Being back down to one bike was, in a way, refreshing. There was less expense, in that I was just buying stuff for one bike, and you can only ride one at a time, anyway. That saved me from feeling guilty when I chose to ride my Bonneville instead of its garage mate.
Also, having one bike really made me realize how well my Bonneville fits my needs. I can tour on it, I can commute on it and I can play in the canyons with it. That's a wonderful bit of versatility.
Bliss was interrupted quite quickly, though, when I returned to my bike after work one day and found a Suzuki V-Strom laying on top of it. It was time to find a commuter.
Luckily, the Strom had only cracked the plastic front fender and lightly scuffed the right muffler. The majority of the scuffs came out with some metal polish and I had to order a new fender. I picked one up from eBay, which made that the third front fender I've put on the bike.
Much searching on Craigslist commenced after this debacle and that was an experience in itself. I set myself a low budget since the bike would be used for my commute (eight miles, round trip) and nothing more. Also, the bike would more than likely be Japanese, though I did get tempted by a Triumph Tiger Cub but good sense intervened quickly on that one and thank God it did.
Each bike I looked at was crap in one way or another. I wasn't expecting much in my price range but there really was some crap out there. One bike caught my eye, however.
It was something I'd wanted for years but never got around to owning, mostly because they're hard to find in decent condition. Many of them were crashed and destroyed. The ones that were crashed and salvaged were made into street fighters or ruined in various other ways. This one was all there, though, even if it was rough around the edges.
What I bought was a 1987 Yamaha FZR1000 Genesis.
Yes, I know that's not a commuter. Much like when I was looking for a lightweight motard and ending up buying a 500 lb Moto Guzzi, I went looking for a commuter and bought an '80s super bike. Let the face-palming begin.
Like I said, the bike was all there but rough. The plastics were heavily scratched but not broken and it wouldn't rev beyond 5k but it ran well enough to get me home. Once at home, I began to dig into its problems.
It seems that the passage of time made the intake boots that connect the air box and the carbs had swelled. The boots were replaced by Uni pod filters jammed into the air box. This allowed the bike to run enough to get around but it was crazy lean in the higher RPM ranges.
Luckily, Yamaha still makes the intake boots, so with a new set, some new spark plugs and a new fuel filter, the bike runs like a champ. It fires up easily and will pull hard to it's 11,000 RPM redline.
The only other issue I had to deal with was a burned out turn signal bulb. That's it. Sure, the rear tire leaks a bit and the bike could use a chain and sprocket set but, honestly, it's a solid bike and I paid next to nothing for it. I consider that a win.
Oh, and did I mention how fast it is? It's fast. Very fast. Spooky fast, in fact.
The '87 and '88 models had the 20 valve Genesis engine that was 989cc and made 135 hp. In '89, the engine was punched out to 1003cc and the EXUP valve was added to the exhaust. All FZR1000 models had a five-speed gearbox.
Getting back to the fast bit, it's fast. The bike just pulls so hard in every gear that you'd swear the engine is bigger than it is. Even at highway speeds in fifth, a slight twist of the wrist is all that's needed to find yourself at 80 or 90 mph. Contemporary tests had the bike blitzing the quarter in 10.7 seconds. That's only a few tenths slower than a 2014 R1. Not bad for a 27-year-old bike.
Even with the aluminum Deltabox frame, the bike's a hefty 500 lbs. It hides its weight well, though, because it's all situated very low in the chassis. The engine sits forward 45°, which allows the carbs to lay flat and direct the fuel and air mixture straight to the three intake valves. This also means the air box sits where the fuel should be. Yamaha then put the fuel down and behind the engine where the carbs traditionally went. Add in the aluminum frame spars and you have a bike that feels light even when it isn't.
The fuel tank holds about five gallons and I was expecting the bike to feel very top heavy like the other inline fours I've ridden and owned. Even my Triumph Tiger, which had a huge tank sitting on a tall three-cylinder engine, felt really heavy even though it wasn't. The FZR doesn't feel like that at all. In fact, it feels like a BMW flat twin in that all the weight is carried very low. You expect to have to heave it off the stand but you don't.
On the road it's a bit of an animal. It has a four-into-one Vance and Hines exhaust that's very loud and it has a racing shifter, so that means it's down to upshift and up to downshift. Yeah, that's fun when you're coming to a stop. What I end up doing is pulling in the clutch, applying the brakes and going "wait, which way is it again?" I hope to have it figured out before I find myself in the back seat of a minivan next to some kid eating ice cream. If I do find myself in that situation, I hope the kid will at least share.
In the twisties it's sublime. Getting my Guzzi to turn was a wrestling match, one I usually lost. That bike was work but the FZR isn't. A bit of countersteer is all that's needed and the bike just attacks the bends. It makes me curious to see how good modern super bikes are.
I've always had a soft spot for '80s superbikes but I never thought about buying one because I expected them to be awful. I like the Lamborghini Countach a lot but I wouldn't buy one because I know I would be disappointed by it. I must say, I'm surprised by this Yamaha. I expected it to be rough and hard to ride but it really isn't.
Once you get used to the riding position and the shifter, it's as easy to ride as any normal bike. Even the acceleration isn't that scary as long as you don't grab a handful on a busy street. Also, the engine's quite happy to dawdle around town or scream up to redline.
