The End Of An Era: RX3 Production Ends

By Joe Berk

Zongshen ended production of its iconic RX3 motorcycle and CSC sold the last of its RX3 inventory. I was tangentially involved in bringing the RX3 to America and I had a ton of fun on that motorcycle.  Knowing that the RX3 is no longer in production is like hearing an old friend has passed away.  In the end, the S-curve prevails for all of us, I guess.  But it still hurts.  The RX3 was and still is a great motorcycle.

An early clay mockup of what would become the RX3 in Zongshen’s Advanced Design center.

According to my sources in Chongqing, Zongshen first started thinking about a 250cc offroad and adventure touring motorcycle in 2010.  Engineering development took about two years (excluding the engine).  China’s initial and traditional 250cc was based on a Honda CG125 air-cooled engine, which evolved into 150cc, 200cc, and 250cc variants (the 250cc CG engine was actually 223cc; it is the engine that powers CSC’s current TT 250). The CG-based variants didn’t have the performance Zongshen wanted for its new adventure touring motorcycle, and that led Zongshen to develop a 250cc water-cooled, four-valve engine for Megelli in Italy.  It went into the Zongshen NC250 motorcycle.  This engine also went into the RX3.

Yours truly with former Sears president and CSC advisor Carl Mungenast on Glendora Ridge Road. I rode the CSC 150 Mustang replica in this photo to Cabo San Lucas and back.

For CSC, the Zongshen connection started with a search for a larger CSC 150 engine.  The CSC 150 was the Mustang replica Steve Seidner designed and manufactured in 2009.  I was already in China for another client, and it was only an hour flight from Guangzhou to Chonqging for the initial visit to Zongshen.  To make a long story slightly less long, CSC started purchasing the Zongshen 250cc engines for the little Mustangs.  I think most of the folks who bought those Mustangs really didn’t care if it was a 150 or a 250.  Both were capable bikes; my friends and I rode the 150cc version to Cabo and back.  It was the 250cc Mustang engine that established the relationship between CSC and Zongshen, though, and that was a good thing.

When CSC’s Steve Seidner noticed an illustration of the RX3 on the Zongshen website, he immediately recognized the RX3 sales potential in the United States.   Steve ordered three bikes for evaluation and he started the U.S. certification process.  Steve and I did a 350-mile ride on two of those bikes through the southern California desert and we both thought they were great.

Showing the Zongshen execs in Chongqing possibilities for a ride in America. The Chinese sponsored the Western America Adventure Ride as a result of that discussion. It was awesome and the bikes performed magnificently.

Zongshen was not targeting the U.S. market when they developed the RX3; they thought the U.S. market had different requirements and consumer preferences.   The initial RX3 design did not meet U.S. Department of Transportation lighting and other requirements. It was back to China for me to help set up the specs for the CSC RX3 and the initial order.

On the Western America Adventure Ride, we rode from southern California to Mt. Rushmore, back to the Pacific across the top of America, and down the Pacific Coast to return to Azusa. Here King Kong, Leonard, Hugo, and Tso emulate the American presidents at Mt. Rushmore.

On that early visit, the Chinese told me they wanted to ride in America.  They sent over a dozen bikes and as many riders, and we had an amazing 5,000-mile adventure we called the Western America Adventure Ride.  Baja John planned the itinerary and mapped out the entire ride; we even had special decals with our route outlined made up for the bikes.  We let the media know about it and it was on this ride that I first met Joe Gresh, who wrote the “Cranked” column for Motorcyclist magazine.  I made a lot of good friends on that trip.  After the trip through the American Southwest, Zongshen invited Gresh and me on a ride around China, and after that, I was invited by AKT on a ride through the Andes Mountains in Colombia.

In Medicine Bow, Wyoming, on the Western America Adventure Ride. Two Colombians also participated, which resulted in an invitation to ride in Colombia.
On the road in the Andes Mountains. The sign says the elevation is 3950 meters (that’s 13,000 feet above sea level).
Joe Gresh and I gladiating near Liqian, China. The China ride was the adventure of a lifetime.

At CSC, we had a lot of discussions on the initial marketing approach.  We were looking at a $50,000 to $100,000 hit for an advertising campaign.  Maureen Seidner, the chief marketing strategist for CSC and co-owner with Steve, had a better idea:  Sell the bikes at a loss initially, get them out in the market, and let the word spread naturally.  We knew the price would stabilize somewhere above $4K; Steve’s concept was to sell the bike for $2995.  Maureen had an even better idea.  $2995 sounded like we were just futzing the number to get it below $3K; Maureen said let’s make it $2895 for the first shipment instead.  I wrote a CSC blog about the RX3 and CSC’s plans to import the bike.  When I hit the Publish button on WordPress for that blog, the phone rang literally two minutes later and I took the first order from a guy in Alaska.  Sales took off with CSC’s introductory “Don’t Miss The Boat” marketing program.

I wrote another CSC blog a week later saying that I was eager to get my RX3 and ride it through Baja.  I thought then (and I still think now) that the RX3 is the perfect bike for Baja.  The bike does 80mph, it gets 70mpg, it has a 4-gallon gas tank, and everything you needed on an ADV touring machine was already there:  A skid plate, good range, good speeds, a six-speed gearbox, a comfortable ride, the ability to ride on dirt roads, panniers, a top case, and more.  We started getting calls from folks wanting to ride with me in Baja, and the orders continued to pile in.   That resulted in our doing an annual run through Baja for RX3 owners.  We didn’t charge anything for the Baja trips.  It was a hell of a deal that continued for the next four or five years.  I had a lot of fun on those trips and we sold a lot of bikes as a result.

The Western America Adventure Riders in Arizona. This photo is prominently displayed in the Zongshen main office building lobby.  That’s Baja John in front; he did nearly all the work organizing the ride.

CSC’s enthusiasm surrounding the RX3, the CSC company rides, and CSC’s online presence did a lot to promote the RX3 worldwide, and I know Zongshen recognized that.  I visited the Zongshen campus in Chongqing several times.  One of the best parts of any Zongshen visit for me was entering their headquarters, where a 10-foot-wide photo of the Western America Adventure Ride participants in Arizona’s red rock country dominated the lobby.

The RX3 was controversial for some.  RX3 owners loved the bike.  A few others found reasons to hate it, mostly centering around the engine size and the fact that the bike came from China.  I spent a lot of time responding to negative Internet comments until I realized that the haters were broken people, there was no reasoning with them, and none were ever actually going to buy the motorcycle anyway.  These were people who got their rocks off by throwing rocks at others.

