A lot of geezers like me still love our bicycles. Yeah, we like our motorcycles, fast cars, big trucks, motorcycles, and guns…but a bicycle was our first taste of freedom. You could just get on them and go, it was the first way we could explore the world, and those distant decades-old memories are reignited every time we clip in.
My first bike was an old green and cream balloon tired Schwinn my old man picked up for cheap. It was too big for me initially, but I grew into it. Then he bought me a brand new candy apple red and chome Schwinn Jaguar, another balloon tired, white walled anchor that I positively loved. I bought a Cadet speedometer and pedaled 2873 miles around New Jersey one summer when I was a pimply preteen, loving every second of it. On one downhill stretch, the Cadet indicated 45 miles per hour, all gravity based (I couldn’t pedal nearly that fast on the single-speed Schwinn).
It was grand, but what I really wanted was a 10-speed, and to be specific, my fantasies focused on a yellow Schwinn Varsity. A tank by today’s standards, but it was the subject of my dreams in the late ’50s. With their 10 speeds, the myth was that you could hit 60 miles per hour on level ground (no one could, but believing the myth made for delightful dreams…a freeway-capable bicycle, before freeways even existed).
Fast forward six decades, sprinkled with an addiction to watching Lance dominate in successive Tours de France. Old age was on the horizon and now it’s here, but I can still ride. None of us took any pleasure in learning that Lance cheated and indeed, we would have preferred not to know at all. But the bicycle bug had bitten, and like malaria or leishmaniasis (other bugborne maladies), the disease was incurable. Gresh wrote of collecting motorcycles; one of my serious afflications is a similar attraction/addiction to multi-geared roadbikes. I never got the Schwinn Varsity, but I’ve more than made up for it since.
Steel, the real deal, made in Italy.
One of my prize pieces is the Bianchi Campione you see in that big photo at the top of this blog. It’s one of my Italian thoroughbreds, made in a time where made in Italy really meant made in Italy (Bianchi frames are made in China today). You know, Italy. Where they make Ducatis. And Ferraris. And Lamborghinis.
Celeste green, the classic color common to Bianchi bicycles, is itself the subject of substantial and varying mythology. Post-World-War-II, the only paint the Italian manufacturer could find was OD green, and mixing it with other colors created the celeste of Bianchi fame. Don’t like that version? Another holds that it is the color of the Milan sky. Need more? How about my favorite, which is that when the Queen of Italy commissioned Edoardo Bianchi to build her bicycle, he painted it to match her eyes.
I saw the Bianchi on a Craigslist ad down in Laguna Niguel, and I was on it that day. The price was high but reasonable, the bicycle was in impeccable shape even though it was 25 years old when I bought it, and it had interesting accessories (like a color-coordinated frame pump and a stand). It was a steel-framed classic with classic down-tube shifters. Two chainrings up front and 7 on the cassette meant it had 14 speeds (less than other roadbikes I already owned but more than the 10-speed Varsity I was still compensating for), and at 55 centimeters the frame was my size. I was hooked.
A stand (nice to have, but I’ve never used it), and a color-coordinated celeste hand pump in front of the seat tube (I’ve never used the pump, either). The bike rides like a dream.Downtube shifters. They are actually easier to use than you might think.“Edoardo, make it green, like my eyes,” she said…
I added a few extras to my vintage Campione, like the carbon fiber bottle cage, the celeste green handlebar tape, and the matching Vittoria Rubino 700×23 tires. With its lugged steel frame (steel is real; it gives the best ride of any frame material) and classy downtube shifters, it drew crowds in the pre-Covid days. To a great extent, that’s what a big part of this collecting thing is all about…having stuff that both you and other folks admire.
Matching celeste green tires by Vittoria Rubino.Old school brakes, but they work wonderfully well.Celeste color-coordinated cables. Always avoid alliteration, they said…
This blog came about as a result of a phone conversation between Gresh and me. Our discussion followed its normal train-of-free-thought path and I landed on the Bianchi, and Joe suggested it might make for a good blog. I thought I might have done one on the Bianchi already (we’ve posted nearly 800 blogs here on ExNotes in the last 2 1/2 years), but I checked and I had not. We may do more bicycle blogs. Bicycles are a lot of fun. So is writing about them. Hopefully, reading about them is, too.
Do you pedal your butt all over town? Let’s hear about it. Please tell us about your adventures here in the Comments section.