So I'm having quite a bit of fun with my classic super bike. Sometimes, you get what you pay for. Other times, you get more. I'd like to think I got quite a bit more.
As for that commuter, well, let's just say it's on the list of bikes I'll eventually own. It's on there somewhere around the motard and a Laverda Jota but ahead of a Honda Goldwing. I'm not old or fat enough for that yet.
Saturday, August 16, 2014
Monday, February 17, 2014
More Air
Since I purchased my Bonneville, I've read all there is to read about removing the air box. Some say it's good, others say it's bad. Yes, you get more power but you lose low-end torque, they say. Yes, you get more power but you also get more noise. Yes, you get more power but the bike has an air box for a reason.
I've read all that and the phrase that kept popping up is 'more power'. Hmm, more power you say? Well, I'd like to give that a try. So, here we are, nearly six years after buying the bike, and I'm just getting around to removing the 'box.
Previously, I did all the "free" air box mods: removing the snorkel, widening the intake opening and removing the restrictor. That worked well for a time but I couldn't resist the allure of More Power. More power is better because there's more!
Prefab removal kits are available from numerous online vendors and they come with all the filters, mounts and a nice metal battery box. The problem is they're all around $300, which is one of the reasons it's taken me six years to eighty-six the 'box. Three hundred dollars for some filters and a bit of metal? There has to be another way.
I lieu of shelling out the cash for a fancy kit, I decided to chop up the stock 'box. Naturally, I wasn't going to chop up the 'box that came with my bike, so a spare was sourced off Ebay for $10. Using other chopped air boxes as guides, I carved that mother up.
Next I had to put it in and here's how that went down:
First, let's get a look at what's behind the side covers:
As you can see, a whole bunch of stuff goes on the air box. Carving it up retains the spaces for that stuff while giving you room for the pod filters. So let's go ahead and take all that stuff off.
To get the 'box out, we'll have to remove the rear fender, so let's do that:
Getting the 'box out also requires dropping the rear wheel. Time to get the jack out and lift the bike.
When dropping the rear wheel, the swing arm will contact the side stand/center stand stopper on the left silencer. Twist it out of the way and you should do the same for the right one, just to be safe. I didn't and got some gouges on the pipe. Thankfully, they're not noticeable.
With that done, unbolt the top shock bolts and ease the wheel to the ground. That wheel is heavy, isn't it?
Removing the 'box requires a lot of finagling and the removal of both sides. Also, the bike needed to go a bit higher to get the box all the way out. Once it's out you should see this:
This:
And this:
Take this time to rejet the carbs. It will probably never be this easy to do again. What jets to use? That's a very good question. Everything I've read put the jetting in the 140 range. I bought jets in sizes 140, 142 and 145 to give me some wiggle room. Since I'm at an altitude of 5,280 ft., your jetting requirements will be either higher or lower depending on where you live. I split the difference between what I bought and went with the 142 jets and set the idle mixture screws to 2.5 turns out. I also installed my new Innovate MTX-L air/fuel gauge to make tuning easier.
Right, with the jetting done it's now time to put the filters on. I used foam filters from Uni because they flow better than K&N filters and are much cheaper. I'll be honest, the better flow rate wasn't my top priority. Oil them before installation and you should be rewarded with this view:
Ah, what a lovely sight. Next it's time to put the carved 'box in. Here are a few shots of my carved 'box:
While not exactly a masterpiece, I don't think it turned out too bad for using a pair of side cutters instead of a Dremel. Installing the carved 'box is a breeze. Also, you'll want to brace the carbs since the old airbox did that job. You could buy one of the nice braces online for molto scarole or you could go to Home Depot and buy a nice aluminum-and-stainless-steel turnbuckle for $5.00. The choice is yours.
Once the carved 'box was in place, there was a bit of a clearance issue. The mount for the starter solenoid was making contact with the left pod filter:
A bit of trimming with the side cutters and all was well:
Now it's time to bolt all the stuff to the 'box:
It looks tight but there is a lot of room between the fuse box and the pod filter.
On this side, you'll notice an extra filter. That's for the crankcase breather. Normally it would vent straight to the air box to be ingested by the engine. Since that part of the 'box is gone, it will have to vent to its own filter. The stock rubber hose will work in a pinch with a filter of the correct size but I found it easier to buy new line and use this filter from the parts store. A quick trip to Home Depot for the correct adapters and that was done. A side benefit is that it hides the filter behind the side cover.
Finally, bolt the wheel back up, swing the exhausts back into place, bolt the fender on and install the side covers. I found the side cover on the right to be a little bulky to put back on but I figure it's because of the pod filter.
Initial test rides show a slight dip in torque below 3,000 rpm but a nice, throaty wail and lots of thrust above that. I might put the 145 jets in just to see but right now, it's running quite well. A/F readings show a nice 12.5-13.0 at idle once warmed up, a cruising ratio of 13.5-14 and full-throttle readings of 13.0-13.5.
I'm quite satisfied and it was worth the wait. This mod will tide me over for the time being, at least until I can spring for some 39mm FCRs. In the meantime, I'm looking into some bits for the front suspension, so stay tuned for that.