When RX3 production ended recently, I contacted one of my friends at Zongshen and I thought you might enjoy some of what he told me.  Zongshen sold 74,100 RX3 motorcycles (35,000 in China; the rest went to other countries including Mexico, Colombia, other South American countries, Singapore, Turkey, and the United States).  Colombia alone purchased 6000 units in kit form and assembled their bikes in Medellin.  I watched RX3 motorcycles being built in the Zongshen plant in Chongqing; I was also in the AKT factory in Colombia and I saw the RS3 (the carbureted version of the RX3) being built there.  Ultimately, RX3 demand dropped off, but 74,100 motorcycles is not a number to sneeze at.  The RX3 greatly exceeded Zongshen’s expectations and their initial marketing forecasts, especially in overseas markets.  CSC had a lot to do with that success, and playing a minor role in that endeavor has been one of the high points of my life.

The CSC 650cc RX6 twin cylinder motorcycle. The Chinese motorcycle industry is moving to larger displacement bikes.

Chinese motorcycle companies today are emphasizing larger bikes.  We’ve seen that here with the CSC RX4, the 400cc twins, and the 650cc RX6.  I’ve ridden all those bikes and they are great.  I like larger bikes, but I still think a 250cc motorcycle is the perfect size for real world adventure riding.  I think the emphasis on larger bikes and the decision to drop the RX3 is a mistake, but I haven’t sold millions of motorcycles (and Zongshen, with CSC’s help, has).

That photo you see above at the top of this blog?  It’s good buddy Orlando and his wife Velma riding their RX3 up to Dante’s View in Death Valley National Park.  Orlando thinks blue is the fastest color, but I know orange is.  Sue and I recently visited Death Valley again; watch for the ride reports here on the ExNotes blog.

Visit the CSC website here.

I’ve written several books about the adventures described above.  You can order them here.

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Vegetarian Chili

By Joe Berk

We’ve had a string of cool days here in California (cool for us, anyway, with temperatures in the high 40s and low 50s) and when it gets cold, I really enjoy a bowl of chili.  I suppose the easy thing to do would be to head over to a restaurant and order up a bowl, but with restaurant prices verging on the ridiculous lately, I only visit restaurants when I’m traveling.  Sue and I usually prefer to cook at home.  The cost is way less and the food is better.

One of my buddies mentioned a good pot of chili he ginned up and I asked for his recipe.  A few days later when I was in Trader Joe’s, I saw the shaved beef my friend told me he used in his chili.  I was about to put it in my cart when I thought I really didn’t want to put that in my body.  Then an idea hit me:  Vegetarian chili.  I’ve had some good ones but I had never made vegetarian chili before.   I quickly Googled vegetarian chili recipes on my cell phone, mentally merged the ingredients that appealed to me, and I picked those up instead.

I do a lot of my cooking in a crock pot.  I like the idea of getting all the work out of the way in the morning and letting the brew simmer all day long.  The aromas are always great, and my vegetarian chili was no exception.  crock pots are cheap, too.  They are an easy way to prepare a great meal.

Here’s my recipe for what turned out to be a great vegetarian chili:

    • 1 chopped medium yellow onion
    • 1 chopped red bell pepper
    • 1 cup of shredded carrots
    • 3 cloves of minced garlic
    • 1 15.5 ounce can of can pinto beans
    • 1 15.5 ounce can of black beans
    • 1 15.5 ounce can of kidney beans
    • 1 28 ounce can of fire roasted tomatoes
    • 3 cups of low-sodium vegetable broth
    • 2 tablespoons of chili powder
    • 1 tablespoon of ground cumin
    • 2 teaspoons of dried oregano
    • 1 tablespoon of extra-virgin olive oil

I drain and rinse three different kinds of beans before adding them to the pot.  After everything is in the pot, I mix it up a bit with a big wooden spoon and then put the pot on the low heat setting.   Eight hours later, it’s ready.

The bottom line?  It was delicious.

Pro tips:

    • I always use the San Marzano brand for any recipe calling for canned tomatoes (they have the best flavor).
    • All the vegetarian chili recipes called for adding salt.  I don’t.  There’s enough salt in the canned beans and fire roasted tomatoes.
    • When serving our chili, we add a scoop of sour cream and shredded cheddar cheese.
    • Most chili recipes call for a jalapeno pepper or red chili flakes.  You might want to consider that if you like your chili spicy.  The recipe included here makes a tasty dish and the flavors don’t compete with the heat from a jalapeno or red chili.  The two tablespoons of chili seasoning alone are just about perfect for a modest amount of spiciness.
    • What I’ve found with any crock pot recipe is that the time doesn’t have to be exact, and 8 hours is a minimum time.  If it goes another couple of hours, it’s no big deal.

The sizes on the ingredients listed above make for a full pot; Sue and I will get four or five meals (each) out of this recipe.  I’ve found that chili makes for a good omelet, too.

Our recipe for crock pot Italian meat sauce and lasagne is here.

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Zooming Through New Zealand: Part 2

By Mike Huber

Kim from South Pacific Motorcycles had just picked me up at my hostel in downtown Christchurch, New Zealand and we were off to meet my new steed for the week.  It was a BMW GS750 named “Massie.”  Even with my lack of planning, somehow the Universe decided I needed to get back on a motorcycle and I was fortunate enough to snag the last one available for the dates I was in town.  The stars couldn’t have aligned any better.

Kim and I exchanged ideas on routes and agreed the one I had lazily researched would be a great one, but it might result in some long riding days. I would have to forego some hikes and tourist attractions that were on my list.  It was a loop that would take me over three unique mountain passes, and allow me to see two glaciers and cruise along ocean roads.  It would be a full riding trip with not much time for hikes and other tourist stops.  This was fine with me as I was itching to ride again.  Also, I had enough time remaining in country that if anything appealed to me, I could always return via bus or rental car.

The weather was a perfect 70 degrees F and I was ready to hit the switchbacks as I raced towards Arthur’s Pass National Park.  The roads were pretty solid going through this area.  It was just exhilarating to be riding again (and in another country at that).   I was so caught up in the moment that I forgot to top off on fuel prior to heading into the mountains.

Upon hitting the first town after completing Arthur’s Pass, Massie’s fuel level read a mere 18km remaining (a rookie mistake by me). Once the bike was topped off I sat under the gas station’s awning to figure out where I would be staying that evening.  The rental company recommended staying in Holiday Parks.  These were similar to the KOAs that we have in the United States.

