First Ride of the 2022 Season: Scratching That Itch

Imagine having an itch you can't scratch for 112 days.  Riding a motorcycle in Canada is an ongoing act of stoicism.

It was a long one this Canadian winter.  I'm usually able to get out for a cheeky February ride, but not this year in Ontario. Winter started later but when it came it clamped down on us like an angry professional wrestler and didn't offer any breaks from Polar Vortexes and snow.  My last ride was mid-November, it's now March.

T'was -22°C on Friday and tonight we've got freezing rain and snow into tomorrow, but it was a balmy 6 today so off I went.

The C14 started on the first touch and was bullet proof on a 30km ride up and down the Grand River:

The bisons were out at Black Powder.

It was mennonite o'clock as I shook the cobwebs out of the Connie.

The Tiger took a bit more convincing but that wasn't its fault, I'd had the whole fuel injection system out for a cleaning and it needed to get represussurized.  Once it had fuel it took off like a rocket!

Leaning into a corner, finally!

The zipper replacement on the jacket is working like a charm!

The roads were thick with sand and salt so after a cleanup everyone is back under a blanket waiting for the next break.  I'd be a year rounder if I still lived in Norfolk (UK).

On the upside, the 750cc cylinder head for the 71 Bonnie project came in so I've got other things to do!

On bike photos were taken with a Ricoh Theta camera attached to the windshield and auto-shooting every 8 seconds.  If you're curious, here's a bit on how to make awesome on-bike 360 photos.  Here's another published on Adventure Bike Rider Magazine in the UK:  How to capture 360-degree photos while riding your motorbike.

Looking forward to leaning into more corners in less than another 112 days!

Trials Maths

Some more trials bike mathematical considerations on a Sunday night:

The madness of Ontario used off-road bike prices continues.  Here's a 20 year old bike that needs a lot of work:

2001 gasgas TXT 200 trials bike in good shape, runs good , needs fork seals and brake work.

$3200 obo

So, you drop over three grand on it and then have to buy parts and rebuild the suspension and brakes.  You're probably over four grand before you turn a wheel on this old, worn out thing.

or

A 2021 (as in brand new) Tanaci-Wong TWL200 Trials Bike:

Integrated electric start

Electronic fuel injection

Butter smooth hydraulic clutch

Ultra-progressive hydraulic brakes

Lightweight billet aluminum swing arm

Adjustable billet aluminum brake pedal

Billet aluminum triple clamps

High-quality flexible plastics

Transparent fuel tank means no more guessing

All chassis fasteners are high-grade stainless steel

Well protected exhaust system means no costly replacements

$3495 plus PDI/shipping/taxes


So, my option is to drop four grand on a 20 year old, broken bike, or spend the same amount on a brand new machine?  Someone's going to say, "yeah, but that's a Chinese bike."  Where do you think all the parts on the GasGas were made?  Bet it wasn't Spain.

50 Year Old Triumph Bonneville Restoration: Amal Carbs and the Fuel Tank

A place where logic, precision and cause and
effect still matter in a world gone mad.

 After the random weirdness of work, time in the garage with the old Bonneville is remarkably
straightforward and logical.  I suspect the bike was in the middle of a Captain America Easy Rider customization in the early/mid eighties when it got parked and time left it behind.  I got it from Brian's storage shipping container where it was out of the weather and raised off the ground.  I don't know where Brian got it from but I suspect it was always stored inside.  I battled with a mid-nineties Kawasaki that had been left outside back in 2014 and this much older machine is nothing like as seized, rusted and difficult to get into.

Anything that doesn't immediately loosen gets a bit of heat and then comes free without any headaches.  Not being in a rush and leaning on the spannering skills I've refreshed over the past decade is making this an enjoyable and meditative process.

The surface rust came off the tank with a bit of sanding.  I'm going to see if I can knock out the dent and then strip it all back.  I used Metal Rescue on the Honda Fireblade tank in my last project and it did a fantastic job of cleaning that unused and rust tank out.  I'll let it sit overnight and then do the power wash tomorrow and hopefully the tank'll come back to me.