The Colt Python is an iconic handgun that stands out as the pinnacle of the gunmaker’s art. They were originally offered by Colt as their premier .357 Magnum revolver in a run that spanned decades and offered several variants: Blue steel, nickel-plated steel, brushed stainless steel, bright stainless steel, and barrel lengths of 2 1/2, 4, 6, and 8 inches. For a brief period, they even offered one chambered in .38 Special only. That all ended a few years ago when the revolver market subsided and black plastic, semi-auto 9mm gangbanger guns held sideways took over the silver screen (there’s absolutely no accounting for some folks’ taste, I guess). Then, in a surprise move, Colt introduced a re-engineered Python last year, in stainless steel only, with either a 4 1/4-inch or 6-inch barrel. I had to have one, and about a month ago, I scratched that itch.
The new Python carries a hefty $1499 price tag and they are just about impossible to find. And when you do see one, it is always substantially above MSRP. I don’t see the prices coming down on these guns, either. The original Pythons sell for $3K or more (mostly more), and with guns in high demand now and for the forseeable future, I think you’ll always always be able to get your money out of a Python if you ever wanted to sell it. I don’t see the prices going anywhere but up, and like I said, it is near-impossible to find a new Colt Python. But I know people in high places, I got a hell of a deal on my Python, and I am enjoying it enormously. Just looking at it is fun.
I went to my gun club a few days ago to shoot the new Python for the first time, and in a word, it was spectacular. I’ll get to that in a second.
My Python has a 6-inch ventilated rib barrel. The revolver is polished stainless steel and it looks great. The roll marks on the new Python are very similar to the original Pythons. Very classy, in my opinion.
One of the reasons Colt stopped making the original Pythons a few years ago is they were too expensive to manufacture, as they required too much hand fitting of the revolver’s internal components. Colt’s re-engineering effort made all but one internal part capable of being CNC-machined to final dimensions, and in the modern Python hand-fitting is required for only one component. What that did was dramatically improve the double action trigger pull, and somewhat degrade the single action trigger pull. The double action trigger is short and sweet, and the hammer travel is only about half what it used to be. The single action trigger pull is, well, different. Read on, my friends.
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Single action, by design on the new Python, has a some take-up and you can actually see the hammer move a little further to the rear when you squeeze the trigger shooting single action. Think of it as a single action trigger that adds a little bit of double action to the dance before it releases the hammer.
I thought there was something wrong with the revolver, but my contact at Colt told me the new Pythons were designed that way to meet the California and Massachusetts drop test requirements. It is definitely not a “breaking glass” single action trigger; it’s closer to pulling the trigger on a Glock (that’s not intended to be a compliment). Double action, though, is absolutely outstanding. It’s a shorter pull than any other double action revolver I’ve ever fired and I like it. I suppose some people might think it’s a good thing that the gun meets the drop test requirements of left-leaning governments. Me? I’d go with Door No. 1 and refrain from dropping my loaded $1499 revolver.
Anyway, the single-action trigger threw me for a loop, but I adjusted to it quickly during a dry firing session. I don’t notice it anymore, and as you’ll see below, it sure hasn’t hurt accuracy.
Fit and finish on the new Python are top notch. You can see that in the photos on this blog, which I shot during and after an extended range session. I probably should have taken pictures before I fired the new Python (when the gun was factory immaculate), but hey, it is what it is.
The new Python has a red ramp front sight, which I like. There is no white outline rear sight (it’s plain black). The combination works well, as the targets you see here show. The Python also has a recessed crown, unlike the original one, which was flush. The recessed crown better protects the bore.
My first shots were 50 rounds I put through the gun using my standard .38 Special target load (2.7 grains of Bullseye and a 148 gr wadcutter, loaded on my Star reloader), all fired single action. I shot from the 50-foot line and it was windy as hell. I had to stop a few times to walk downrange and add more staples to the target because it was starting to come loose, and the target stand was swaying toward and away from me as the wind rocked it. I was shooting, literally, at a moving target.
A complete box of .38 Special wadcutter ammo…50 rounds fired at 50 feet firing single action. All those extra staples were needed to keep the wind from tearing the target off the stand.
I was surprised (and pleased) at how stunningly accurate the new Python is. I hadn’t touched the sights, and it was punching holes right where I wanted right out of the box. It put an entire box of ammo into the bullseye with a standard 6:00 hold and the sights left as they came from the factory. That’s a first for me, and I’ve been doing this a long time. The bottom line: The new Python is accurate.
.38 Special ammo loaded with 148-grain wadcutter bullets. The bullet’s “wadcutter” nose profile cuts a clean hole in the target. I used mixed brass shooting the new Python for the first time.
Then I shot another box of 50 cartridges (using the same .38 Special target load I used for the target above), but this time shooting double action. Let me make the point again: These two boxes were the first time I ever fired the new Python. Here’s my second 50 rounds on the target, fired double action.