I cannot stand KOAs.  Unless I was in a pinch that would not be my plan for the evening.  Camping in New Zealand is different from the United States in that many areas are called “freedom camping,” but in order to stay there you had to have a self-contained vehicle sticker.  To obtain the sticker the vehicle must undergo a rigorous inspection process to ensure the vehicle has a toilet in it.  So Freedom Camping was obviously out of the question.

Hunting down campsites wasn’t anything new for me.  It didn’t take me long to remember that on the North Island I had camped in DOC (Department of Conservation) campsites.  These campsites could be quite primitive but they have toilets, which meant I didn’t need a sticker.  I found them in really beautiful areas and at a cost of just $15 NZD ($10 USD) they met all my requirements for a peaceful night of camping.

The campsite was perfect.  It was next to a beautiful lake with plenty of weka birds that would walk right up to you and hang out for a bit. It had been a short day but it was the perfect length to get used to the bike, chat with a few other riders, and get back into camping off a motorcycle.  I was back in my natural environment and decided to call it an early night.  I knew the next day I would have to put some serious mileage behind me if I was to complete this loop.

Read the Mike Huber New Zealand posts here:

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ExNotes Product Review: The Orient Panda

By Joe Berk

Some time ago, I wrote a blog about panda watches.  In it, I mentioned the Orient Panda.  I’ve been wearing one for several months now and I thought I’d share my opinions.

From an accuracy perspective, it just doesn’t get much better than what this Orient provides.  I set it to the U.S. National Institute of Standards and Technology (NIST) official time site, and it is still spot on after several months (no gain, no loss; it is accurate to the second).  The watch has a solar-powered quartz movement; you can’t realize that kind of accuracy with a mechanical watch.

I didn’t care for the Orient Panda’s stainless steel bracelet.  The bracelet’s appearance is good and the construction appears to be of high quality, but it was uncomfortable.  Maybe that was due to the bracelet’s relatively sharp edges.  I played around with the adjustment by removing links and then putting them back in, and also by moving the pin to different positions on the clasp, but I couldn’t get it to fit my wrist comfortably.  It was either too tight (which made it even more uncomfortable), or it would swim around on my wrist with the watch going from the top of my wrist to the opposite side (I hate it when a watch does that).

Orient and Breitling Pandas. The Orient is $160; the Breitling sells for $7,300.  For me, it was an easy decision.

I addressed the fit and comfort issues by ordering an inexpensive alligator style leather band from Strapsco (it was less than $20).  The band is black with white leather stitching, and when I put it on the Orient, the watch’s personality changed completely (and for the better).  The band matches the watch perfectly and it is much more comfortable.  I think it looks much richer (it’s very similar to the $7,300 Breitling Panda mentioned in my earlier blog).  I think Orient may be missing the boat here; the Orient Panda should ship with both bands.

The Orient’s solar power feature doesn’t need the sun; interior lighting is good enough.   I’ve left my Orient Panda unworn for weeks on a shelf in my office and my office light kept it going. I like the idea that the watch won’t die in the middle of an overseas adventure because the battery gives out.  That’s happened to me before.

The Orient Panda can be had in three different colors. I like the one on the left best.

Although I love the panda concept and look, on the Orient Panda the contrast between the hands and the watch face doesn’t work for me.  The hands should stand out so that the time is apparent at a glance.  It is not on this watch.  Maybe me being an old fart is aggravating the issue.  I have to stare at the watch to see the hands against the watch face.  The hands should be black, I think, as was the case on my 1970s-era Seiko Panda.  Maybe the Orient colors will work for you.  Orient offers this watch in three different colors, but I don’t care for the look of the other two.  Interestingly, the Orient Panda with the gray face is only $135 on Amazon, undercutting the price on the other Orient Panda color options by $25.

The Orient Panda has bits of lume on the numbers and the hands.  The lume is small, though, and like me, they are not terribly bright. I found the lume tough to see at night.  It’s also tough to determine where 12:00 on the watch face is at night.

The Orient Panda has a date feature.  I’ll chalk this observation up to being a geezer:  I found the date to be so small it was useless.  Plus, the date is set back from the watch face, which throws a shadow over the numerals (further obscuring the date).

The Orient Panda has three subdials, which I think is one too many.  Like many over-subdialed watches, the 24-hour subdial is a dumb thing.  I think I can tell the difference between night and day, I know when it’s a.m. and when it’s p.m., and I can do the mental math instantly to convert 2:00 p.m. is 14:00 hours (I don’t need a subdial for this).  If Orient had made the subdial hours settable in hourly increments independent of the main dial’s hourly settings, that would be a cool GMT feature that would allow knowing the time in two different time zones.  But like every other watchmaker that includes a 24-hour subdial, you can’t set the subdial separately, so to me all it does is add complexity where none is required.

With regard to the chronograph feature, there is a smaller subdial at the 6:00 position that tracks up to 60 minutes, and seconds are recorded with the watch’s main face second hand.  That approach is okay, I suppose, but the second hand really disappears against the watch face due to the aforementioned lack of contrast, and the 0-60 minute subdial is too small.  I think Orient would have a better product if they eliminated the 24-hour subdial at the 3:00 position and used that real estate for a larger subdial for the chronograph’s 0-60 minute feature.   That would knock the Orient Panda down to two subdials, which I think is just right for a panda watch.  It would look more like a panda.  But hey, what do I know?  Orient sells a lot of watches.  I don’t sell any.

At an Amazon price of $160.84, the price on the Orient Panda is impressive, especially when viewed alongside the $7300 Breitling Panda.  My complaints notwithstanding, the Orient Panda is a beautiful timepiece at an affordable price.  It is both a nice piece of jewelry and a usable everyday watch.

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Nikon’s N70 35mm Film Camera

By Joe Berk

I visited with my sister a couple of weeks ago and she gave me four 35mm film cameras.  You know, the ones we used to use before everything went digital.  One was a point and shoot Minolta, another was a Chinese copy of a Minolta single lens reflex non-autofocus camera, another was my Dad’s old Honeywell Pentax ES (with four Takumar lenses that were known as some of the best glass available back in the 1960s and 1970s), and a fourth was my old Nikon N70, complete with a Tamron 28-105mm zoom lens.  I had given the N70 to my sister when I bought a Nikon F5, which was a huge top-of-the-line film camera when film ruled the roost.   The N70 made the full circle, coming back to me again after being gone for more than 20 years.  The N70 is the focus (pardon the pun) of this blog.