The Amal carburetors on the bike are remarkably simple compared to what I've been up against before.  Last time around it was a bank of four last-generation-before-fuel-injection carbs on a '97 Honda Fireblade.  Before that it was a bank-of-four on a '94 Kawasaki GTR1000 and then another complex bank of four on an '81 Yamaha XS1100.  The old Bonnie's single Amal carb per cylinder is a simpler design from a simpler time compared to those complex Japanese four-pot carbs.

Airbox sleeves off.

Carb clean up with a fine wire brush and wd40.

Some aluminum corrosion in the bottom of the carb bowls but it cleaned out nicely.

They've been sitting for a long while, but all the hard parts look to be in good shape.

After an initial cleanup I'm going to break down each carb and clean the hard parts in a ultrasonic cleaning bath before reassembling with new gasketry from British Cycle Supply Co..

Ultrasonic bath bringing the carbs back to clean and ready to breathe for the Bonnie again.

My plan is to get the bike operational mechanically and have it going next spring having cleaned up and rust painted the frame and body.  Once it's operational I'll ride it for a season rough and get to know it before looking to a complete engine rebuild and deeper restoration of frame and body panels at a later date.

In order to get it back to rideable, these are the parts I think I'll need:

• 
  carb gasket rebuild kit x 2
  
• exhaust pipes x2
• mufflers x2
• ignition cables (and possibly some other electrics)
• headlight
• indicators
• battery
• head and sump gaskets for the motor (I intend to go in and clean things out/have a look around before I run it)

Five Years: Diversifying Motorcycle Experience and Finding Balance

After the first year on two wheels I began thinking about more challenging motorcycle projects that would diversify my experience.  Starting in year two I did my first away motorcycle ride, renting scooters and then a BMW around the southern end of Vancouver Island - that led to my first article being published in Motorcycle Mojo and gave me a lot of insight into variations in motorcycling.

In addition to pushing my riding experience in daring new directions (like riding two-up with my son on an unfamiliar bike on one of the most challenging roads in Canada), I also began looking for a bike that needed more than just regular maintenance to operate... a bike that needed me.

I discovered just such a thing toward the end of that riding season, a long dormant Kawasaki Concours that we had to cut out of the grass it was sitting in.  Something that old (twenty plus years at the time) had a lot of perished rubber on it, and when I finally got it up to temperature it also had a sizable oil leak.  The winter was spent getting a new oil cooler and lines, replacing a lot of rubber bits and otherwise getting this old warrior back on its feet again.

The Concours not only got me moving mechanically, but it also offered a real blank slate, something I've since realized is only available on well used bikes (unless you're loaded and like to pull apart new things).  I'd enjoyed the aesthetic restoration of the Ninja and was looking forward to doing the same thing on the Concours.  Getting an old bike and making it not only usable but unique looking has been one of the highlights of my motorcycling career to date, and a trend I intend to continue.  It's something that my current too-nice Tiger doesn't offer me.

The Kintsugi Concours became my go-to ride and the Ninja became my first sold bike.  It was difficult to part with something I'd developed such an emotional bond with.  I can understand why the people with the space and means hang on to every bike they buy.  Having beaten the selling a bike emotional roller coaster, I immediately went looking for another, but it took a while to finally find the right thing, and in the meantime the old Concours suddenly became less than dependable.

A KLX250 that couldn't do 100km/hr with me on it made me feel like I was overly exposed and under-powered while riding on the road, though it was a deft hand off it and gave me my first real off road experiences.  I held on to it over the winter and when there was finally a break in the never ending Canadian snow I thought this is the moment the KLX will shine, on dirty, just thawed roads - except it wouldn't start.  It was a lot easier to sell because I'd never fallen in love with it.  Getting $400 more than I bought it for didn't hurt either.

Later that summer I made my next motorcycle buying error and stumbled into an old Yamaha XS1100 sitting on the side of the road.  I ignored the three strikes against it (non-runner with no ownership being sold by a gormless kid) and purchased it anyway; I won't do that again.  I got lucky on the ownership - it was within a whisker of being a write-off and had a long and difficult history (I was the thirteenth owner!), but I was able to sell it on after sorting the ownership and just broke even.  In the process I stumbled onto a balancing act I hadn't considered before.