Another 50 rounds at 50 feet, this time shooting double action. Not too shabby, if I do say so myself. The new Python’s double action trigger is superb.
Eh, one shot went out of the bullseye (it’s that one in the 9-ring, just outside the 10-ring, on the right). Like I said, it was windy out there. But still, for me, this was phenomenal double action shooting. It’s the best I’ve ever done shooting double action, actually.
Then I thought I’d try two 5-shot groups on the 50 foot standard pistol target with .357 ammo (all targets shown here were shot at 50 feet). As you know, a .357 Magnum handgun can shoot either .357 Mag ammo or .38 Special ammo. I brought along some of my standard 357 Magnum reloads (15.7 grains of Winchester 296 powder and a 158 grain Hornady jacketed hollow point bullet). This is a load I’ve been using since my Army days and it does well in any .357 Magnum revolver I’ve ever owned. It came from the pamphlet Winchester published in the 1970s for their powders. It performed superbly well in the new Python.
.357 Magnum shots at 50-foot targets. Point of aim was 6:00 for all shots. Bring it on…fire and brimstone…the new Python handles full power .357 Magnum loads well.
It’s easy to forget how powerful the .357 Magnum cartridge is unless you fire it back-to-back with the .38 Special. The .38 Special is a very manageable cartridge with moderate recoil, especially in a big, heavy, 6-inch handgun like the new Python. When I shot the .357 Magnum loads, I was instantly reminded that the .357 is a real barn burner. Think big recoil and lots of muzzle flash and blast. It was cool, and the big Python handled full power magnum loads well.
As I already mentioned, it was very windy and gusty on the range (two tractor trailers were on their side on I-15 when I drove out to the club). I was the only guy out there (I’m probably the first guy to visit our range with the new Python, too). On a calm day, I’m sure I could do better than the targets you see above.
I finished up another box of .38 Specials shooting 158 gr cast flatpoint Hursman bullets (also loaded with 2.7 gr of Bullseye), shooting at one of those green star target things you throw on the ground (my daughter bought it for me a few years ago and I think the thing is going to last forever). I walked it out to 50 yards with repeated hits, and I’ll bet I didn’t miss but two or three times out of 40 or so rounds.
There were no malfunctions of any kind in the approximately 150 rounds I fired through the new Python. No light strikes, no misfires, and no jams. And like I’ve been saying, accuracy was stellar. It’s almost like the new Python is laser guided.
A prancing pony…the rampant Colt logo that has adorned Colt firearms for more than a century and a half. Long may it live!
You know, there’s an old saying: You get what you pay for. To that, I would add the qualifier: Sometimes. In the case of the new Colt Python, this is one of those times. I love the new Python. It’s an iconic firearm and if you are thinking about getting one, my advice is this: Do so. You won’t be disappointed.
Here at ExhaustNotes.us we’ve been discussing the possibility that we may have more motorcycles than anyone actually needs. Personally, I have more motorcycles than I can afford to insure. I can’t ride them legally so the bikes sit in my shed gathering dust. Berk, who has a much smaller shed, is taking aggressive action on the issue by selling off some unused bikes. It’s inspired me to do the same. But which bikes? How many motorcycles do I need? I don’t want to end up one of those hoarders who die leaving Meacham’s auction house to pawn my junk off to the other hoarders.
For the sake of argument lets say X equals the number of motorcycles that your ability and status in life can keep maintained and running. Besides remorseless economics and mechanical talent there are the bikes that have a sentimental meaning to you that goes beyond reason and harsh reality. We’ll call that value Y. For example, you may never get that Norton put back together but if the fact that it exists in your shed brings you happiness why am I judging?
If all we had to deal with was X and Y we could plot the number of owned motorcycles on a simple two-dimensional graph but life is not lived in two dimensions. Reality demands that we consider Z, with Z being the amount of space you have to store the motorcycles. If the value of Z, Y and X were infinite you could collect all the motorcycles. I mean all of them. No one else could own one because you would have the entire world’s output of motorcycles. The problem is X, Y and Z are never infinite; even if they were and you owned them all who would you ride with? Nobody.You’d be a lonely, bitter soul. By simple logic we have determined an upper limit on motorcycle ownership: all of them minus one for your riding buddy.
Since this is a motorcycle blog I will assume the readers like motorcycles. Hence, pandering to the mob dictates that one motorcycle is the lower limit on motorcycle ownership because a story on motorcycle ownership that didn’t involve motorcycle ownership cannot exist in the intellectual vacuum of the Internet.