The N70 and it’s Tamron 28-105 zoom lens. I can use some of my other Nikon digital camera lenses on the N70, too.

The N70 was the second camera I ever purchased.  The first was a 35mm Minolta X700 that I bought a week before my first daughter was born because my wife told me I needed a camera to record the occasion.  I bought the Minolta because it was what the store (a large Fedco, which is no more) sold and everything was automatic (except for focusing, which no one offered at the time).  And, it was what my brother-in-law shot (he was a photography enthusiast, so I figured it had to be good).  The Minolta was a far better camera than I was a photographer, but I really wasn’t getting the eye-popping photos I saw in the photography magazines (and I did a lot of my learning through magazines; there was no internet in those days).

The N70 had what Nikon called a command dial. It wasn’t well received in the market back then. I’ll have to relearn how to use it. It was one of the first film cameras to have an LCD screen interface, a common feature on today’s digital cameras.

Nope, in those days, my Minolta was a manual focus camera, and I figured what I really needed was autofocus.  The ticket in for me was the Nikon N70 (the very one you see here) sold to me by a very competent young salesman at our local Ritz camera store.  It used to be that every major shopping mall had a Ritz camera store; with the advent of the internet, they’ve all disappeared, too.

I didn’t know very much about photography back then, but autofocus really made things better.  My pictures (all print, of course) were turning out great.  I liked the reaction my little 4×6 prints were getting at family dinners, and I started reading more and more about the art of photography.  You know, all the stuff the camera did automatically.  Apertures.  Shutter speeds.  Different ISOs.  How to use the flash, even in daylight.  And then I learned more.  Composition.  The rule of thirds.  Lighting.  The more I learned, the more I shot, and the more I shot, the better my photos became.  Then a funny thing happened. I went back to my old Minolta (without autofocus) and my photos with it were way better, too.  Who would have thought?

The world continued to change.  Ebay became a thing, and so did digital photography.  I resisted digital photography, partly because I am a cheap SOB and partly because I thought I was a purist.  Until I tried digital.  The difference was incredible.  I sold all of my film cameras and the lenses that went with them.

With my sister’s generosity and my newly-rehomed collection of four film cameras, though, I am regressing and I hope to soon be rediscovering the wonders of film photography.  Or going back to my roots.  Or becoming more traditional.  You can choose the words you like.

Nikon didn’t do an adequate job selecting the rear camera door rubberized covering. As it aged, it turned to a sticky, gooey mess.
Where the film goes. The N70 didn’t require threading the film in. Simply plop the film in the camera with about three inches pulled out of the canister, close the camera back, press the shutter button, and the film feeds in automatically. It advances automatically after each shot (a cool feature 30+ years ago).

Anyway, the topic du jour is my N70.  I just ordered a few rolls of Fuji ISO 200 film for it from Amazon, and I’ll put the old Nikon through its paces when the film gets here.  When I picked up the N70 from my sister, I thought she had spilled something gooey on the back cover because it was all sticky.  But it wasn’t her doing.  I did a Google search and it was a common complaint.  Apparently Nikon had applied a rubber-like material on the cover, which degraded over time.  I had that happen on a Bell motorcycle helmet one time (a shame, really; I loved the artwork on that helmet).  One of the guys who wrote about the Nikon N70’s gooification issue said that the rubber goo came off with alcohol, so I’ll try that on mine.

The Nikon feels good in my hands (the gooey cover notwithstanding).  I packed it on a lot of motorcycle rides, including the Three Flags Classic nearly 20 years ago.  Handling it is like coming home to an old friend. Watch for my photos with the N70; I’ll post them in a future blog (if I can find a place that still develops 35mm film).

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A Visit With Andrew

By Joe Berk

This is another one of those blogs that almost had another title.  I considered simply calling it The P11.  Hey, if you know, you know.  And I know.  So does Andrew.

Sue and I were on the East Coast last week (as in literally on the East Coast when we stopped for lunch in Point Pleasant, New Jersey) when I gave my buddy Andrew a call.  Andrew is the guy who runs British Motorcycle Gear, a company whose ads grace these pages.  You’ve also read reviews by Joe Gresh on some of the top quality gear Andrew offers, including Rapido gloves, the Mercury jacket, and the BMG Adventure motorcycle pants.

Andrew is a true Anglophile (a lover of all things British), although like me, he grew up in the Garden State.   We had a nice visit in Andrew’s beautiful home, and then he took us into his garage to see the toys.  I was blown away, not just by the motorcycles Andrew parks in his garage, but at how closely they tracked with my list of highly desireable motorcycles.

Andrew’s Norton P11. It’s awesome.
No one has ever outdone Norton when it comes to fuel tank style. Triumph comes close. So did Harley in the ’30s, ’40s, and ’50s. This tank is perfect. And those exhaust pipes!

One that caught my eye instantly was a Norton P11. That was the ultimate hot rod motorcycle in the 1960s.  Norton shoehorned their 750cc engine into a 500cc Matchless desert sled frame.  When I was a teenager, the word on the street was that nothing was faster than a Norton P11.  Norton only made a very few of these motorcycles (I think the production total was less than 2500).  Truth be told, Andrew’s P11 is the first one I’ve ever seen in person, but I knew what it was as soon as I saw it.  It’s parked on the other side of the garage, and my eye skimmed over a bunch of motoexotica when I saw the P11.  Man, I would love to own that motorcycle.  I don’t necessarily need to ride it; I would just look at it and keep it immaculate.  Which, incidentally, is the condition in which I found all of Andrew’s motorcycles.

A late ’60s Triumph Bonneville. How could these guys have been overtaken by Japan?

There was a silver and burgundy 1968 Triumph Bonneville that looks like it rolled out of the Coventry plant yesterday morning.  Andrew told me that the Bonneville is sold.  Not to me, unfortunately.  It’s another I’ve love to own.

Andrew with a few of his rides. Check out the Honda GB500 just behind the Daytona. Just 535 miles! That’s an MV Augusta behind it.