I love riding older bikes I wrench myself, but they aren't always ready to ride.  When the otherwise dependable Concours wasn't and my only other choice was an ancient Yamaha I'd only just freed up the brakes and carbs on, I found myself with nothing to ride as the cruelly short Canadian motorcycling season began.  I'd gambled too much on being able to keep the old bikes rolling.  With riding days so valuable in the Great White North, that wasn't a viable approach.

I still had most of the money from the Ninja sitting aside and my wise wife said to just focus on getting something newer and more dependable.  Maintaining that balance means having a riding ready bike and a project bike, and not messing up that equation.  To further complicate things, I'm a big guy so I needed a bike that fit, and my son was getting bigger every year and loved coming along, so I needed a bike that would fit us both.  Being the onerous person I am, I didn't do the obvious thing and buy a late model Japanese touring bike that runs like clockwork.

My daily rider suddenly popped up on Kijiji but it ended up being the most emotionally driven purchase yet.  Instead of a sensible five year old, low mileage Kayamonduki, I got bitten by a thirteen year old Tiger.  It was European, over budget, too old and with too many miles, but the owner was a young professional (nuclear operator!) and from the UK and we had a good, straight up chat about the bike.  I was honest about my position (the Tiger was out of my league but I loved it and wanted it), and he was straight up with his position (he was about to take it in to trade for a new Triumph at the dealership and even my lower offer was much better than he would have gotten on trade in).  I ended up feeling like I stole the bike for over a grand less than he was asking and he got more for it than he otherwise would have.  It was an emotionally driven purchase with a lot of rational oversight.

With all that good karma the Tiger has turned out to be a special thing.  I was only the third owner.  In thirteen years it had averaged less than 4000kms/year, and on two years the first owner had ridden it out to Calgary and back (seven thousand plus kilometres each time).  It had been power commandered (that had never come up in the purchasing discussions), indicating that the original owner had really fawned over this bike.  The guy I bought it off wasn't very mechanically minded and it hadn't had much in the way of regular maintenance, but then he hadn't used it much.  Within a couple of weeks I'd gotten it safetied, done all the maintenance and given it a good tuning - it has run like a top ever since.

It's an older, European bike, but fuel injection and a resurgent Triumph Motorcycles Co. using the latest manufacturing techniques means it's not a bonkers choice as a daily rider.  On the second year of ownership it fired right up after hibernating under a blanket in the garage, and it did again this year.  I've fixed some dodgy, plastic fuel connectors on the tank, changed the tires and done the fork oil and other fluids along with the chain, but other than the fuel fittings, it's all been regular maintenance.  The Tiger has been such a treat and it's such a rare thing (I've only ever seen one other) that I can't see myself letting it go.

Meanwhile the Concours became the project bike, but since I wasn't depending on it, the project took on new dimensions.  I stripped the old fairing off and ended up with a muscle bike like no other.  I've experienced some drift with this project and I think when I get it to a riding level I'll sell it with the aim to make my money back on it (shouldn't be too hard considering what I got it for).

I think the drift comes from biting off more than I can chew as far as tools I have on hand and time and a comfortable place to work.  If had welding gear handy and could do the fabrication I needed, I think I'd still be be pushing for an edgy completion to the project which has taken longer and has been more involved than I initially planned.  The heart is willing but I'm too tight money and time-wise to chase this big of a thing.  In the winter it hurts to go out in the garage and work on it and in the summer I'd rather be out riding.  Future projects might be more of a Shed and Buried/SPQR approach where I can get a bike sorted and back on its feet again, have some fun with it aesthetically and then move it on without losing any money on it.  Making enough on each one to keep me in tools and pay for the process would be the dream.

The sophomore years of motorcycling have been about pushing into more challenging riding opportunities.  From riding Arizona (another one that got published), to going to the last MotoGP race at Indianapolis to circumnavigating Great Lakes and Georgian Bay, I've gotten more and more daring and gone further afield with each season.

