It’s as good as it gets, in my opinion, and way better than you’d get from anyone else.

My first custom gun by TJ was my bright stainless .45 1911. TJ put in a Les Baer match barrel, polished and ported the receiver and the barrel to feed anything, and he installed custom fixed Millet sights. That .45 became a 100% reliable, tack driving thing of great beauty. I don’t say that lightly; in the 10 years since TJ customized my Colt 1911, it has never failed to feed, fire, or eject, and it groups supremely well. Usually, when you prioritize reliability in a handgun accuracy suffers, but that doesn’t happen with a handgun TJ has touched.

So when my Model 59 started acting up a month ago after 45 years of faithful service, I knew there’s only one guy I’d trust with it. I called TJ, and I asked him to fix the extraction issues. While he had the gun, I also asked him to add the custom jeweling he does so well on the chamber and other bits and pieces. TJ went beyond that with a custom polish and porting job on the feed ramp and chamber, and my Model 59 is ready for the next 45 years.

A lightly customized S&W Model 59. Zebrawood grips, lots of engine turning, and this 9mm auto is good to go.

TJ also spun up my Rock Island Compact 1911. The drill there was similar: Custom engine turning on the chamber, and polishing the feed ramp, the chamber mouth, the barrel exterior, and the guide rod. TJ told me the gun’s extractor was junk and he fitted a new one (and now, the occasional extraction and ejection failures I experienced with that 1911 are gone). I love shooting that Compact .45, and I send a couple hundred rounds downrange with it every week. It feeds everything now, from 185 grain cast wadcutters to 230 grain hardball, and it does so flawlessly. Every time.

Engine turning on the Compact 1911’s chamber. Engine turning has a pearlescent effect. As you turn the gun, the chamber appears to come alive. It’s very cool.

The barrel and guide rod are polished (along with the feed ramp and chamber entrance) to enhance the 1911’s reliability. This pistol is one super reliable 1911.

And hey, I thought why not spin up my Mini 14 a bit, too? So I asked TJ to polish and jewel the bolt. He did, and that rifle has never looked better. It’s a little dirty in the photo below, but that’s okay. I sent a whole bunch of full metal jacket 62 grain bullets downrange with it yesterday.

An unusual touch for a Mini 14: A jeweled bolt. It really adds to the rifle’s appearance. Yeah, I like engine turning.

The bottom line: You won’t find another gunsmith as good as TJ. The guy does work that is superior in every aspect. He communicates well, too. While my guns were with TJ, I had a steady stream of photographs and emails from him clarifying the work and reporting progress. Where else can you get that? I’ve already sent several of my friends to TJ, and now I’m telling you about him. You can get to his site here, and you might want to do that even if you don’t have any immediate gunsmithing needs. You can spend hours just looking at TJ’s custom guns, and that would be time well spent.

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Product Review: MY Construction Supply Rebar Caps

We never used re-bar caps back when I was doing construction. I don’t think they had been invented yet. It was a different time: You had to be tough, man and I was. If you tripped and fell onto an exposed re-bar the thing would go clean through you and out the other side. The jobsites I worked on were grisly with dead men impaled on rusting steel. I’ll never forget that smell. In the hot Florida sun the bodies bloated fast, seemingly still alive as they twitched and waved a stiff, blackened hand each time a bubble of gas escaped.

Guys getting skewered on re-bar was so prevalent we didn’t bother to pull them off until it was time to pour the concrete. Why bother, another man will just come along and land on the thing.

I never fell onto a rebar myself. I’ve come close but managed to avoid spearing the bar, because I didn’t run up a bunch of debt going to college or paying exorbitant hospital bills for puncture remedies. Back then people took responsibility for their actions, not like now. Those guys stuck on the rebar? Maybe they should have eaten less fast food or bought a cheaper car. Today you see rebar covers all over construction jobs. It’s all part of the dumbing down of America.

Back to the rebar covers, I’m reinforcing the ground surrounding The Carriage House and there are a bunch of re-bars sticking up from the retaining wall. I’m not so worried about falling onto them (because I made wise life choices) but the damn things are sharp. The bars will eventually be bent down into the formwork and covered with concrete, until then I’m getting cut to ribbons. A good-sized gash to the elbow was the final straw.