I've read all that and the phrase that kept popping up is 'more power'. Hmm, more power you say? Well, I'd like to give that a try. So, here we are, nearly six years after buying the bike, and I'm just getting around to removing the 'box.
Previously, I did all the "free" air box mods: removing the snorkel, widening the intake opening and removing the restrictor. That worked well for a time but I couldn't resist the allure of More Power. More power is better because there's more!
Prefab removal kits are available from numerous online vendors and they come with all the filters, mounts and a nice metal battery box. The problem is they're all around $300, which is one of the reasons it's taken me six years to eighty-six the 'box. Three hundred dollars for some filters and a bit of metal? There has to be another way.
I lieu of shelling out the cash for a fancy kit, I decided to chop up the stock 'box. Naturally, I wasn't going to chop up the 'box that came with my bike, so a spare was sourced off Ebay for $10. Using other chopped air boxes as guides, I carved that mother up.
Next I had to put it in and here's how that went down:
First, let's get a look at what's behind the side covers:
To get the 'box out, we'll have to remove the rear fender, so let's do that:
Removing the 'box requires a lot of finagling and the removal of both sides. Also, the bike needed to go a bit higher to get the box all the way out. Once it's out you should see this:
Right, with the jetting done it's now time to put the filters on. I used foam filters from Uni because they flow better than K&N filters and are much cheaper. I'll be honest, the better flow rate wasn't my top priority. Oil them before installation and you should be rewarded with this view:
On this side, you'll notice an extra filter. That's for the crankcase breather. Normally it would vent straight to the air box to be ingested by the engine. Since that part of the 'box is gone, it will have to vent to its own filter. The stock rubber hose will work in a pinch with a filter of the correct size but I found it easier to buy new line and use this filter from the parts store. A quick trip to Home Depot for the correct adapters and that was done. A side benefit is that it hides the filter behind the side cover.
Finally, bolt the wheel back up, swing the exhausts back into place, bolt the fender on and install the side covers. I found the side cover on the right to be a little bulky to put back on but I figure it's because of the pod filter.
Initial test rides show a slight dip in torque below 3,000 rpm but a nice, throaty wail and lots of thrust above that. I might put the 145 jets in just to see but right now, it's running quite well. A/F readings show a nice 12.5-13.0 at idle once warmed up, a cruising ratio of 13.5-14 and full-throttle readings of 13.0-13.5.
I'm quite satisfied and it was worth the wait. This mod will tide me over for the time being, at least until I can spring for some 39mm FCRs. In the meantime, I'm looking into some bits for the front suspension, so stay tuned for that.
Sunday, February 9, 2014
Something New
I'd like to shift the focus of this blog for a second toward vehicles of the four-wheeled variety. I'd like to talk about cars. Don't worry; I'll get back to bikes soon enough.
Anyway, I recently traded in my beloved '04 VW GTi on a new car. I had my old GTi for eight years and it was a wonderful, fun and dependable car. I loved it and didn't want to get rid of it. That car saw me through college, took me on road trips and delivered me safely from Pittsburgh to Denver without missing a beat. It was a wonderful machine and I wish I could have kept it, if only for nostalgia's sake. You were a dear friend and I'm going to miss you.
But, like all relationships, this one had to end. The old girl was getting, well, old. Before something major happened or before it depreciated too much, it was time to move on. So I went car shopping. I would have rather bought a bike, but necessity trumped desire in this case.
The first stop was to look at the Fiat 500 Abarth, a car I've liked since it debuted in Europe a few years ago. There was trouble from the start when I was wandering around the lot. $24,000, $28,000, $31,000... Are people really paying these prices? I also noticed that most of the Abarths were 2013 models. Hmm, could that be related to the price...
Since I was there, though, I may as well go on a test ride. The salesman, who I think got his fashion tips from Huggy Bear, through me the keys and told me to take it on a nice long drive. Well, if you insist.
You sit up high in the Abarth and it feels vaguely like you're in a van. Also, the interior plastics and overall quality is not that great. I'm sure it would be alright if the car was $20,000. At $28,000, it's poor.
So, on with the driving. On the road, it doesn't feel that quick. According to the magazines, it has equal performance to my old GTi but it doesn't feel it. With my old car, the turbo would spool up quickly and you would feel this rush of power and torque. With the Abarth, I kept waiting for that to happen and it never did. Also, the Abarth had an exhaust that was supposed to sound sporty but it really sounded like the muffler fell off. If I was 16, I would have liked it. Since I'm nearly 30, I didn't.
It held the road well, though, and braking seemed pretty good. I'm sure it would be very fun to throw around a twisty road but I have a motorcycle for that. Yes, I'd like a fun car but I need it mostly for hauling people and stuff. The Abarth had no room for either.
By far the worst thing about the Abarth was the shift light. Dear God, I don't think a more annoying piece in any car exists today or ever. In the middle of the boost gauge, which is left of the steering wheel, is a yellow light that screams SHIFT UP constantly. It's like SHIFT UP, SHIFT UP, SHIFT UP, SHIFT UP! I wanted to rip this thing out of the dash. That alone would put me off the car.
So, that's off the list. On to something else.
I walked across the street to the VW dealer to look at new GTis but all they had were DSG models. I wanted a paddle shift trans as much as I wanted a sex change, so it was on to another dealer.