These years have also been about dusting off and expanding my technical skills and have seen me do everything from oil coolers to complete carburetor rebuilds.  The garage has gotten better and better in the process, though it's still bloody cold in the winter.  If I could find a solar powered heating system for the space I'd be a happy man.  If I had a heated, insulated work space about twice the size, I'd be even happier.  The other side of the coin is riding opportunities.  Living somewhere where you can't ride for 3+ months of the year isn't conducive to building saddle experience.  I'd be happier if I lived in an all year riding opportunity - or at least if I had access to such places over the winter here.

20 hours might have gotten me able to manage the basic
operations of a motorcycle - the Conestoga course was a
weekend with about 4 hours on bikes each day, then some
very tentative rides in the neighborhood got me to 20 hours.

At five years I feel like I've put a lot of time into improving my rider's craft.  I've also spent a lot of energy getting the rust off my mechanical skills.  What I most wish for the next five years is to maintain my hunger for more motorcycle experiences.  I'd like to try  a wider range of different bikes and types of riding and find a way to dig even deeper into mechanics.  This year I'm hoping to take an off-road training course.  In the future I'd love to find the money and time to take track riding, if not to pursue racing then at least to explore riding dynamics at the extreme end in a controlled environment.

If you put ten thousand hours into something you've developed a degree of expertise in it.  In each season I've tried to beat ten thousand kilometres of riding (and succeeded) before the snows fall.  Those fifty plus thousand kilometres have probably had me in the saddle for over a thousand hours and I've easily spent that again in the garage doing repairs and maintenance.  If feel like my motorcycle apprenticeship is well underway, I just need to keep finding ways to feed that expertise.

The light cover in the garage - a reminder...

Triumph Tiger 955i Swingarm Installation

It's my first time doing a motorcycle swingarm so I knew it would be a learn-as-I-go experience.  Today I reinstalled the swingarm and that was definitely a case of learning as I go.  I hope this post saves you a lot of swearing because I've already done it for you.

I had to lever the swingarm out with a tire iron, it's a tight fit in the frame.  Removing it was tricky but reasonably straightforward with the some leverage between the engine and the swingarm.

Undoing the top bolt on the shock was a bugger (it's in an awkward spot inside the frame) but small motions over and over again eventually got it loose.  The Chilton manual says to remove the exhaust system entirely (which also means the oil cooler and radiator), but that seemed like a big faff.  Adrian Molloy .com had some good advice: instead of taking half the bike apart just take the swingarm out with the rear shock attached then dismantle it off the bike.  Not sure what Chilton's thinking was in removing half the motor to get the swingarm out, but removing the rear shock with it is a much more efficient approach.

I cleaned up surface rust on the top of the rear shock and rust painted it.  After cleaning the unit it was still in good shape otherwise so I let the paint dry overnight and then aimed to service the swingarm and reinstall it today, which turned out to be a bugger of a job.  The right side sleeve in the swingarm pivot wasn't turning but the left side came out easily and still had grease on it.  I lightly heated the swingarm and tapped it through with a 15mm socket bit that fit the sleeves perfectly.  I then cleaned them up and got the bearings turning before looking them over.  Once freed up they got a thorough cleaning and re-greasing using the Mobil XHP222 grease Triumph recommends.  The stuff that came off wasn't the same colour (dark red instead of grey), so I suspect whoever was in there last just threw on whatever they had on hand.

Installing the swingarm was another bugger of a job. It's a tight fit and has thin washers that sit between the swingarm and the frame.  They move around when you're trying to squeeze the swingarm into the frame and drive you around the bend.  You can see them in that picture in the middle.  Every time you squeeze the swingarm in it pushes the washers out of place.  I put a 14mm socket in which holds them in place, but it's a finicky process that I just couldn't get right.

What finally did work was loosening the engine mount nut below the swingarm that holds the frame so tight to the swingarm.  Loosen that off and you can install the big through bolt into the the left side of the frame with that side's washer in place and then thread it through the swingarm.  Once the engine mount bolt is loosened off you can the slide the wash in on the other side and then finish pushing the big swingarm retaining bolt though before tightening everything up again.  Needless to say, I greased the hell out of all that too.

There might be a way to install the swingarm with those fussy washers another way, but it was beyond me and I was running out of expletives.  Loosening off the engine bolt is a top tip for swingarm installation.