There are a vast number of motorcycles between one and all of the motorcycles minus one. We can narrow the field a bit by eliminating BMW motorcycles as no one likes them anyway but that still leaves a lot of bikes. I think it’s better to start from the other end, the end that starts with one.
If you can only have one motorcycle (X, Y and Z= jack-all) then that one motorcycle better be an enduro-type. A combination dirt/street motorcycle is the one to have if you only have one. As X, Y and Z grow larger a street-specific motorcycle is handy for highway rides. That makes two bikes and I really feel two is the minimum number of motorcycles regardless of your situation. You’ll just have to put your nose to the grindstone and increase your X/Y/Z, Bubba.
If we break down street bikes into touring, sport, and vintage categories and dirt bikes into enduro, motocross and vintage you could make the argument that six motorcycles are the minimum amount required. You’ll also need a mini bike for bopping around your ranch and a lightweight moped for running down to the post office. This brings the total to eight motorcycles and I feel that eight motorcycles show a good level of commitment to the motorcycle pastime.
With eight motorcycles on site visitors to your home will rightly expect you to loan them a motorcycle and take them on a little tour of your surroundings. Don’t do it. Your bikes are your bikes and if your visitor crashes one it will poison the friendship. Better to own a loaner bike, one you don’t care about for those pesky hanger-onners. An extra copy of your loaner motorcycle will make visitor rides more fun as neither rider has the upper hand in equipment. So you’ll need ten motorcycles to adequately maintain friendships. A small price to pay in the grand scheme of things.
Once you’ve got ten motorcycles you may as well go ahead and get a couple nostalgic trinkets from your youth. Maybe a nice example of the first bike you ever owned or the motorcycle your ex-spouse made you get rid of because you had kids. Maybe it’s the bike your dear old dad owned or the model of motorcycle that decapitated a school chum. There are all manner of excellent reasons to own up to sixteen motorcycles.
Moving far from town and building a large shed to house all your motorcycles is a tell tale sign that you may be overdoing things a bit. Living on canned soup, scouring the Internet for motorcycles to buy is not the healthiest lifestyle but it’s not the food choices that get you in the end. Once you start building multilevel lofts to store motorcycles in inaccessible places you are one small earth tremor away from being buried alive by motorcycles.
There’s something about walking in a shed without having to turn sideways that appeals to me. Our economy is built on over consumption. I’m at eight, maybe nine motorcycles now and I’m feeling like I should get rid of a few. So how many motorcycles are too many? What is your comfort level?
I didn’t even feel the needle as she stuck it in my arm. That’s how wired I was. Finally, light at the end of the tunnel. Another shot in 21 days, and two weeks after that I should have immunity to Covid 19.
Sue and I took the plunge yesterday in San Bernardino, although for us it wasn’t a plunge at all. I was in one of the high priority groups because of my age (I turned 70 a few days ago; Sue just squeaked in). We waited in a well-organized line for about 2 hours, which seems like a long time as I sit here typing this, but it went by very quickly. I brought along a book (Mindhunter; it’s excellent), and before I knew it the pleasant young lady who gave me the shot was putting a bandaid on my arm.
Some folks have told me they won’t get the vaccine because they know a guy who knows a guy who said (fill in the blanks with the tinfoil-hatspeak of your choice). I don’t know how to respond to such remarks, but my body language probably shows through the K95 mask that covers most of my face these days. Folks, this is not the time to let ill-conceived and whacko conspiracy theories interfere with reality. Save that stuff for the Kennedy assassination, election fraud, and the other things that muddle and mislead simple minds. I personally know (or I guess I should say knew) several folks who died from this disease, some of whom I’ve written about in this blog. Check your tinfoil hat at the door, get the shot, and thank your lucky stars we are living in a time when a vaccine can become available within a year of a worldwide pandemic hitting our planet. And think about the rest of the people in the world. Do you want to be someone who gets the disease and infects others?
Me? I’m looking forward to many more years of living large, exploring the world, poking around down in Baja, riding my motorcycle, and spending time on the range. I want you to be able to do the same.
Another blog title dilemma. I went with the one you see above. I almost went with “Quoted by the NY Post.”
This is a blog about a dynamite So Cal loop ride, one that I covered for Motorcycle Classics magazine a couple of years ago and one that was (as the saying goes) critically-acclaimed in the NY Post. No kidding. I’ll get to that in a second or two. First, the ride: It’s circumnavigation of the San Gabriel Mountains, with a stop at the Devil’s Punchbowl State Park. The Punchbowl was burned out during one of the recent California wildfires, but it will be back. Here’s the route:
This ride includes a stretch along the northern side of the San Gabriels, a hop over the San Andreas Fault, Mt. Emma Road to cut around the northwest corner, the magnificent Angeles Crest Highway, and more. I like to start south of the San Gabriels and head up through Cajon Pass on I-15, grab the 138, and then take a quick left on Lone Pine Road. That’s a nice long climb up into the San Gabriels, it’s desolate, and it’s scenic.