The next stop was at a Mini dealer. I've driven many Minis over the years and they are fun cars but are very small and very expensive. Since the hatchback model has virtually no room for rear passengers or luggage, I was interested in the coupe and roadster models. The roadster sounded interesting because I'd never owned a drop top before. I walked around the lot and the models there made the Abarth seem like a bargain. One model, a John Cooper Works roadster, was $45,000. For a Mini! To put that in perspective, that's $5,000 cheaper than a Porsche Boxster. Let's see, Porsche or Mini; which do I want more...
Well, that was out. What's next? Lunch.
After that, I walked to the Ford dealer.
I was interested in a Mustang and the Focus ST. I looked at the Mustangs but i couldn't justify paying $30,000-plus for a car that isn't very good. The only real redeeming quality about the Mustang is its V8. Everything else about it is pretty terrible.
The Focus ST was different. It's a hot hatch like the others on my short list. Also, I've driven all the older versions of the Focus (and its cousins the Mazda3 and the Volvo C30) and they were very fun to drive. I walked around the Focus, looked in the windows, sat in it and decided I couldn't do it.
I grew up in a GM family and have never liked Fords. I would feel like a sellout. Plus, the interior was just okay and it had way too many buttons.
Welp, time to look at VWs.
All this time, I had my heart set on a new GTi. These other cars had to work really hard to sway me off the GTi and they all failed miserably. Getting in the new GTi was like going home. All the quintessentially German touches of my old GTi were there: the logically laid out dash, the minimal buttons and the quality of materials. This one also had the plaid seats, which is just the coolest thing ever.
On the road, the car felt even better. The body roll that plagued my Mk IV was gone, as was the numb steering. I was leery of the electric steering but it felt great. It was as easy to steer as a GM car from the 70s in a parking lot and then stiffened up at speed. Also, the clutch was nice and light and the shifter snicked perfectly in to each gear. The shifting was fantastic and it liked to be shifted quickly, unlike my old GTi, which didn't like to be rushed.
The interior was nice and roomy, as well. The trunk area was reduced to make more room for passengers, which I can live with. I like that while everything had changed inside, nothing really changed. The controls for the lights, radio and HVAC were all in the same place as my old car.
So, that;s it, then, i bought the new GTi.
Well, not so fast.
There are issues with the new GTi, too. You see, the Mk VII models are coming later this year, so VW really scaled back on the 2014 models. Only two levels are available: the Wolfsburg and the Driver edition. The only option is the DSG 'box. Also, the 2014 GTi is only available in black, gray or white and only available as a five-door.
I'm fine with only having the choice between two trim levels. The Wolfsburg had all the stuff I wanted (except a sunroof) and was significantly cheaper. What I didn't want was black, gray or white paint and I didn't want a five-door. Five doors are fine for the regular Golf but a GTi should be a three-door. If you want a GTi with more doors, buy a Jetta GLI.
So, what to do? I pondered this as I looked around the Internet that night. Hold on, what's this? A 2012 GTi? With low miles, three doors and a six-speed manual? And it's red? Hmm...
I went to look at the car and to my amazement, it was perfect. I was hesitant to buy used because I got such a screaming deal with my old GTi I didn't think it could happen again. This 2012, though, proved me wrong.
Not only was the car right, the price was right and it's a Certified Pre-Owned VW, which means more warranty when the factory one runs out.
So there you have it. Out with the old and in with the new. Early impressions of the new car are quite good. It's much faster than my old GTi while also being quieter and roomier. It doesn't have a sunroof and a few of the things I liked about my old GTi aren't in this version, but I can live without them.
I think i made a good choice.
Anyway, I recently traded in my beloved '04 VW GTi on a new car. I had my old GTi for eight years and it was a wonderful, fun and dependable car. I loved it and didn't want to get rid of it. That car saw me through college, took me on road trips and delivered me safely from Pittsburgh to Denver without missing a beat. It was a wonderful machine and I wish I could have kept it, if only for nostalgia's sake. You were a dear friend and I'm going to miss you.
But, like all relationships, this one had to end. The old girl was getting, well, old. Before something major happened or before it depreciated too much, it was time to move on. So I went car shopping. I would have rather bought a bike, but necessity trumped desire in this case.
The first stop was to look at the Fiat 500 Abarth, a car I've liked since it debuted in Europe a few years ago. There was trouble from the start when I was wandering around the lot. $24,000, $28,000, $31,000... Are people really paying these prices? I also noticed that most of the Abarths were 2013 models. Hmm, could that be related to the price...
Since I was there, though, I may as well go on a test ride. The salesman, who I think got his fashion tips from Huggy Bear, through me the keys and told me to take it on a nice long drive. Well, if you insist.
You sit up high in the Abarth and it feels vaguely like you're in a van. Also, the interior plastics and overall quality is not that great. I'm sure it would be alright if the car was $20,000. At $28,000, it's poor.
So, on with the driving. On the road, it doesn't feel that quick. According to the magazines, it has equal performance to my old GTi but it doesn't feel it. With my old car, the turbo would spool up quickly and you would feel this rush of power and torque. With the Abarth, I kept waiting for that to happen and it never did. Also, the Abarth had an exhaust that was supposed to sound sporty but it really sounded like the muffler fell off. If I was 16, I would have liked it. Since I'm nearly 30, I didn't.