Andrew has a Triumph Daytona, and it’s the rare one…the 900cc triple with a bunch of goodies (think triple caliper disks up front, carbon fiber front fender, and other similar go fast and stop fast bits).  It is bright yellow (Triumph called it Daytona yellow), just like the Daytona 1200 I owned about a decade ago. But my Daytona was but a mere commoner’s motorcycle.  Andrew’s Daytona is the limited-edition version.  Like the P11 Norton mentioned above, it’s the first one I’ve ever seen.  I live in southern California; I’ve been to a bunch of moto hangouts (like the Rock Store in Malibu) and numerous Britbike events (for example, the Hansen Dam Norton get-togethers).  I’ve seen Jay Leno, I’ve seen pristine vintage Indians (real ones, not the current production stuff), I’ve seen four-cylinder Hendersons, and I’ve laid these eyeballs on other similar exotics.  But I’ve never seen a limited-edition Daytona Super III or a P11 in person until I visited Andrew.

Another one of Andrew’s bikes that caught my eye was a near-new-old-stock Honda GB500.  It has to be one of the most beautiful motorcycles ever made.  Honda offered these 500cc singles in the mid 1980s.  It was a modern nod to (and refined version of) the British Velocette. They flopped from a sales perspective back then, but that’s only because of our unrefined palate and our then-fascination with conchos, wide whitewalls , and beer bellies (think potato-potato-potato exhaust notes and you’ll catch my drift).   Like a lot of things, I should have bought a GB500 back then.  Andrew’s GB500 is literally in like new condition.  It has 535 original miles on the odometer.

A BMW…and more Triumphs.

There was more…a modern Triumph Thruxton, another modern Triumph, even a Lotus Elise sports car.   My eye, though, kept returning to the Norton P11.  It really is a visually arresting motorcycle.

At the conclusion of our visit, I asked Andrew if he would consider adopting me.   Everyone enjoyed a good laugh about that.  They all thought I was kidding.  But I wasn’t.

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Me for VP

By Mike Huber

Just to preface this blog, I am not too much of a political person.  For me, the current political scene is an ongoing series of Melrose Place episodes that play out in the background as entertainment. I really don’t give it too much thought otherwise.  For others it seems to be deeply rooted in them to be for one side or the other, even at times they switch sides like when Macho Man became a bad guy in the WWF. At any rate, I wanted to state that prior to this write up.  Enjoy!

In 2016 I found myself dating a girl I had met on Day 1 in boot camp at Fort Jackson, SC.  Soldiers were still segregated then between male and female, except on KP.  We hit it off and dated for a bit in Fort Gordon, GA as we were both communication specialists.  That faded as I was shipped off to Korea for a year and we lost contact.  Fast forward 23 years or so and we happened to reconnect when we were both living in Seattle.  I was working remotely and she was quite high up in Seattle’s city government.  She was very politically active (as you can imagine being in Seattle).  That was fine and I didn’t give it much notice or bother, and I was always well behaved at dinners with the mayor and the other work functions I tagged along on.

It didn’t take long for her to start pushing me to take my career more seriously and move from being a project manager to higher management positions.  The push wasn’t a bad thing from her perspective I am sure, but I was content where I was. I was great at my job, I could travel, and I had a great team (both on my projects and in my managers).

This didn’t stop her from mentioning at every dinner with friends about her wanting me to take my career to the next level.  The nagging just didn’t end. Quite often when I am being pushed to do something I really don’t want to I either dig my heels in and refuse or… I go FULL into it so obnoxiously that the point comes across pretty clearly as to where I stand. Even as a child if I got in trouble at school (a daily occurrence) my Mom would make be bring wood up from the basement and to protest this more than once I would bring up so much, and stack it so high, that they would need a step ladder to use the top pieces.  For good or bad, my mentality hasn’t changed much over the years and with the girlfriend and her crew constantly nagging me about my career it was time to take action and put this to bed.

It was a Friday evening in 2016 and we had a group of her city workers and their spouses over for dinner. As the conversation drizzled on I was waiting for my moment. As she was telling one of her friends how well I had been behaving the past week, I decided it was time.  I took a knife and softly dinged my wine glass. “I have some big news, guys.  I have formally applied for an upper management position.  Actually, a VP position and I feel I have a great chance here and this can really boost my career.”  Everyone was happy; a few claps even ensued.  I was then asked what company was this VP position in?  I proudly slammed the write up below down on the table while loudly saying “VP OF THE UNITED STATES OF AMERICA, BABY!!”

Dear Sir, I would like to apply to be your Vice President in 2024. I am a highly motivated individual with valued skills both in leadership and management which will enable us to lead this country as it has never been led before. My skills have been honed beginning in my youth as a soldier with the 82nd Airborne Division. These skills have only grown throughout my life as a successful graduate of Boston University, and as a leader in the field of project management. Thank you for your consideration and I look forward to working with you to make America great again.

Sincerely,

Michael Huber, PMP

Well, as you can imagine that announcement went over like a fart in church. Nonetheless I stuck with it and doubled down asking if any of them had applied for the VP position.  Of course, none had, so I made it very clear that I now had a better shot than any of them.  Needless to say, I got the reaction I was looking for and my career aspirations were never discussed again.  I accomplished my objective.

Now, in 2024 I find myself currently without a job, so I formally applied yet again and, so far, I have only received the photo reply you see above.  My Dad says I will have to return and work from Washington D.C. if I get the job, but I think as a VP I can be remote and work from abroad (I will negotiate that once I am formally offered the position).  I am expecting either an offer letter in the mail or a phone call in the next week or so.  I will keep you in the loop on how this new career path works out.

Thanks for your support!

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Restoring an Ugly and Broken 1968 Ruger Blackhawk

By  Joe Cota

This is my tale about restoring a very ugly and broken vintage 1968 Ruger Blackhawk that had the safety conversion done by the Ruger factory.  I think Skeeter Skelton would have approved! (Skeeter Skelton was an American lawman and prolific gunwriter well known to firearm enthusiasts.)

First, a little background on the single action revolver, or “sixgun” as they are called. In 1872 the US government was looking for a new service revolver to replace its older Colt and Remington cap-and-ball revolvers used in the Civil War.  Colt developed a sixgun that utilized the then new technology metallic cartridge. Colt was the successful contractor and their cartridge gun was adopted by the government in 1873 as the 1873 Colt Single Action Army. The 1873 Colt SAA was shortly thereafter offered to the civilian market and became very popular with ranchers, lawmen, cowboys and bad guys alike. The “Peacemaker” (as Colt’s SAA became known) was priced around $15, which was most of a drover’s wages for a month.