I wrote up this ride for Motorcycle Classics, and suprisingly, the NY Post newspaper had nice things to say about it. They prepped an article critiquing other motorcycle mag articles, but they liked my piece. Here’s what they had to say:
Funny how it’s Motorcycle Classics, a magazine focused more on the bike than the ride, that really revved our two-wheeled wanderlust.
Joe Berk takes us on a ride through a passage in California’s San Gabriel Mountains called “The Devil’s Punchbowl.” The piece opens with a picture of a San Andreas Fault sign. Berk only gets one page to draw us in, but he has us ready to put our keys in the ignition.
“The Nirvana-like northern segment through the San Gabriels’ scenic twisties is … where the fun begins,” Berk advises. Later he describes a “ragged and rugged canyon” created by “a misbehaving San Andreas fault.”
Having indulged in the “crisp pine-scented mountain air” and taking in views of the Mojave Desert to his right and the San Gabriel summits to his left, Berk stops to recommend the French toast at the Grizzly Cafe. “You can thank me later,” he writes.
You probably already know this, but both the guys who write the ExNotes blog (yours truly and Joe Gresh) are well published. You can read some of Gresh’s work here, and some of mine here.
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Like the title says, the best things in life are free. I wrote about that awesome and classic Star progressive reloader a friend gave to me (you can read the story about bringing it back to life on our Resurrections page). The Star is producing high quality .38 Special ammo and I am thoroughly enjoying it.
Here’s something different…two of the best movies ever that you can watch for free on YouTube. It’s coincidental, I guess, that they both use the number 12 in their titles. They are both great movies. Classics, in my opinion.
The first one is one I just learned about on the same day I picked up the Star reloader. It’s 12 Angry Men, and I read about it in a Wall Street Journal review. There’s a recent remake of the original movie (I haven’t seen it), there’s what I thought was the original movie (the one you might have seen in which Henry Fonda plays the lead role), and there’s this one, the actual original 12 Angry Men. Having never seen it before I watched it the night I read about it in the WSJ, and I was blown away by how good it is.
12 O’Clock High is another classic movie that’s free on Youtube. It’s one that’s used in executive leadership training programs in the corporate world, and it’s one of the best movies ever for exploring management and leadership issues. It’s a wonderful movie, and I think you’ll like it.
And this blog…it’s free, too, as you know. So is an online subscription to it. You can sign up below.
Colt has a custom shop, Remington has a custom shop, Winchester had a custom shop, Savage has a custom shop, Springfield Armory has a custom shop, CZ has a custom shop, and Smith and Wesson has a custom shop. It seemed Ruger was the only one of the big players that didn’t have a custom shop.
That’s changed. Ruger recently announced that they, too, now have a custom shop, except they do things differently. Rather than taking orders for custom features on their regular line of firearms, Ruger’s approach is to produce limited numbers of highly-customized guns. Stated differently, Ruger picks the features they want to add to their custom guns; your choice is to purchase it (or not). It’s not a bad way to go.
Note the new Super GP100’s dark PVD finish, the green fiber optic sight, the slotted barrel shroud, and other custom touches.
Ruger’s two most recent custom shop models are revolvers they call the Super GP100; one chambered in 9mm and the other chambered in .357 Magnum. These revolvers have a number of custom features, including a shrouded and vented barrel, 8-shot capacity and the ability to use star clips for speedy reloads, radically-fluted cylinder (I like the look), PVD (that’s physical vapor deposition) finish, polished and slicked up trigger and internal componentry, oversized Hogue hardwood grip, an 11-degree barrel crown (that’s supposed to enhance accuracy), and a fiber-optic front sight (never had one of those before; I’m eager to see if it really does anything for me).
Befitting its custom status, the Ruger Super GP100 comes with a higher-quality carrying case.
The Super GP is offered in two chamberings: .357 Magnum and 9mm Parabellum. The 9mm version is not approved here in the Peoples Republik of Kalifornia. That’s probably okay, as I would go for the .357 if given the choice. But that’s not a choice that’s going to be offered any time soon. Read on, and you’ll see what I mean.
The 9mm version of Ruger’s new Super GP100 revolver. It looks good. Note the shorter cylinder.