It held the road well, though, and braking seemed pretty good. I'm sure it would be very fun to throw around a twisty road but I have a motorcycle for that. Yes, I'd like a fun car but I need it mostly for hauling people and stuff. The Abarth had no room for either.
By far the worst thing about the Abarth was the shift light. Dear God, I don't think a more annoying piece in any car exists today or ever. In the middle of the boost gauge, which is left of the steering wheel, is a yellow light that screams SHIFT UP constantly. It's like SHIFT UP, SHIFT UP, SHIFT UP, SHIFT UP! I wanted to rip this thing out of the dash. That alone would put me off the car.
So, that's off the list. On to something else.
I walked across the street to the VW dealer to look at new GTis but all they had were DSG models. I wanted a paddle shift trans as much as I wanted a sex change, so it was on to another dealer.
The next stop was at a Mini dealer. I've driven many Minis over the years and they are fun cars but are very small and very expensive. Since the hatchback model has virtually no room for rear passengers or luggage, I was interested in the coupe and roadster models. The roadster sounded interesting because I'd never owned a drop top before. I walked around the lot and the models there made the Abarth seem like a bargain. One model, a John Cooper Works roadster, was $45,000. For a Mini! To put that in perspective, that's $5,000 cheaper than a Porsche Boxster. Let's see, Porsche or Mini; which do I want more...
Well, that was out. What's next? Lunch.
After that, I walked to the Ford dealer.
I was interested in a Mustang and the Focus ST. I looked at the Mustangs but i couldn't justify paying $30,000-plus for a car that isn't very good. The only real redeeming quality about the Mustang is its V8. Everything else about it is pretty terrible.
The Focus ST was different. It's a hot hatch like the others on my short list. Also, I've driven all the older versions of the Focus (and its cousins the Mazda3 and the Volvo C30) and they were very fun to drive. I walked around the Focus, looked in the windows, sat in it and decided I couldn't do it.
I grew up in a GM family and have never liked Fords. I would feel like a sellout. Plus, the interior was just okay and it had way too many buttons.
Welp, time to look at VWs.
All this time, I had my heart set on a new GTi. These other cars had to work really hard to sway me off the GTi and they all failed miserably. Getting in the new GTi was like going home. All the quintessentially German touches of my old GTi were there: the logically laid out dash, the minimal buttons and the quality of materials. This one also had the plaid seats, which is just the coolest thing ever.
On the road, the car felt even better. The body roll that plagued my Mk IV was gone, as was the numb steering. I was leery of the electric steering but it felt great. It was as easy to steer as a GM car from the 70s in a parking lot and then stiffened up at speed. Also, the clutch was nice and light and the shifter snicked perfectly in to each gear. The shifting was fantastic and it liked to be shifted quickly, unlike my old GTi, which didn't like to be rushed.
The interior was nice and roomy, as well. The trunk area was reduced to make more room for passengers, which I can live with. I like that while everything had changed inside, nothing really changed. The controls for the lights, radio and HVAC were all in the same place as my old car.
So, that;s it, then, i bought the new GTi.
Well, not so fast.
There are issues with the new GTi, too. You see, the Mk VII models are coming later this year, so VW really scaled back on the 2014 models. Only two levels are available: the Wolfsburg and the Driver edition. The only option is the DSG 'box. Also, the 2014 GTi is only available in black, gray or white and only available as a five-door.
I'm fine with only having the choice between two trim levels. The Wolfsburg had all the stuff I wanted (except a sunroof) and was significantly cheaper. What I didn't want was black, gray or white paint and I didn't want a five-door. Five doors are fine for the regular Golf but a GTi should be a three-door. If you want a GTi with more doors, buy a Jetta GLI.
So, what to do? I pondered this as I looked around the Internet that night. Hold on, what's this? A 2012 GTi? With low miles, three doors and a six-speed manual? And it's red? Hmm...
I went to look at the car and to my amazement, it was perfect. I was hesitant to buy used because I got such a screaming deal with my old GTi I didn't think it could happen again. This 2012, though, proved me wrong.
Not only was the car right, the price was right and it's a Certified Pre-Owned VW, which means more warranty when the factory one runs out.
So there you have it. Out with the old and in with the new. Early impressions of the new car are quite good. It's much faster than my old GTi while also being quieter and roomier. It doesn't have a sunroof and a few of the things I liked about my old GTi aren't in this version, but I can live without them.
I think i made a good choice.
This pic from my phone is the only one I have so far. It's not a good pic, I know, but it proves I'm not lying.
Sunday, January 26, 2014
More Bonnie Updates
Coming this March, I will have had my Bonneville for six years. Since the day I brought it home, I've scoured the Internet and have stared at parts. There have been a ton of mods I've wanted to do but time and money has always gone elsewhere.
Since I'm down to one bike, well, one-and-half bikes, I can finally focus some of my hard-earned on the mods I've been drooling over for six years.
Two months on (has it been that long?) and the rectifier is working beautifully. The clutch dress-up parts haven't fallen off, either, so that's a good sign.
Earlier in the month I bought a Procom igniter and that didn't work so well. The bike became very hard to start in the cold and since I live in Denver, it does get cold here. So that went back.