At first I was going to use empty beer cans to cap the bars. That visual might be too much for my wife to handle and anyway I’d have to drink like 75 beers to get the job done. I’ve been trying to lose weight by drinking gin and tonics as a calorie saving measure. Processing that many beers through my gastrointestinal system was a non-starter. I found the MY caps online for 50 cents apiece.

The caps fit rebar from 3/8” to ¾”, inside the cap are 4 vanes that conform to the different sizes. It’s a good set up. The bright orange color alerts you to the bar so there’s less tripping and zero cutting on my jobsite.

They’ve been out in the sun for a few weeks and the color hasn’t faded yet. Kind of funny that the packaging says “Does not protect against impalement.” Which is the main reason you buy the damn things. I suspect some cell-phone owning construction worker fell 13 floors onto the MY cap and managed to sue the company.

Go ahead and call me a nanny-state mason. I deserve it. I guess you could say I’m getting soft in my old age. Seeing all those orange caps sitting atop the rebar makes me sad. I miss the old ways. I miss personal responsibility. And, funnily enough, I miss that smell.

On being a Gym Rat, the RX3, Yoo-Hoo, and Lucas Fuel Treatment

I’ve been drinking my stash of Yoo-Hoo (the review is in the works), but wouldn’t you know it, each of those little containers is 100 calories. To a male model like myself, that means more time at the gym, and that’s what I’ve been doing. Usually I roll over there in the Subie, but today was a bit different. I rode to the gym on my old RX3.

It sounds funny to refer to the RX3 as old. Four years ago, it was the hottest thing since sliced bread, and news of an inexpensive, fully-equipped, adventure touring machine was big news indeed. The RX3 price has gone up since then, but the RX3 is still a hot smoking hot deal. Mine came in on the very first shipment from Chongqing, it has about 20,000 miles on it, and it’s still going strong. I don’t ride my RX3 much these days because I’m usually on someone else’s motorcycle for an ExNotes blog (the RX4, the Royal Enfields, the Janus bikes, the Genuine G400c), but every time I get on my bike I still feel the excitement I first felt when I rode an RX3 for the first time. That was in China. You can badmouth small bikes and Chinese bikes all you want, but I know better. The RX3 is one of the world’s great motorcycles.

I’m going to do a trip on my RX3, most likely up the Pacific Coast, in the next couple of months. I’m thinking something leisurely, around 200 miles each day, with stops at the La Purisima Mission, Jocko’s in Nipomo (best barbeque on the planet), a run up the Pacific Coast Highway to Carmel, and then a jaunt east through Hollister to Pinnacles, Highway 25, and the 198 down the center of California. I’ll probably swing further east for a Del Taco burrito in Barstow (it’s the location of the original Del Taco, and if I had to explain why that’s significant, you might not get it). Yeah, that could work. Lots of photos, lots of meeting new people, and lots of fun.

What would be particularly cool on a trip like that is the RX3’s fuel economy. We’re up around $4 per gallon here in the Peoples Republik of Kalifornia (about a dollar of that is taxes), and being on a bike that sips fuel always makes me feel like I’m getting away with something. I consistently get better than 70 mpg on my RX3. That’s a good thing. Gresh seems to have stumbled on to something on his B0nneville adventure using Lucas fuel treatment in his Husky. His fuel economy improved significantly after adding Lucas. I’ve always used Lucas fuel treatment in my bike, and I’m wondering if that’s part of the reason I’ve always had great fuel economy.

Anyway, lots more coming up, folks. Stay tuned.

Read about some of our other adventures on the ExhaustNotes Epic Rides page!

Mulege’s Las Casitas Hotel

I have several places I like to stay in Baja, and one of those is the Las Casitas Hotel in Mulege. (Mulege is pronounced Mool-a-hay, with the accent on the “hay” syllable; it’s not mule-lidge as I sometimes hear gringos say.) I could give you directions and an address for Las Casitas, but it’s really not necessary. Mulege is a small town along Baja’s Transpeninsular Highway and the Las Casitas Hotel is easy to find. Just take a left into town under the arch as you’re traveling south on the Transpeninsular (the main, and in many cases only, road through Baja), head into town, and sort of bear right when you come to a fork entering this interesting little village.