I like the way Ruger handled the 9mm Super GP100. The cylinder is shorter to match the 9mm cartridge, and the barrel extends back into the frame. This means the 9mm bullet has less of a jump to the rifling in the barrel, which should improve accuracy. It’s the same thing Smith and Wesson does on its .45 ACP revolvers.
Ruger doesn’t stock these guns. True to the custom shop concept, Ruger builds them as orders are taken. But it wouldn’t do any good to order one now, unless you just want to get a place in line. Due to the press of handgun orders induced by the election, the pandemic, and the recent civil rioting in major US cities, Ruger has its workforce focused elsewhere on meeting the unprecedented demand for its standard guns. As an aside, it’s tough to buy ammo right now, too, for the same reasons. That’s not bothering me, as I reload on my RCBS reloading gear and I’m well stocked.
I’m in the market for a .357 Mag revolver, but I’ll probably go with a more traditional handgun. Maybe a .357 Blackhawk or a S&W Model 27. I’ll keep you posted.
Revolvers, rifles, reloading, and more…check out our Tales of the Gun page!
With only two full-time writers here at ExhaustNotes.us, it’s a real challenge to churn out the quantity of content a website demands. Luckily we have Joe Berk on staff. One Berk equals like seven normal writers. Coming up with topics is easy but some of the ideas don’t rise to the level of an actual ExhaustNotes.us story. I’ve swept the floor at the luxurious ExhaustNotes.us office plaza and tossed all the bits into this blog post.
Reaching in through the bottom of the chicken we find that the 1975 Kawasaki Zed has been having a few problems as of late. The far right-side carburetor was spewing gasoline sporadically so I purchased 4, generic carb repair kits online. I really only needed the float needle and seat but at $14 a kit it was cheaper to buy the whole shebang rather than just the seats.
The carburetors sit relatively high off the crankcase on a Kawasaki Z1 so most carb circuits can be accessed from the bottom or top without removing the whole bank of 4 carbs. You can get to the idle jet, the main jet, the needle and seat and even the slide needle and emulsion tube if you’re willing to struggle a bit. When I say access theses parts I don’t mean to imply that it’s easy to do. I have the cuts on my hands to show for it.
After 3000 miles of running I was surprised by the lack of debris in the Kawasaki’s float bowls. If you followed Zed’s resurrection you’ll know how rusty Zed’s tank was. I expected the main-jet sump to be full of fine red dust. Installing the new needles and seats was a fiddly job but I managed to get them in and replaced the pilot jets just because I had them. I left the original main jets in place.
Before turning on the fuel I checked the fuel filter on the petcock and found it clean. I bought new inline filters but seeing how clean everything was I left the old inline filters alone. Don’t fix it if it isn’t broken is a good motto to live by with aging motorcycles.
As soon as I turned the petcock on fuel started pouring out of Carb Number 3 (from the ignition side). Of course this is the hardest one to work on. I pulled the float bowl back off and removed the float and the needle. Everything looked ok. Figuring a piece of dirt must be in there I blew carb cleaner into the seat and reassembled the carb. Back together with the petcock on, the fuel leaked as bad as it ever did.
I took the float bowl back off and removed the float. Holding the needle in place with my finger I turned on the petcock and gas poured down my hand, onto my wrist and up the sleeve of my shirt. This led me to believe there was a problem with Number 3’s new needle/seat.
Upon further examination I found some unexplainable marking on the inside of the seat where the needle valve would normally seal. I’m not sure what is going on. Are the stampings some kind of size identifier? Did the punch that marks the seat miss and stamp the inside of the seat?
It became obvious to me that this particular needle/seat combination was never going to seal so I picked the best looking needle/seat from the old parts and installed them into Carb Number 3. No more leaking.
For the real mechanics: I know I should reset the floats but the bowl drain screws are very tight; removing them may break something I don’t want broken. My rationale is that the replacement needles/seats are the same overall length so the float levels wouldn’t have changed much, if at all. One day I’ll get the drain screws out and set the float levels using the clear tube system.
The upshot is that Zed is running much better. I took a quick, 140-mile, 60-degree-January-day jaunt and stopped several times leaving the fuel petcock on: no leaks. Spinning 5000-5500 RPM in top gear the Zed returned 41 miles per gallon not including the amount of fuel that I spilled while working on the carbs. In addition, I had to turn the airscrews in almost one whole turn after installing the new needles/seats and pilot jets.
Moving on from the carburetor woes, there are a few disappointing rubber-issues with some parts on Zed. The rubber fork wipers have split in just a little over a year. I really expected them to last a bit longer than that. The rubber vacuum plugs that cover the ports used for balancing the carbs have also rotted and split. These were new about the same time as the fork wipers. Not only are the vacuum plugs rotted, but one of the brass nozzles cast into the new rubber intake manifolds came adrift when I tried to push the vacuum plug into position. Luckily it didn’t go all the way into the intake port and I managed to pull it out and get the plug onto the thing.