After WWII a new-fangled gizmo called television started to become affordable. In 1948 about 1% of American households owned a television, and by 1955, 75% of American households owned at least one television set (black and white with “rabbit ears” antenna, of course). The TV set became the center of the living room, and the entire family would gather around the “set” after dinner. Hollywood’s golden age of TV westerns from the mid-1950’s through the 1960’s produced an astounding number of instant hits with shows like Have Gun Will Travel, Rawhide, Wanted Dead or Alive, and The Rifleman. All of them featured the Colt SAA and Winchester repeating rifles, or the “lever gun.” Every red-blooded American boy and his father and his uncles and even some moms wanted to own and shoot their very own Peacemaker.  But there was a problem: The Colt sixguns were expensive and often not available.

My beautiful all original 1969 Ruger Single Six (top), the ugly vent ribbed 1968 Ruger Blackhawk “parts gun” (bottom).  The Single Six is Ruger’s .22 Long Rifle sixgun; the Blackhawk is the larger centerfire cartridge sixgun. Note the three screws on both sixguns and the square-faced, non-notched hammer on the Single Six in the half-cocked position. This Single Six was my first handgun given to me by Mom & Dad brand new for Christmas as a young man 13 years of age. It has a fair amount of holster wear from hunting, backpacking, camping, etc. over many years of honest use. I own up to evey scratch and ding on this well-used sixgun, and I’d never want to refinish or change a thing. When Ruger’s free retrofit advertising campaign first appeared in 1975 issues of Guns & Ammo magazine, I was tempted to send mine in to make it like the New Model but didn’t want to part with the gun for a few weeks. In hindsight, I’m sure glad that I didn’t fall for it.

That’s when Bill Ruger decided to give the public what they wanted. In 1953 Ruger introduced the Single Six revolver chambered in .22 Long Rifle.  It was a sixgun for every boy! Two years later in 1955 Ruger introduced its Blackhawk in .357 Magnum.  This was a sixgun for every man!  They were and still are wildly popular. About 700,000 of the pre-1973 Ruger Single Six .22 revolvers were made, and well over a million New Model Single Six .22 revolvers were made after 1973. I’ll defer the exact number manufactured to the Ruger historians.

Ruger’s Single Six and the original Blackhawk single action revolvers were patterned after Colt’s SAA. The Ruger has a similar shape, size, look and feel as the Colt on the outside. But on the inside Ruger made some improvements. Ruger’s guns used modern high-strength carbon steel. Colt’s action ran on leaf springs prone to breakage. Ruger replaced the brittle leaf springs with much tougher coil springs made from piano wire. The Ruger guns are much tougher than the Colt.

One of the infamous traits both Ruger’s initial guns and the Colts share is the first small hammer cock position called the “safety” is not safe. A gun with all six cylinders loaded, if accidently dropped, is prone to the safety failing (resulting in a negligent discharge). Therefore both the Colt and pre-1973 Rugers should only be carried with five rounds loaded and the hammer down over an empty chamber. These pre-1973 Ruger sixguns are known as the “three-screw” Rugers, as identified by the three plainly visible screws on the left side of the frame, just as the Colts have three screws.   The original Rugers are also called Old Models, for reasons that become clear in a minute.

As the story goes, someone who didn’t follow what is clearly stated in Ruger’s owner manual to carry only with the hammer over an empty chamber, dropped their Old Model Ruger, fully loaded with six rounds, and shot himself in the leg. Apparently, there were other negligent discharges and expensive lawsuits. This prompted Ruger’s engineers to develop a safer design Ruger sixgun.  This newer design is called the New Model Blackhawk.  New Model Rugers can safely be carried with all six chambers loaded. Beginning in 1973 all the New Model Rugers have what’s called the “transfer bar safety.” It basically works by making a mill cut in the front (or face) of the hammer so that in the down position the hammer face can’t possibly touch the frame-mounted firing pin. When cocked back in the shooting position, a steel bar (the transfer bar) attached to the trigger mechanism is raised. When the trigger is depressed, the transfer bar fills the gap between the milled cutout on the hammer face and the firing pin, effectively “transferring” the hammer’s impact to the firing pin.

The 1973 and later New Model Rugers are easily identified because they do not have the three screws.  They have instead two pins. Another difference is that there is no “half cock” position for loading the gun. The cylinder freely rotates for loading simply by opening the loading gate. The New Model Rugers work well enough but do not have the distinctive feel and clicking sound while cocking the hammer as do the Colts and old three screw Rugers. The New Model trigger is not quite as smooth as the older designs because of increased drag and the friction of the transfer bar as it moves into position. Some shooters claim they don’t notice the differences between the two, but I own both and I can feel the difference.

In 1975, Ruger engineers devised a method of retrofitting all of the “unsafe” pre-1973 sixguns with a makeshift transfer bar. They ran a campaign in the gun periodicals that prompted owners to ship their old guns to Ruger and they would “upgrade” the older guns to make them safe to carry with all six chambers loaded.

It remains unknown how many owners sent their guns back to Ruger, but apparently there were thousands because we see many of these retrofitted guns on the used gun market today. They are three screw guns that function similar to the New Model two pin guns, but unfortunately the trigger pull on the converted guns is absolutely terrible. The retrofit-style transfer bar scrapes up along the back side of the frame causing an awful, gritty, jerky feel. To make matters worse, the retrofit cylinder base pin is fitted with a small spring-loaded pin that also drags against the transfer bar to push it out and over the firing pin on its upward travel. If the retracting pin gets stuck, the transfer bar pushes into the firing pin, locking up the gun. The retrofitted three screw Rugers are pretty bad, taking all the smoothness from the action.

Ruger reportedly returned the retrofitted guns back to their owners with the original parts sealed a small plastic bag. Many of these plastic parts bags have been separated from the converted guns (they were either lost or thrown away). Ruger doesn’t offer any of these old parts for sale to the public, as they consider them unsafe. If an old unconverted three screw is sent in Ruger for any type of repair, they will return it to its owner with the transfer bar conversion installed, whether the owner asks for it or not. In fact, Ruger will not work on an unconverted old model gun without doing the conversion.

Unconverted three screw models (i.e., unaltered Old Model Rugers) today command premium prices among collectors. Even with the parts bag, the converted Old Models will never realize their true collector value because Ruger has permanently marked the converted guns with an “R” on the frame. The stamp is concealed underneath the grip frame to prove that the factory had done the conversion even if an owner wished to restore it back to its unaltered condition. Ruger will install the Old Model conversions but only if the owner sends the gun to them for installation, and Ruger will stamp the frame showing that they did the conversion.