I also bought the remaining parts to finally jettison my airbox, another mod I've wanted for a long time. They should be here by the end of the week, so watch this space. I'll have updates on that.
In the meantime, let's talk about handlebars.
Yes, we could discuss this to death. And lets not forget the myriad of choices out there: buckhorns, apes, trackers, ace, superbars, etc. One could go mad looking for bars. Since I'm already mad, I had an idea of what I wanted.
I like the stock bars on the Bonnie but I wanted something a little lower and sporty. I looked at stock Sportster 48 bars and they have a good feel. They are similar in height to the stock Bonnie bars but don't have as much pullback. They felt good but I couldn't find a used set and there wasn't much of a difference to shell out $80-plus for a set. So, on to something else.
Next, I picked up a set of stock Thruxton handlebars that had been powder coated black. I like the Thrux bar. It's very low and aggressive and gives the bike a planted feel. When I put them on, I found they were too low and aggressive. They also hit the gas tank on full lock. I bought the Thrux clutch cable to fit the bars but I would also need Thrux throttle cables and front brake line to make the bars fit properly. In the end, they were too stubby and weren't worth the hassle.
Keeping with the low and aggressive approach, I picked up a used set of Norman Hyde m-bars. They are similar to the Thrux bar but not as stubby or as low. Plus they were chrome and I like chrome.
Installing them was much easier as I could keep the stock throttle and clutch cables and front brake line. They are also wider, giving much better leverage at low and high speed. The only issue with the bars I ran into during installation was rusty threads for the bar end weights. The rust wasn't bad enough to break a bolt but it did require careful progress, some patience and lots of lube. Stop snickering, perverts.
I finally got to take the bike for a ride today and I can say I'm pleased with the change. The position is much more aggressive but not so much so that it's become uncomfortable. I was worried that the stock footrests would be too far forward but that's proven to be a non-issue. In fact, they feel better with the lower bar. I wouldn't do a 1,000-mile tour with these bars in place but for the blasts through the mountains I do on the weekends, they are perfectly comfortable.
The bike also felt better and more planted in the corners. Maybe it's my imagination but cornering required minimal effort and the front felt so much more confidence-inspiring. I think the bike also got faster, but that, too, could be my imagination.
And I should add that they flat-out look the biz. I'm quite happy with them, though I am going to try some superbars just for fun.
Since I'm down to one bike, well, one-and-half bikes, I can finally focus some of my hard-earned on the mods I've been drooling over for six years.
Two months on (has it been that long?) and the rectifier is working beautifully. The clutch dress-up parts haven't fallen off, either, so that's a good sign.
Earlier in the month I bought a Procom igniter and that didn't work so well. The bike became very hard to start in the cold and since I live in Denver, it does get cold here. So that went back.
I also bought the remaining parts to finally jettison my airbox, another mod I've wanted for a long time. They should be here by the end of the week, so watch this space. I'll have updates on that.
In the meantime, let's talk about handlebars.
Yes, we could discuss this to death. And lets not forget the myriad of choices out there: buckhorns, apes, trackers, ace, superbars, etc. One could go mad looking for bars. Since I'm already mad, I had an idea of what I wanted.
I like the stock bars on the Bonnie but I wanted something a little lower and sporty. I looked at stock Sportster 48 bars and they have a good feel. They are similar in height to the stock Bonnie bars but don't have as much pullback. They felt good but I couldn't find a used set and there wasn't much of a difference to shell out $80-plus for a set. So, on to something else.
Next, I picked up a set of stock Thruxton handlebars that had been powder coated black. I like the Thrux bar. It's very low and aggressive and gives the bike a planted feel. When I put them on, I found they were too low and aggressive. They also hit the gas tank on full lock. I bought the Thrux clutch cable to fit the bars but I would also need Thrux throttle cables and front brake line to make the bars fit properly. In the end, they were too stubby and weren't worth the hassle.
Keeping with the low and aggressive approach, I picked up a used set of Norman Hyde m-bars. They are similar to the Thrux bar but not as stubby or as low. Plus they were chrome and I like chrome.
Installing them was much easier as I could keep the stock throttle and clutch cables and front brake line. They are also wider, giving much better leverage at low and high speed. The only issue with the bars I ran into during installation was rusty threads for the bar end weights. The rust wasn't bad enough to break a bolt but it did require careful progress, some patience and lots of lube. Stop snickering, perverts.
I finally got to take the bike for a ride today and I can say I'm pleased with the change. The position is much more aggressive but not so much so that it's become uncomfortable. I was worried that the stock footrests would be too far forward but that's proven to be a non-issue. In fact, they feel better with the lower bar. I wouldn't do a 1,000-mile tour with these bars in place but for the blasts through the mountains I do on the weekends, they are perfectly comfortable.
The bike also felt better and more planted in the corners. Maybe it's my imagination but cornering required minimal effort and the front felt so much more confidence-inspiring. I think the bike also got faster, but that, too, could be my imagination.
And I should add that they flat-out look the biz. I'm quite happy with them, though I am going to try some superbars just for fun.
Now where did I put that 59 Club patch?
Tuesday, November 26, 2013
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.
... 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:
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.