When I was resurrecting Zed I sourced parts from all over. I’m going to try and dig around to see if I have any receipts that will tell me where I got the various rubber bits. If they are EBay sellers I won’t bother but I’m sure the more reputable companies will work on making it right. One factor that may have caused the rubber failure is the fact that Tinfiny’s shed gets very hot in the summertime. With the doors closed it’s not unusual to hit 130 degrees inside. 130 degrees isn’t that hot for an air-cooled motorcycle engine but New Mexico’s dry air combined with long term exposure might affect the rubber. None of my other bikes stored in the same conditions have had rubber failures.
Well, what do you know, I had more ground to cover but this carb story ended up running on for so long it’ll make a standalone ExhaustNotes.us blog! I’ll post up Giblets 2 soon.
Good buddy and former fellow paratrooper Mike is a regular contributor to the ExhaustNotes blog. Mike is in Baja and he recently did something I’ve never attempted. He and his good buddie Bobbie went swimming with the whale sharks. Mike sent this dispatch to us and we’re happy to share it with you.
Joe frequently posts of the magical experiences in Baja and one he focuses on heavily (for good reason) are the tours in Guerrero Negro to see the gray whales and their babies. Having experienced that twice I concur with Joe’s description of this fabulous encounter, however, the tour operators for the gray whales won’t let you disembark the panga to swim with these giant mammals. I know this because I have asked to jump overboard to swim with the whales during both tours I was on. This to me (with my ever-questionable judgment) seemed like the next logical step in being able to enhance the experience.
Two weeks ago, as I entered La Paz I instantly was drawn to the many advertisements for tour companies offering opportunities to SWIM WITH WHALE SHARKS! This was what I was yearning for! A tour boat will bring you out to a marine preserve, provide you with a safety briefing, a wet suit, flippers, a mask, and snorkel and you are ready to swim with whale sharks. The boat will approach these fish (they are the largest fish in the world growing to upwards of 40 ft). We were ready to go with legs hanging over the panga as it slowed down near a whale shark and one by one we jumped off the boat into the warm waters of the Sea of Cortez. It was very much like exiting an aircraft as a paratrooper.
Once in the water the guide, who is also in the water with you will point out the whale sharks (in case you cannot spot a 40-ft fish). You can see these magnificent sharks swimming and grazing on krill. We were fortunate enough to have several surround us, which got a bit harrowing as they were almost vertical in the water spinning like some type of aquatic ballerina while drawing in water filled with krill. As we began to close in on them we can feel ourselves being pulled into their mouth like a whirlpool. I instantly instantly became aware of their size and power.
It was at this moment I am certain the people topside heard some colorful Bostonian language being funneled up through my snorkel when I was too close for my own comfort. The whale sharks are peaceful and aware you are there and not a threat to them, but they are also aware they are bigger, better swimmers, and you are in THEIR habitat. One thing to keep in mind is that they will not move for you and if you get in their path, they may push you or run you over. This was an incident we all clearly wanted to avoid.
There were only four of us on the tour and we performed four dives over about 2 hours. Their overwhelming size and our proximity to the whale sharks never got old, and our adrenaline never died down. We used Red Travel Tours out of La Paz. Our guides Siyad and Mario were well informed and they had a passion for ensuring we had a once-in-a-lifetime experience while respecting nature. They were both genuinely as excited as we were when swimming with the whale sharks and educating us on the ocean they live in. For anyone traveling in Baja this is an experience and a tour company you want to go with to see whale sharks.
Awesome, Mike, and it’s something to put on the bucket list. Your adventure sounds like something we’ll have to do. Thanks very much for sharing the wonder with us!
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When I rode to the Overland Expo in Arizona a few years ago with good buddies Duane and Paul on CSC RX3 motorcycles, I met a bunch of interesting people. One man I saw at that event but didn’t meet was Sam Manicom. When this quiet and friendly-looking guy stopped by the CSC booth and left a flyer, I stuck the flyer in my pocket, from there it went into my saddlebag for the freeway blast back to California, and a week or so later I read it.
My first reaction when I read the flyer was that I had missed an opportunity. Had I known who Sam was back then I would not have let him slip by without a conversation. Just a few lines into the flyer I knew I wanted to read his books. I did (I bought and read all of them) and they were great. In fact, I’m wondering now why I didn’t include them in the Five Best Moto Books blog I recently wrote (they were that good). I should have, and I’m making up for that oversight with this blog.
