New Parts

It's been a while since I've done a tech post, so I thought I'd share some updates on my Bonnie.  I recently installed some parts to dress up the clutch lifter and a new rectifier/regulator.  I know that's not as sexy as installing FCR39s, cams and a turbo but all that will come later.

... Except the turbo...

... Maybe...

Anyway, let's break out the tools and get dirty.  First we'll have a look at the clutch lifter area as it comes from Triumph:

Yuck!  That looks terrible.  The only way to fix that is to add some chrome.  As they say, if it don't go, chrome it!

The first step is to remove the bracket holding the clutch cable to the clutch cover.  Loosen up the nuts on the cable with a pair of 12mm wrenches and then remove the two 8mm bolts.  With that loose, you can now wiggle the clutch cable out of the lifter arm.  When you do this, the arm will slacken and move backward.  Don't worry because it will very easily go back into position.

With the cable in your hand, spin off the nut facing the rear of the bike and remove the bracket.  Slide the new awesome chrome bracket on, install the nut and then the rubber boot, slip the cable back into the lifter arm and bolt up the bracket.  The new bracket is thicker than the old one but there are plenty of threads on the bolts. 

For the lifter arm cover, remove the two hex screws on the cover and apply thread locker to the threads.  This will prevent the little screws from vibrating out.  I used hi-temp thread locker because it does get hot down there.  Slip the cover over the arm and install the screws one at a time.  Tighten until they're snug.

Once completed, it should look like this:

Oh, hang on.  It should look like this:

Yes, that looks more better.  The chrome adds a bit of bling to an otherwise dull area of the bike.  Readjust the clutch cable and that job is finished.

Next up is the rectifier.

The standard rectifier on the Bonnie runs hot and does an alright job.  This is an area that could be better and a MOSFET rectifier is a big improvement.  This will strengthen the charging system while running much cooler than stock, meaning increased life for the unit.  I chose a Hotshot rectifier from Rick's Motorsport Electrics. 

When I took it out of the box, it looked huge and I didn't think it would fit in the stock location.  Comparing it the stock unit, however, shows it's actually smaller:

To begin, remove the headlamp and gaze into the mess of wiring behind it.  Somewhere in there is the connecter for the rectifier.

Once you've found it, wiggle it out of the bucket and remove the two 8mm bolts holding the stock unit in place.  To install the new unit, first wiggle the connecter into the bucket.  Next, install and tighten the two 8mm bolts.  As you can see in the pic with the two units, the new one is narrower than stock.  There is enough room, thankfully, to bolt the new unit in place.  once the rectifier is secure, apply some dielectric grease to the terminals and plug it in.  Install the headlamp and let's fire up the engine.



At normal idle with the standard rectifier, here is the charging voltage:

 With the new rectifier, here is the charging voltage at the same idle speed:

That's quite an improvement.  The battery likes it, too, because it's holding voltage a lot better than it did with the stock rectifier. 

And that's that.  Go grab yourself a celebratory beer, coffee or whatever and stand back and admire your work.  

Small Errors in the Big Picture

When posting about my trip to San Diego, I mused that I would be looking for a touring-oriented motorcycle to take long trips.  My Bonneville did wonderfully, apart from getting noisy in the desert heat, but I was cramped and sore.  So, off I went to look at some bikes.

My main requirements were comfort, fuel injection and liquid-cooling.  Comfort explains itself but I wanted fuel injection for elevation changes and liquid-cooling for the temperature changes.  I wanted to climb every mountain and cross every desert.  FI and liquid-cooling makes this easier.

I had my eyes on an older Triumph Sprint ST.  I like the styling and I like how it fits in between a sports bike and touring barcalounger.  I like the idea of being able to attack the twisty bits while also being able to pound out the miles.

The trouble was the riding position.  My Guzzi was fun to ride but the position was too much for me after a few miles.  The Sprint was only marginally more comfortable and I could see long distance comfort issues on the horizon.  That was out.

I also liked the Triumph Tiger 1050.  It has sportiness like the Sprint but you sit more upright.  Hmm, I thought, this could be my answer.

Not so on the Tiger 1050 because it's a pseudo-adventure bike, which means it's tall and I'm not.  I could barely touch the ground with both feet and, thus, the Tiger 1050 was out.

Other bikes came and went.  I looked at Ducati Monsters (fun but not practical for touring and air-cooled), Ducati Multistrada (ugly, too tall and air-cooled), KTM Duke 690 (fun but so not a touring bike), etc.

One bike that kept coming up was the Triumph Tiger 800.  It ticked all the boxes and I could fit on it.  The Tiger seemed like the logical choice.

It wasn't without faults, though.  I wasn't keen on having ABS, first off.  I don't really find it necessary and it adds weight and complexity.  It's just one more thing to go wrong.  Unfortunately, all 2013 Tigers come with ABS.  Another was cost.  A new Tiger would be significant;y more expensive than any of the other bikes because they were used.  I planned to trade my Guzzi in but I would still have a payment. 

But I kept going back to the Tiger.  Finally, I caved in and bought it.  For the first time in my life, I listened to my head and made the logical choice.

All seemed well at first.  I took it on a few rides, mostly to my local haunts and to work but something kept nagging at me.  I couldn't put my finger on it but something was there, something odd.

It wasn't until I took a ride up to Fort Collins that it finally hit me.

The Tiger is incredibly smooth.  The ride is supple and it absorbs every bump.   I'm used to the harsh ride of my Bonneville and my Guzzi.  This was like riding a Cadillac compared to those two.  The 800 triple also has power everywhere.  License-revoking speeds are just a twist of the wrist away.

The problem and the bike's biggest fault is that it's too smooth.  It's actually quite dull.

At no point during any of my rides on it did I feel engaged with the bike.  It seemed to me like a very blustery Toyota Camry.  The same roads that have me gurning like an idiot on my Bonnie or Guzzi are dispatched lifelessly on the Tiger.  It's a bike you ride with a serious face as you pile away the miles.

In short, I cocked up.

And I also miss my Guzzi.  That bike had loads of warts: the gearbox was noisy, it was uncomfortable, it vibrated right at highway speed, the gas mileage was poor and so on.  Twist the throttle, though, and all goes away as you ride this wave of power and noise.  It was a glorious experience and because the roads that allowed such behavior are few, one to be cherished.

I got none of that fun riding the Tiger.  If I wanted dullness and good gas mileage, I would have bought one of those new Honda 500s. 

To sum it up, I made the logical choice.  The Tiger 800 clicked every single box and met all the criteria.  It is, without a doubt, a fantastic motorcycle.  It's just missing that most important element, one that I didn't know was important to me: fun.

I made the logical choice but not the right one.