At normal idle with the standard rectifier, here is the charging voltage:
And that's that. Go grab yourself a celebratory beer, coffee or whatever and stand back and admire your work.
Tuesday, November 19, 2013
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.
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.
Saturday, September 21, 2013
On The Road, Pt. VII
This is the end... Beautiful friend, the end.
Yes, this is it. The final day of my journey has arrived and I would soon be spending the night in my own bed, using my own toilet and parking indoors. First I had to get there, though.
When I went to bed, it was still raining in Farmington and i figured on another rainy day of riding. To my surprise, the sun was out in the morning and it was cloudless. I gobbled down some more breakfast, packed up the bike and headed for home.
I was excited to get back into Colorado because that meant some twisty mountain roads. Bits of Cali and Arizona were nice but most of the areas were flat, straight and dull. At points I was actually wishing I was in a car. I could lean the seat back, put the cruise on and jam to some tunes. On the bike I couldn't do any of that. All I could really do is stare at the odometer and glance at the occasional pile of rocks on the side of the road that passed for scenery.
This was of course the Saturday of Labor Day weekend, so everyone and their dad was out on the road and driving at around four mph. Honestly, it was a bit frustrating because I was used to going 70 everywhere and now I'm feel like I'm at walking pace.
I also saw a lot of bikes. I think I saw more bikes this one day than I saw in the entire preceding days combined. Nearing the Wolf Creek Pass, I was passed by a group of Harleys complete with get back whips and do-rag-wearing riders. Excited by the corners, I jumped into the passing lane and blew by them as the road got twisty and then did the same to a couple of BMW riders. I waved to them all as I passed but none of them even looked at me. Bastards.
Wolf Creek is a delightfully twisty road that goes up well above 10,000 feet and it has a tunnel. I love tunnels. This tunnel even has a curve in it, making it a million times better. Another good thing for Wolf Creek is that its four lanes wide, so you can always pass the geezers in front and you can push it a bit because the edge of the world isn't inches away. I had a grand time scratching around the bends before the straight stuff returned.
I made a pit stop for a snack in Del Norte and got ready to head for the arrow straight section of 285 that headed toward Saguache. Breaking up the monotony are the two ridges that were cut through when the road was made. This was fantastic when I was heading this way before and its fantastic now. I bet its just as fantastic to be reading about it again, too.
As I was snacking on a protein bar I brought and an apple and banana I grabbed from the hotel, I noticed the sky getting cloudier. I didn't even check the weather because I knew it meant rain. By this point, I could predict the weather better than 100 Weather Channels. I just got on with the job at hand.
It got darker as I neared Saguache, darker still as I neared Buena Vista and then it finally rained when I got to Fairplay. I'm glad I got to see the scenery last week when it was sunny because it was miserable now. All I wanted at this point was to go home. I had had enough rain to last me for the rest of my life.
I wish I had more to say about this part of the trip but it was a blur. I was focused on home and really didn't look at the scenery and really didn't care about the roads. I went my speed, passed a bunch of cars and reminded myself how much fun it is to tour on a motorcycle. This is fun, they said. Riding is fun, they said.
I skipped a pee break in Fairplay to outrun the storm and that was a mistake. I thought I could hold it but I couldn't. Every bump was murder until I finally gave in. I pulled over, scampered down a hill and released the Nile. After what seemed like 20 minutes of continuous peeing, I walked back to bike and continued on my way a much lighter rider.
The rain came and went and came again during this time but I wasn't very bothered by it. It was pouring rain when I made my final stop in Bailey and my crotch was cold and wet. I think my penis ran away somewhere around there.
As I got closer to Denver, the sun came out and it finally got warmer. I was still focused on home and was passing cars like crazy. I was never so excited to see Denver as I got closer and closer. I slowed down at this point because I didn't want to make it this far only to have a crash on my doorstep. Turning down Colorado Blvd., then on to my street and finally up the drive was a wonderful feeling. I had done it. I rode my motorcycle to San Diego and back and lived to tell the tale.
Including going the wrong way and doubling back, the bike and I did just under 2,400 miles in six days. That doesn't include riding around while in San Diego. The bike never missed a beat the entire time, though it was quite dirty and sad-looking when we got home. The air-cooled engine did get quite noisy going through the hot desert and the chain's a bit looser now but otherwise, you can never tell it went that far. It never even used any oil. Let's have a round of applause for modern motorcycles, everyone.
Would I do it again? Well, yes and no.
My Bonneville may not have missed a beat but I sure did. As the days went on, fatigue set in quicker and quicker. The Thruxton gel seat I fitted to bike years ago helped some with comfort but the bike felt cramped, even for my short ass. Add in the stuff strapped to the back and there wasn't much room for me. I was constantly fighting for space with my luggage.
As for the riding, well, pockets of it were very good but most of it was quite boring. It was a bit like a 90 minute movie that had 12 minutes of action. I felt like I was always waiting for the good part to come along. A trip from Denver to San Diego will happen again (San Diego is too nice to not go back) but it will happen either on a more touring-oriented bike or in a car. My Bonnie loved the twisty bits but hated the slab. We share the same opinion, the bike and I.