Converted Old Model Rugers having the afterthought safety conversion are generally not very good shooters. However, restored back to original, these guns make very nice non-collectible shooters for those able to locate the original parts. The Old Model unconverted guns handle much better than the New Model guns, provided a most important safety rule is strictly adhered to.  That rule is to never carry the restored-to-original Old Model Ruger with the hammer over a loaded cylinder. This brings us to the point of this story.

Six years ago I stumbled upon an Old Model 1968 three-screw Blackhawk being sold as a parts gun at the Ventura Crossroads gun show. The cylinder was totally locked up due to the transfer bar conversion (as described above).  However, the asking price was so low that I won’t tell you the cost because you wouldn’t believe me.  Besides being broken it had a ventilated rib that I had never seen before on any Blackhawk. It was truly an ugly duckling Ruger Old Model Blackhawk!  But it had a great finish and the original factory grips, so I went for it without haggling over the price. Man, I’m not kidding.  This gun’s price was so low it was almost free.

The Poly Choke fake ventilated rib glued onto a Blackhawk barrel is just about the ugliest thing somebody could do to a Ruger. Trying to make it look like a Colt Python? Well, you failed!
Close up of the Poly Choke fake rib. It does absolutely NOTHING to improve the gun

After the 10-day cooling off period, I brought the ugly little Old Model sixgun home, along with a brand-new, high-quality gunsmith screwdriver set. After disassembling the Ruger, I found that the cylinder was frozen because of the factory safety conversion. After cleaning it up and freeing the cylinder, the gun had the absolute worst sandy, gritty, heavy sticky trigger I’ve ever experienced.  It now worked but it had a terrible action, and it was still the ugliest Blackhawk I had ever seen.

After more research I found that Ruger never made a Blackhawk with a ventilated rib. This gun had a phony aftermarket glued-on rib made by the Poly Choke company. I guess the owner wanted something that looked like a Colt Python and decided to dress up the Ruger for Halloween.  I managed to pull the fake ventilated rib off without causing any damage to the barrel, but it wasn’t easy.  The Poly Choke adhesive was pretty tough. After pulling the rib off, the remaining glue was removed using brake cleaner spray. By now the gun was looking pretty good again, but the action still sucked.

With the Poly Choke rib removed, the “parts gun” is beginning to look like a Blackhawk again. Note the flat hammer face. This photo was taken after the transfer bar conversion had been removed and factory original parts installed.

To smooth up the action, I removed the transfer bar conversion and replaced it with factory original parts to restore it to the original, classic “5-shooter” configuration. Unfortunately, the gun didn’t come with the old parts bag but I was determined to restore it.  Now before any of the do-gooder Ralph Nader safety types out there proclaim “how irresponsible of you,” allow me to ask if you’ve ever seen an original Colt SAA with a safety conversion? Well, no, you have not because Colt had the good sense to not ruin their guns with an ill-designed stopgap transfer bar safety.

Finding the original parts for an Old Model Ruger is very difficult. Each part had to be purchased separately. It took several months to find all the parts and there were some hiccups along the way. Upon receiving some parts advertised as original Blackhawk parts, such as the hammer, I found that they were original parts for a Single Six model and were not compatible with the Blackhawk. Eventually all the original parts were acquired. The parts included a new hammer, trigger, base pin, cylinder stop, spring, screw, and pawl. The photos and captions tell the story about what it takes to restore converted guns and illustrates the differences between the original and retrofit parts.

Factory transfer bar safety conversion parts. Note that this is not the same parts set as the transfer bar parts that come installed with New Model Blackhawks. These transfer bar safety conversion parts were specially designed to fit on the old three screw models and are not interchangeable with the two pin new models. In this photo the transfer bar appears to be connected to the trigger, but that’s not the case. The transfer bar has a hole that aligns with the trigger pivot bolt.
Original Old Model unconverted parts. This is an image that shows the contents of a returned parts bag that was offered for sale on the internet many years ago. Unfortunately, it was not available when I restored by Blackhawk and I had to locate the parts individually.
Comparison of the original flat-faced hammer (right) and the conversion hammer (left). Note that the conversion hammer has been milled on the face to create a space between the frame-mounted firing pin and hammer while the hammer is down and the transfer bar retracted. The side of the conversion hammer is also recessed for clearance of the long arm of the transfer bar. The transfer bar has friction along this part of the hammer. The front face of the transfer bar also rubs against the back of the frame. All of this creates unwanted friction that gives the converted gun a gritty feel. Also note the three notches on the original hammer for the safe, half-cock, and full-cock trigger positions. The conversion hammer lacks the three clicks that give the Old Model Ruger and Colt SAA their classic feel and sound.
When mixing and matching parts as you can find them, the trigger is not likely to be the same as the one that came with the hammer as a matched set and will likely need minor honing of the sear and hammer notches for proper fit.  This is an opportunity to make the trigger pull better.
One of the pitfalls of buying used gun parts on the internet is that the seller doesn’t always know what he is selling. The Ruger Single Six and Blackhawk trigger groups are not the same. Here’s an example of some of the Single Six parts that were sold to me as Blackhawk parts. The Single Six’s hammer and pawl are both shorter than those of the Blackhawk.

To make a long story short, all the original parts cost more than what I paid for the gun. But it was worth it. This is the smoothest Blackhawk trigger ever, and the accuracy is awesome. Only hand loaded, home cast Elmer Keith style bullets have been fired through it since acquired by me.

This Old Model Ruger has become one of my favorite .357 Magnum sixguns and I think that Skeeter would have approved of how this “parts gun” was salvaged.

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Zooming Through New Zealand: Part I

By Mike Huber

Having both traveling and motorcycling as my two greatest passions in life whenever I have an opportunity to combine them it is always quite magical.  Add on top of that camping, and it’s a trifecta for pure bliss.  Having found myself in New Zealand (and previously hearing tales of the incredibly technical roads and terrain here) was something that I didn’t want to miss, yet I almost did.

One of my strengths as a traveler, which seems counter intuitive, is my lack of planning.  I rarely plan more than a week in advance, and sometimes less than that.  In the past this has been a double-edged sword.  The agility of minimal planning allows me to instantly adjust with few consequences when opportunities arise, but it also has caused me to miss highlights that require more planning.  Still, this is the way I have traveled and for the most part it works.  To be fully transparent, the lack of planning could be due to laziness.  But to be perfectly honest if it hadn’t been at least semi-successful I would absolutely put in the work to lay out a more detailed plan.