Looking into Mulege from Baja’s Transpeninsular Highway.

My good buddy Javier is the hotelier at Las Casitas. He’s a guy about my age, we became friends as soon as we met, and he’s just a plain old good guy. You know what I’m talking about. Sometimes you meet somebody and you like them immediately, and for me, Javier is a guy like that. That photo you see above with the Heroica Mulege arch? It was erected to commemorate the actions of a small band of Bajaenos who held off a large group of invading seaborne soldiers. I was telling that story at dinner in the Las Casitas one night and I couldn’t remember who the invaders were. “It was you, the Americans,” Javier reminded me, and we all had a good laugh.

Las Casitas has a bar and a restaurant, and if you’re traveling with a group, Javier has no problem setting up a world class meal to keep the gang happy. I’ve had seafood dinners, chile rellenos (my favorite Mexican dish), and more. Javier does a great breakfast, too, and the coffee is superb. The real treat, though, is the fresh-squeezed orange juice. It’s worth riding the 700 miles south just that alone.

A dinner in the Las Casitas on one of the CSC Motorcycles rides.

Chile rellenos, as prepped by Javier and his crew. Wow, were they ever great!

Las Casitas has a tropical feel to it, and that’s not surprising as Mulege is damn near in the tropics (the Tropic of Cancer, the northern edge of what officially constitutes the tropics, is just a few miles further down the down from Mulege). The hotel rooms are arranged in two rows with an enclosed courtyard, and Javier’s okay with parking the bikes in the courtyard at night just outside the courtroom. It’s really not necessary as there’s little crime in Baja (and on more than one occasion, infused with sufficient amounts of 100% blue agave Tequila and the inevitable accompany bottles of Negra Modelo, I’ve left my motorcycle parked on the street with no problems). But it’s a nice touch to be able to bring the bikes into the courtyard.

In the Las Casitas courtyard with the bikes. Javier is the second guy in from the left.

The little town of Mulege is an oasis along the Rio Mulege, and it’s one of Baja’s date-farming centers. It would be a crime against nature to not stop at Mulege’s ancient mission, 1700s-era church still in daily use.

The Mulege Mission. It’s one of a small group of 300-year-old missions dotting the Baja peninsula.

Inside the Mulege Mission. It’s still on active duty as a working church.

Date groves along the Rio Mulege, as viewed from an observation platform at the Mulege Mission.

Writing this blog on this fine Friday morning, I am realizing I need to get my knees in the Baja breeze again. Maybe that feeling will pass, and maybe it won’t. We’ll see.

Want to read more about Baja? Check out the ExNotes Baja page!

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Want to read more about motorcycling through Baja? Check out Moto Baja!

A Riding China Contest!

The weather is turning nice here in southern California, the oppressive heat seems to be behind us, and I’ve got the urge to get on my motorcycle. That would probably be a good thing for the ExhaustNotes blog…you know, to generate some motorcycle-related content. But first, I’ve got to share a bit of shooting success with you (we get so many calls for more stuff on guns and shooting). I was on the range this morning with the .257 Weatherby Ruger No. 1, shooting the 100-grain Sierra bullets, and I scored a couple of groups that were quite satisfying:

Sub-minute-of-angle shooting with a rifle and cartridge combo that has been challenging. The Ruger No. 1 shot a 0.840-inch group and followed it up with a 0.763-inch group this morning, both with the Sierra 100-grain jacketed softpoint bullets.

I’ll do another blog or two on the .257 Ruger No. 1 in the near future. It’s fun.

An Upcoming RX3 Run!

So back to the motorcycle stuff. Both my motorcycles had dead batteries a couple of days ago, so I hooked up my trusty trickle-me-Elmo charger. I did the RX3 first and it’s showing green on the charger now, and I’ll get out on it a little later today. The TT250 is next, but I know I have to clean the carb again. I go too long between rides on that bike and I’m too lazy to add fuel stabilizer. If I get a few more motorcycles that don’t run, I’ll be just like Joe Gresh.