I'd also recommend you do the swingarm service if you haven't as mine was essentially seized on one side even though it was in good shape otherwise.  I think the bike's going to feel much more responsive as a result thanks to all the chassis lubrication and maintenance I've been doing this winter.  Below is what that engine mount nut looks like (above the exhaust and under the swingarm).  Loosen that off and the swingarm installation is straightforward.

The lower bolt that holds the shock in place on the swingarm is always awkward as it lines up with the exhaust pipe (which is probably why Chilton wants you to remove the whole exhaust system along with the radiator and oil cooler necessitated by that).  Since the rear shock just drops out with the swingarm that seems like a wrong headed way to do it, but what do I know?  Once it's out the lower bolt for the shock is easy to access.

Everything is moving freely and easily back on the bike.  My weekend's up but I'm hoping I can get the back wheel on this week and finalize all the bits and pieces on both the front and back ends.  That'll end the chassis maintenance portion of our program which included:

• front fork removal, cleanup and new fork oil
• reconditioned the fork gaiters (was going to replace them but reconditioning did the trick)
• triple tree removal, cleanup and regreasing
• swingarm removal
• rear shock cleanup and reconditioning
• cleanup and regreasing of swingarm pivot 

Unmentioned but something I also did while things were in pieces were the brake lines that now have new, custom Hel performance brake lines on them.  They look fantastic, installed well (the kit had all the hardware including new hollow bolts as well as washers) and make a nice, not-so-subtle (they're SUPER ORANGE and disco blue) upgrade to the brakes.  They should offer better response than the stretched, old rubber hoses that were original to the seventeen year old Tiger.

When you've got the front end out installing the brake lines is easy.  Same with the back end, so why not do it while access is easy?  The brake fluid was due a change anyway as I last did it in 2017, so the lines weren't that expensive because the bike would have been getting new DOT4 fluid anyway.

Some advice on brake fluid:  don't buy a big bottle as once you've opened it time is ticking because the stuff absorbs moisture.  Just get what you need and no more.  Keep it sealed when you're not using it and use it as quickly as you can.  I'm about half way through a normal sized bottle of DOT4 having bled the front brakes.  I should be able to bleed the rears on that one bottle and then not have the rest going off.

To dos this week include:

• install the newly rear tired rim on the swingarm
• finish the rear brake line install and bleed it (can't do that until the caliper's back on the disk)
• go over all the fasteners front and rear and make sure they're all torqued up right

Once the chassis is sorted out I'll turn to the engine and go over the fuel injectors.  I think I can ultrasonically clean them in my new cleaner.  This isn't my first rodeo with the fuel system (it had issues last summer), so I'm hoping a deep service in the cold of a Canadian winter means my too-short riding season will be spent riding instead of swearing at faulty fuel injection in 2021.  No intermittent stalling this year!

The Third Way

I was at Skills Canada's National Competition in New Brunswick last weekend and had a rainy Sunday morning in Moncton to listen to Michael Enright on the Sunday Edition on CBC radio.  His piece on bicycles versus cars stressed the enormous gap between coddled, cocky cagers and the noble, spiritually empowered bicyclist.

As someone who doesn't live only a bicycle ride away from everything I need (because I live in the country), I felt somewhat excluded from this urban (urbane?) discussion.  As someone who stays out of cars whenever possible and doesn't ride a bicycle, how can I possible survive?  I've found a third way ignored by both cagers and the messianic bicyclist.

What is this magical third way?  It's the motorcycle of course.  You enjoy that feeling of flying that the bicyclist on the radio refers to, but you do it without forcing a third lane of traffic everywhere you're going.  Motorcycles actually reduce congestion and improve traffic flow and do so without demanding bike lanes in already overcrowded urban centres.  You don't see motorcyclists riding into opening car doors like you see bicyclists.  Though they thrive in that environment, motorbikes aren't only suitable for urban use.  People in suburbs and rural areas can still use them to cover useful distances quickly.  You don't produce the spontaneous righteous indignation that bicyclists seem to be able to generate at will, but you also don't show up to work smelling like sweat and spandex.