This lack of planning almost became a major regret here in New Zealand.  By the time I arrived on the south island to reserve a motorcycle they were booked months in advance.  I was pretty distraught, but I understood the reasoning since it was peak tourism season (and I hadn’t planned).  It didn’t look like riding a motorcycle in New Zealand was in the cards for me.

There was a bright spot as an old friend of mine, Neal from the United States, happened to be on an Air Force duty assignment here. We hadn’t hung out in almost 20 years, so seeing him would be a great way to wash away the disappointment. Neal was in Christchurch and attached to an Air Force unit whose mission was to provide support for Antarctica.  Which I thought was really cool as they were part of the maintenance team for C-130s that delivered supplies to the frozen continent.  I love C-130s as I used to jump out of them when I served with the 82nd Airborne Division. The only difference (from my limited perspective) is the props had eight blades on the propeller instead of four, and these planes had skis attached to the wheels for ice landings. Of course, I thought all this was bad ass.

Leading up to our visit, Neal kept mentioning this Brazilian BBQ place that is an all you can eat meat on a stick fest. When we arrived along with three of his soldiers, the owner came out to greet my friend like he was the mayor of Christchurch.  Instantly I knew Neal frequents this place quite often.

After we ordered Brazil’s National Drink, the Caipirinha, we waited for the feast to begin.  During this time I began chatting up the owner. He was originally from Arizona and had motorcycled quite a bit throughout the United States.  It didn’t take long for the conversation to turn to motorcycling New Zealand and how I couldn’t find a bike.  Within 5 minutes he had texted the owner of a local family-owned rental company, South Pacific Motorcycles.  They had a BMW GS750 available for the exact days I wanted. This was great to hear. I may be able to rebound from my lack of planning after all! If this wasn’t destiny, I don’t know what is.

I had 5 days to kill in Christchurch until I picked up the BMW.  That wasn’t too hard as it’s a fairly large city with some quirky architecture, botanical gardens, museums, and beaches to occupy my time until it was time to pick the bike up.  The downtime also allowed me to research different routes.  This wasn’t done by online forums or social media groups but by just looking at maps and putting a route together (as I would do in the United States).  Again, this could be laziness, but it’s what works for me.  Things were looking bright and the weather was great the day Kim, from South Pacific Motorcycles, picked me up in front of my hostel.  It was time to get this adventure underway.

Read the Mike Huber New Zealand posts here:

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Spiders

By Joe Berk

I’ve always been afraid of (and morbidly curious about) spiders, so when Bobbie Surber posted the photo you see above of a spider in her Ecuadorean hotel room’s bathroom, it had my attention.  I don’t think I could stay in a hotel room where a spider like that put in an appearance.  I know I’m a big tough guy who rides motorcycles and made it through jump school in a prior life, but spiders creep me out.  I’m deathly afraid of the things.

Which doesn’t mean I’m going to pass up an opportunity to get a photo of one.  Baja John and I were rolling through Baja a decade and a half ago on our KLRs (I loved that motorcycle; it was one of the best I ever owned).  We were doing maybe doing 60 mph when I somehow spotted a tarantula creeping along the pavement’s edge.  I had to turn around and get a photo (it’s the one that sometimes graces the scrolling photo collection you see at the top of every ExNotes blog).  Baja John, being a curious sort, did a U-turn and parked his KLR by the side of the road, too. I had my old D200 Nikon with its first-gen 24-120 Nikon lens (not a good choice for a spider macro shot, but it did the job).

The KLRs of Baja John and yours truly stopped along the Transpeninsular Highway for an impromptu tarantula photo shoot.  Those KLRs were great bikes.
A Baja tarantula minding his (or her) own business.
Cover and concealment, tarantula-style.

Before you knew it, I was snapping away while Baja John and I were crouched down in front of the hairy thing.  The tarantula’s ostrich-like behavior was kind of funny.  It hunkered down with a weed over its six or eight (or whatever the number is) eyes, thinking because the weed covered its eyes it was concealed.  At least for a while.  Then it realized we were still there and it charged.  I’m not kidding.  The thing charged at us with startling speed.  Both of us did our best impersonation of Looney Tunes cartoon characters, our feet moving faster than we were, trying to run backwards from the crouched position, screaming like little girls.   We made it, and the spider scurried off to wherever it thought was a better spot.  Baja John and I, thoroughly adrenalized, laughed so hard I thought I was going to pee my pants.

I’m an old fart who really doesn’t give a rat’s ass about what anybody thinks of me anymore, so I’ll tell you that I am scared of spiders on some basic, fundamental, hardwired-into-my-psyche level.  That said, I know that some of you younger guys who read ExNotes probably still worry about being perceived as tough macho men (you guys who haven’t achieved my level of self-awareness and acceptance yet).  Because of that, I’ll share with you a technique I’ve used for decades.   You know the deal…your significant other spots a spider, usually in the bathtub, and the job of sending it to the promised land naturally falls to you, the man.   You’re as scared as she is, but your ego won’t let you admit it.  There’s a spider there, and militant feminism be damned, it’s your job (as the man) to “get it.”

Here’s where the story turns to my other favorite topic:  Guns.  I’m helping you out here, guys.  Here’s an excuse to pick up another firearm.  You can thank me later.

What you need is a pellet pistol.  Preferably a manually-cocked model that doesn’t require a CO2 cartridge.  My weapon of choice is the Daisy 777 air pistol.  It’s a fantastic gun and it is quite accurate (I used to compete with one in bullseye air pistol competition, but I digress…back to the story at hand).

When your lovely significant other comes to you announcing a spider in the bathtub, choke down those feelings of fear, revulsion, and inadequacy. Here’s what you do:  Grab your air pistol.  Cock it, but (and this part is very important) do not put a pellet in the chamber.  While maintaining a firm grip on the weapon, point it at the offending arachnid with the muzzle approximately one inch away from your target.  Do not stand directly under the spider (for reasons that will become clear momentarily, this is also very important).  Take a deep breath, let it halfway out, and while maintaining focus on the front sight and proper sight alignment, gently squeeze (do not jerk) the trigger.  A high-speed jet of compressed air will  exit the muzzle, strike the spider, and break it up into legs, thorax, abdomen, and other body parts.  They will float to the ground and in most cases, the separate parts will continue twitching (adding to the excitement, the thrill of the hunt, and proof of your masculinity).  Mission accomplished, as old George W liked to say.  Your job (which was to “get it”) is done.   You can now turn to your sweetheart, smile, and ask her to clean it up.

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