Anyway, I’ve been corresponding with a couple of my RX3 buddies and we’re in the early stages of talking about a 250cc ride in the next month or so. I’m thinking maybe an easy run up the Pacific Coast Highway. That’s always a fun one. Or maybe Baja. We’ll see, and you’ll hear about it right here on the ExNotes blog.

The China RX3 Ride

Speaking of fun rides, I’ve been seeing a series of Zongshen videos on how their bikes are built, and that got me to thinking about our ride across China two or three years ago. Gresh and I were the only gringos on that ride (is it okay to say that?), and every once in a while I’ll watch the two China ride videos just because I like doing that. The first is the official Zongshen video; the second is the one Joe Gresh put together. They’re both great, but I think I like Gresh’s video better. Your mileage may vary.

The trek across China sure was an amazing ride. So here’s the commercial…if you’d like to get the complete story, treat yourself and buy a copy of Riding China.

You’ll love it. It was the ride of a lifetime.

A Riding China Contest!

What’s that? You’d like a copy of Riding China but you don’t want to spring for the cash? Hey, that sounds like a call for a contest. Link this particular blog entry to your friends and as many different groups as you can on Facebook, Twitter, Instagram, or whatever social media you use, show us the proof (a set of screen captures or whatever; mail it to info@exhaustnotes.us), and whoever posts the most links within the next 48 hours wins. We’ll send you an autographed free copy of Riding China.

The .257 Weatherby saga continues…

The Ruger No. 1 in .257 Weatherby Magnum. It was a glorious weekend.

I have good news and I have bad news, like my old platoon sergeant used to say. The good news is that the .257 Weatherby chambering issue that I wrote about in the last blog is in the rear view mirror. I learned the secret handshake from RCBS tech support, as I wrote in a previous blog. More good news is that I loaded several more combinations of propellant and charge weights (all with the Sierra 100-grain jacketed soft point bullet) and I saw a few loads that show promise. Nothing really great yet, but better than I’d seen before I solved the chambering issue problem. I’ll show you the results in a second or two.

Reloading .257 Weatherby Magnum Ammo

Beautiful ammo, but getting it to perform in the Ruger No. 1 has been a challenge. I’m not there yet. These are 100-grain Sierra bullets. Phil at Sierra told me they have driven these up to 3500 fps without bullet failure. That’s smoking, folks!

The bad news? Well, it goes like this. Some of the bullets broke up in flight, and I’ve got the evidence on target that proves it. You may recall that I wrote about that in the first blog on the .257 Weatherby Ruger No. 1, and at that time, I attributed it to the varmint 87-grain bullets I used for those loads. My thought then is that they were thin-skinned varmint bullets designed to explode on impact, and pushing them at .257 Weatherby velocities (with the consequent aero heating and centrifugal forces) induced the failures. It’s what made me step up to the 100-grain Sierra bullets, as I thought the heavier bullets might drop the muzzle velocity enough that this would not occur again.

Like I said, beautiful. But will she shoot?

.257 Weatherby Accuracy Testing

My results on the range with my new loads were a bit disappointing. The rounds chambered okay, but the groups were nothing special and in most cases, downright discouraging. And like I said, I could see that some of the bullets were tumbling and disintegrating in flight. Here are my results from the latest accuracy tests:

So far, IMR 4064 and H1000 propellants show promise at the lower end of the charge range. Several of these combos had bullets break up in flight. I’m searching for cause and corrective action now.

This is what it looked like on target for the best groups that experienced no inflight disintegration:

The load on the left was with 66.0 grains of H1000 propellant; the load on the right was with 52.0 grains of IMR 4064. Both these combinations grouped about the same and experienced no bullet inflight anomalies. That’s the good news, although tighter groups would have made it better news.

And here’s what bullet breakup/disintegration looks like on target:

Whoa, check out what’s going on here! The bullet in the photo on the left came apart in flight just as it was passing through the target. You can see a gray misting at the lower right edge of that jagged hole; that’s lead being sprayed out due to centrifugal action. Two of the five bullets in the target on the right similarly broke up as they passed through the target.