Fast forward a few years, and I was at another adventure touring motorcycle event (the Horizons Unlimited gathering in Mariposa), and Sam was there as a speaker. I wasn’t going to make the same mistake again. I met Sam, we had a great conversation, and I attended his presentation later that evening. The guy is a mesmerizing story teller, and Sue and I enjoyed his travel descriptions. He has a voice and a manner of speaking that made us feel like kids listening to stories around a campfire. The word “hypnotic” comes to mind. Trust me on this, folks: Don’t miss an opportunity to listen to one of Sam’s talks or read his books. The guy is a master.
I wrote about Sam when I was doing the CSC blog, and the thought occurred to me I might post an updated blog here on ExNotes. I wrote to Sam to make sure he was okay with that, and he is. Sam sent materials and links to me for inclusion here on the ExNotes blog, and I’m sharing them with you today.
So who is Sam Manicom? Well, this is a man who went out and did what many have always wanted to do. Chuck it all in and set off on an epic motorcycle adventure.
A senior manager in retail, but wanting to do something completely different, Sam learned to ride a motorcycle and set off to ride the length of Africa on a 1991 BMW R80GS. He’d been riding a bike for just three months the day he arrived at the Sahara. This one-year trip turned into an 8-year, 55-country, 6-continent adventure (Europe, Africa, Asia, the Middle East, Eastern Europe, Africa again, South, Central and North America).
But there’s a twist. Sam now has four books published about the journey, and he never intended to write a thing. The point for him was to hunt out new adventures, but along the way other travellers encouraged him to write magazine articles.
He did this successfully over the latter four years of the ride, but he’s quick to point out, “Writing never took over as being the point of the journey. I was out there to learn, to have fun and to enjoy the freedom travelling by motorcycle was giving me. But sometimes you find yourself in places for longer periods of time. It might be because you are on a visa hunt that takes longer than anticipated, or that you have simply found yourself in a place that you really don’t want to leave in a hurry. I wrote all of my articles in times such as these. The journey is what really matters.”
Sam’s first book, Into Africa, was written as a result of readers’ letters to editors. His other books include Under Asian Skies, Distant Suns, and Tortillas to Totems. He’s been described as being one of the foremost and most readable adventure motorcyclists writing about their adventures on two wheels, and I will tell you that description is accurate.
Why attempt to write the books? As Sam tells it, “I guess it was a new challenge and I’d spent time during the last year or so on the road, wondering what I could do with all that I’d learnt. Not only would trying to write a book be a new adventure for me but I had another thought in mind. In part my books are aimed at those fortunate enough to know that they actually can go out and live the dream, with the hope that they might encourage them to just do it. But also for those who love the sound of travelling but are quite happy with adventure from the pages. I’ve also consciously written them for those who live in circumstances that may never allow them to ride into adventure.”
Sam writes for ADVMoto Magazine, Overland Magazine, Motorcycle Sport and Leisure, Adventure Bike Rider, Motorcycle Monthly and various other motorcycle magazines and newspapers around the world. He is a regular presenter at BMW dealerships, and Horizons Unlimited, Overland Expo, and Adventure Bike Rider Festival events. Sam is also a co-host of the Adventure Rider Radio RAW show.
Sam has a fairly unusual background in that he was born in the Belgian Congo in Central West Africa. His parents worked and lived through the two rebellions that preceded the change of the country’s name to Zaire. They brought the family home to England when he was ten years old. For the first few years at school in the UK he was known as “Jungle Boy.”
Sam’s first solo journey was by bicycle age 16. His next big trip was a backpacking, seat-of-the-pants voyage of discovery across Europe, India and Australia, which often saw him down to his last $10. On arrival in Australia, no one asked him if he had any money and a return ticket. He had neither. What was needed, he earned along the way and this he says was a great learning experience.
Though not looking for a girlfriend, Sam met his partner Birgit Schuenemann in New Zealand during year two of his 8-year motorcycle trip. After riding pillion with him for 3 months through Nepal and India she joined him for the latter four years across Africa and the Americas. She was travelling by bicycle when they met but transferred steeds to ride her own motorcycle, a 1971 BMW R60/5. She started her ride in Africa with just 600 miles experience on a motorcycle. Sam’s BMW R80GS, at the time of writing, has 278,000 miles under its wheels and is still his only means of transport in the UK where he is based. He also owns an F800GS which he keeps in the USA for his regular trips to the States.
So there you have it: My thoughts on one of the best adventure motorcycle story tellers ever. Take advantage of the links we’ve provided above. You can thank me later.