For less than the price of an economy car
you can buy a Yamaha R1 that accelerates
faster than anything you're ever likely to
meet and still gets better than 40 mpg.
Cutting edge Italian style can be yours in a
Vespa that costs about what a fancy road
bicycle does but can run at highway speeds
while getting 100 miles to the gallon. 

You aren't suffering for choice when it comes to two-wheeled motorized transportation.  Want to buy a Canadian built, Canadian owned company's bike?  The Can-Am Spyder offers older riders a stable, efficient platform to enjoy being out in the world.  Love Italian exotica?  Italy has more than a dozen current manufacturers of motorcycles producing everything from race ready Ducatis to stylish Vespas.  The Japanese produce an astounding range of bikes from the ground-breaking super-charged Kawasaki H2r to the futuristic Honda NV4 which manages to look like the off-spring of the batmobile and a stealth fighter while still getting better than 60mpg.

If you like the traditional look you can find modernized classic Triumphs and evolutionary Harley Davidsons that all use fuel injection, have anti-lock brakes and are both dependable and efficient ways of getting there in style.  There is a motorbike for every taste from subtle to gross.

The third way means you are paying road taxes to help build and maintain the roads you're using (bicyclists don't), and you're not asking for your own lanes because you have no trouble flowing with normal traffic.  You never see a motorcyclist take to the sidewalk and abuse pedestrian space like you will with bicyclists because motorcyclists consider themselves road going vehicles all the time and not just when it suits them.  That kind of responsibility happens when you're paying for the infrastructure you're using.

The police officer redirecting traffic just told me to pull into
the full parking lot - you can fit bikes in without needing new
infrastructure to fit them.  All those unused triangles suddenly
have a function.

The third way means that, like bicyclists, you have to share the road with distracted, idiotic cagers who barely pay attention to what happens beyond the air conditioned box they find themselves in, all while they burn copious amounts of gasoline moving themselves, four empty seats and a couple of tonnes of vehicle around with them.  It's a dangerous business sharing space with these vain-glorious, self obsessed tools.

What do you get in return for that vulnerability?  You are present in the places you pass through, alive in the world.  You smell every smell, feel the sun on your back and arrive feeling like to you travelled through the world to get there instead of feeling isolated, superior and more than a little clueless.  The first time you lean into a series of corners and feel like you and your bike are one is a magical experience.  You can't take on the spandex righteousness of bicyclists, but you can take comfort in knowing that you're using way less of everything to get where the cars are going, and you're doing it with a much bigger smile on your face.

The kind of defensive riding you learn on a motorbike (who is at fault doesn't matter, you need to be responsible for the ineptitude of those around you) can't help but make you a better car driver.  I've been unable to squeeze the statistics out of the Ontario MoT, but I'll bet you a coffee and donut that if you compare any age group with G class car licenses and G and M (car+motorcycle) licenses, you'll see a significant drop in collisions when they drive four wheelers.  You can't help but internalize that kind of defensive mindset if you're going to ride motorbikes for any length of time.  Bicycling isn't a parallel to driving a car because you aren't held firm by the same traffic flow and right of way issues, so bicyclist paranoia doesn't translate to driving like motorcycle paranoia does.

For most who can't afford the excess
that is the automobile, the motorcycle
offers real mobility.

You'd be hard pressed to find a more democratic vehicle than the motorcycle.  As a means of economic, efficient transportation, there is nothing better.  If you don't believe me, look at any developing country.  The motorcycle is what allows many people who can't luxuriate in the first world isolationism of the automobile a chance at mobility in the modern sense.

While urban cyclists find god and battle the soulless commuting automobilists on The Sunday Edition, I'll enjoy my third way.  I only wish it was a consideration in the misery that is most urban commutes.  Rather than chasing utopian dreams of bicycle lanes in a car free city, why not consider a compromise that lets us immediately reduce gridlock?  Ontario could start by following the examples of more motorcycle friendly jurisdictions by allowing filtering, reducing insurance, offering more parking (easily done in unused areas of parking lots designed for three ton SUVs) and easing access into motorized two wheeling by supporting and encouraging training.  We'd see an immediate uptick in the efficiency of the roads we have now.

LINKS
Commuting by Motorbike is Better for Everyone
Mega-Mileage Scooters