Sierra’s Inputs on Bullet Disintegration

I had such good luck calling RCBS tech support on the chambering issue that I thought I would call Sierra and talk to their engineer, and that’s what I did. I found their number easily on the Sierra website, and a minute later I was chatting with Phil, the Sierra tech guru. Phil listened patiently as I explained what I was seeing on my targets and then he gave me his take on the situation. He agreed that what I was seeing was clear evidence that the bullets were failing in flight. My first concern was that the extra long Ruger barrel might be causing the breakups (it’s 28 inches, as opposed to other .257 Weatherby Magnum rifles that have 24 or 26 inch barrels). Phil said the Ruger’s extra 2 inches would make the muzzle velocity higher, but it wasn’t enough to cause this problem.

Phil pointed me in two or three directions. His first thought was that the barrel might have an imperfection induced either by a machining anomaly or being too dirty. He advised me to thoroughly scrub out the barrel and then inspect it carefully. I felt a bit uneasy (maybe guilty is a better word). I clean my guns after every range session, but I’m not a fanatic about it. Another thing that made this hit home for me is that in both recent range visits, I shot some of my best groups early in the sessions (while the barrel was cleaner). That made me wonder: Maybe there’s enough crud left in there from the prior session that after the first or second group it attracts more copper and combustion fouling and that’s what is killing accuracy. I poked around a bit on the Internet and other folks have commented that these rifles require cleaning every 15 or 20 rounds. Hmmm. I typically test 50 in a single range session. I have the barrel soaking with Butch’s bore shine as I write this blog, and there is a lot of copper fouling coming out. I hope that’s enough to solve the problem. If it’s an errant machining artifact, that means the rifle has to go back to Ruger, and I really don’t want to go that way.

Phil also advised me to take a look at my resizing die. He directed me to carefully check the expander button. It’s the part that opens the case mouth just enough to assure an interference fit with the bullet. If the expander has a scratch or burr on it, Phil said, that will transfer to the case mouth inner diameter, and that could damage the base of the bullet. That, too, could account for the bullets breaking up in flight. Along these same lines, Phil recommended lightly deburring the case mouth’s inner edge. I had done that on these loads, so I’m thinking that may not be the issue. But I’ll do it again on the next reload.

The .257 Weatherby Mag resizing die. That thing sticking out of the bottom (on the right) is the decapper, which knocks the old primer out of the fired case.

The expander and decapping pin subassembly removed from the resizing die.

This is the expander button. It passes into the brass case on the up stroke (as the case is being returned to spec dimensions), and then expands the inside of the case mouth on the press retraction stroke. If this part had any burrs on it, it could be inducing a scratch on the inside of the case mouth. That, in turn, could damage the bullet when it is seated into the case. I didn’t see any burrs, but who knows? I figured I’d polish it, anyway. There’s a lot going on in the reloading process. I used to be an engineer in the munitions industry, and I love working these kinds of challenges.

The expander button after polishing. I chucked this piece in a drill and polished it first with 600-grit sandpaper, and then with polishing compound. I could comb my hair (if I had any) in the now-mirrored surface.

So I’ve got the bore soaking with bore solvent and I’ve been working on it for about a day now. There was a lot of copper in there, and it’s still coming out a few atoms at a time (I figure the bore will be copper free by Christmas at the rate I’ve been able to remove it). I’ve polished the expander button as you can see above. And, I’ve resized 20 cases that I’ll reload this afternoon at the lower end of the spectrum to see if I can get tighter groups out of my .257 (those cases are in the tumbler/polisher now). If all goes well, I’ll be back on the range in another day or two, and I’ll let you know what happens right here on the ExhaustNotes blog. I’ve been drinking my Yoo-Hoo, so things should go better.

For our earlier .257 Weatherby blogs, click here.

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The Future is YooHoo

I have seen it in my crystal ball. What the future holds. When our readers ask, we deliver. Fred, you da man. (ExNotes Disclaimer: I use that word in the non-gender-specific sense, in case any of our readers get their panties in a knot.)