So that's it. It's back to work and planning more trips, most of which I won't go on. At least it gives me something to do at work while I not do my job. In the meantime, I can also look at the Triumph Sprint STs that pop up used quite often. The 1050s, I think, look best in blue while I like 955i models best in green
Hmm...
Yes, this is it. The final day of my journey has arrived and I would soon be spending the night in my own bed, using my own toilet and parking indoors. First I had to get there, though.
When I went to bed, it was still raining in Farmington and i figured on another rainy day of riding. To my surprise, the sun was out in the morning and it was cloudless. I gobbled down some more breakfast, packed up the bike and headed for home.
I was excited to get back into Colorado because that meant some twisty mountain roads. Bits of Cali and Arizona were nice but most of the areas were flat, straight and dull. At points I was actually wishing I was in a car. I could lean the seat back, put the cruise on and jam to some tunes. On the bike I couldn't do any of that. All I could really do is stare at the odometer and glance at the occasional pile of rocks on the side of the road that passed for scenery.
This was of course the Saturday of Labor Day weekend, so everyone and their dad was out on the road and driving at around four mph. Honestly, it was a bit frustrating because I was used to going 70 everywhere and now I'm feel like I'm at walking pace.
I also saw a lot of bikes. I think I saw more bikes this one day than I saw in the entire preceding days combined. Nearing the Wolf Creek Pass, I was passed by a group of Harleys complete with get back whips and do-rag-wearing riders. Excited by the corners, I jumped into the passing lane and blew by them as the road got twisty and then did the same to a couple of BMW riders. I waved to them all as I passed but none of them even looked at me. Bastards.
Wolf Creek is a delightfully twisty road that goes up well above 10,000 feet and it has a tunnel. I love tunnels. This tunnel even has a curve in it, making it a million times better. Another good thing for Wolf Creek is that its four lanes wide, so you can always pass the geezers in front and you can push it a bit because the edge of the world isn't inches away. I had a grand time scratching around the bends before the straight stuff returned.
I made a pit stop for a snack in Del Norte and got ready to head for the arrow straight section of 285 that headed toward Saguache. Breaking up the monotony are the two ridges that were cut through when the road was made. This was fantastic when I was heading this way before and its fantastic now. I bet its just as fantastic to be reading about it again, too.
As I was snacking on a protein bar I brought and an apple and banana I grabbed from the hotel, I noticed the sky getting cloudier. I didn't even check the weather because I knew it meant rain. By this point, I could predict the weather better than 100 Weather Channels. I just got on with the job at hand.
It got darker as I neared Saguache, darker still as I neared Buena Vista and then it finally rained when I got to Fairplay. I'm glad I got to see the scenery last week when it was sunny because it was miserable now. All I wanted at this point was to go home. I had had enough rain to last me for the rest of my life.
I wish I had more to say about this part of the trip but it was a blur. I was focused on home and really didn't look at the scenery and really didn't care about the roads. I went my speed, passed a bunch of cars and reminded myself how much fun it is to tour on a motorcycle. This is fun, they said. Riding is fun, they said.
I skipped a pee break in Fairplay to outrun the storm and that was a mistake. I thought I could hold it but I couldn't. Every bump was murder until I finally gave in. I pulled over, scampered down a hill and released the Nile. After what seemed like 20 minutes of continuous peeing, I walked back to bike and continued on my way a much lighter rider.
The rain came and went and came again during this time but I wasn't very bothered by it. It was pouring rain when I made my final stop in Bailey and my crotch was cold and wet. I think my penis ran away somewhere around there.
As I got closer to Denver, the sun came out and it finally got warmer. I was still focused on home and was passing cars like crazy. I was never so excited to see Denver as I got closer and closer. I slowed down at this point because I didn't want to make it this far only to have a crash on my doorstep. Turning down Colorado Blvd., then on to my street and finally up the drive was a wonderful feeling. I had done it. I rode my motorcycle to San Diego and back and lived to tell the tale.
Including going the wrong way and doubling back, the bike and I did just under 2,400 miles in six days. That doesn't include riding around while in San Diego. The bike never missed a beat the entire time, though it was quite dirty and sad-looking when we got home. The air-cooled engine did get quite noisy going through the hot desert and the chain's a bit looser now but otherwise, you can never tell it went that far. It never even used any oil. Let's have a round of applause for modern motorcycles, everyone.
Would I do it again? Well, yes and no.
My Bonneville may not have missed a beat but I sure did. As the days went on, fatigue set in quicker and quicker. The Thruxton gel seat I fitted to bike years ago helped some with comfort but the bike felt cramped, even for my short ass. Add in the stuff strapped to the back and there wasn't much room for me. I was constantly fighting for space with my luggage.
As for the riding, well, pockets of it were very good but most of it was quite boring. It was a bit like a 90 minute movie that had 12 minutes of action. I felt like I was always waiting for the good part to come along. A trip from Denver to San Diego will happen again (San Diego is too nice to not go back) but it will happen either on a more touring-oriented bike or in a car. My Bonnie loved the twisty bits but hated the slab. We share the same opinion, the bike and I.
So that's it. It's back to work and planning more trips, most of which I won't go on. At least it gives me something to do at work while I not do my job. In the meantime, I can also look at the Triumph Sprint STs that pop up used quite often. The 1050s, I think, look best in blue while I like 955i models best in green
Hmm...
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