Barber Motorsports Vintage Museum

Spent last weekend at Barber Motorsports in Birmingham, AL. This is a must see destination. I spent a few hours in the Barber Vintage Motorsports Museum which I believe is the largest collection of motorcycles (ca. 1200) in North America (if not the world). Also did the Schwantz Track School (separate post later after I get pics all together). For now, a few motorcycle eye candy pics (including museum, Buell, and miscellaneous sportbikes):

Culinary Delight

I don't know about you all, but I love a destination. Don't get me wrong, I could ride all day just for the fun of riding all day, but I am kind of a purpose driven person so I enjoy a "reason" for the ride. Just such a reason manifested itself Saturday, 23-Jan-10. Actually, the 55F temperature and general lack of precipitation had a lot to do with it! :-)

We found a neat restaurant on line in Zanesville, OH called Muddy Misers Lock 10 Tavern.To be honest, it is a few of blocks off the beaten path (map), and likely not found easily if you weren't looking for it. Frankly, from the outside, it doesn't look like much at all, and I suspect the average person would not even be inclined to stop. What a mistake that would be. The inside has a neat Zane Grey theme, a full bar, great menu, and overall very cool ambiance. It also has an outside patio which overlooks the Muskingham River below.

Who wouldn't do a 200 mile road trip for a late lunch and novel microbrew? I had a wonderful crab and shrimp open-face sandwich with some sweet potato fries that was nothing short of awesome. I get tired of burgers and pizza. This menu is just the ticket! I also have to admit that as I get older, I actually enjoy a linen napkin and metal flatware (call me old-fashioned). Somehow a plastic spork and a paper napkin are just not the same.

We had a wonderful lunch and a fine ride home to look forward to. More importantly, we got out for a nice ride on a nice day in the middle of the winter! Granted, there were a few intersections where one would need a shovel to get all the sand and ash off, a few annoying cagers that were either on our butt or holding up traffic, and still a tad chilly...but a fun ride and great cuisine nonetheless. We would (will) return in a snap!

Rides for the day were the Triumph Daytona 675SE (2010) and the Buell 1125R (2009). We passed 6 other bikes (2 sportbikes!) so we weren't the only ones impatient for spring.

Bibliophilia

Canfield, C. and D. Gess.  2008.  25 Years of Buell. Whitehourse Press, Center Conway, NH.

Being a Buell lover, I couldn't wait to get my hands on this book. Admittedly, I am relatively new to the world of Buell compared to some others. My first ride on an 1125R a couple of years ago made up my mind quickly. So much so, I decided I needed a CR too! What an awesome platform. (I wouldn't turn down a Ulysses if it found its way into my paddock either.) I read with quite some fascination about the trials and tribulations of Erik Buell in getting a fledgling company started. Probably not much unlike what a lot of small businesses go through, but certainly nothing like what the mega-motor companies deal with. It is a story of dedication, passion, and commitment for sure. I loved the notion of the “Buell Values” and “red light policy”...if only more businesses were run that way. At 127 pages the book is disappointingly short and not very deep in content, but was produced well and included excellent photographs. Some interviews with Erik directly, and more of the back story with HD, would have made the book more interesting. Perhaps a stylistic issue, but the book was a bit tough to get through--anything but a linear writing style. There were so many side boxes and story-lets that got in the way of actually “reading” the book. A bit schizophrenic actually. As a Buell lover, I give the book 4-stars (out of 5); but realistically, given its style and content, it is probably a 3-star book for the rest of the MC world.

Trevitt, A.  2008.  Sportbike Suspension Tuning. David Bull Publishing, Phoenix, AZ.

Oddly, most of the people I run in to spend bucket loads of time, money, and energy in trying to increase the performance of their sportbikes. Many don't make it past the end of the first week without a major modification. While I am not entirely immune from this myself, I've never fully understood this philosophy, other than it just seems like a very “American” thing to do. Europeans, for example, do comparatively little in the way of bike alteration and performance modification. Most of the major manufacturers put quite some time and effort into engineering these bikes for optimal performance from the get-go, most of which can never be realized on the street anyway. What am I leading up to? There are a load of suspension adjustments that are possible on most of todays' sportbikes, but few invest much time or energy in to understanding the intricacies of suspension tuning (not to mention its free). I suppose a lot of folks chalk it up as “too complicated”. Indeed, there are a number of things to keep track of, but it is fairly simple physics (most of which can be delivered with a flat-blade screwdriver). More importantly, these settings can have a dramatic effect on handling. Trevitt does a nice job in explaining the basic principles and theory behind suspension tuning and covers all the basics (well illustrated via clear photography by the way) like pre-load, sag, damping, and squat adjustments as well as tire and fork issues. At 128 pages, the book is relatively short, but the topic is narrow, and the book is packed with information. A good balance actually. I rate it 4.5 stars.

Everitt, C.  2007.  How to Repair Your Motorcycle. MBI Publishing, Minneapolis, MN.

I guess I have always like wrenching to some degree. There is a satisfaction that comes from working on your own bike that adds an additional dimension to the experience. I do end up at a dealer when I think something is warrantable and/or I have just flat run out time to do something myself. On occasion, I have gotten myself over my head with a major project. But, for the most part, motorcycle maintenance is not rocket science and quite enjoyable (if you like working with your hands and have an adequate collection of tools). How to Repair Your Motorcycle is one of many maintenance books that have appeared in recent years. It is well written, well illustrated, and pretty straightforward. Most of the projects described (fluids, filters, lubrication, adjustments, etc.) cover all the basic aspects of annual or periodic maintenance. Major projects or modifications are not discussed so I suspect that this book is largely targeted towards the beginner to intermediate wrencher. But we all need to start somewhere. In combination with the owners manual and repair manual for your specific bike, I suspect that 80-90% of most routine maintenance projects can be tackled with this book. I rate it 4-stars.

Wellston Wildlife Area Ride

There are a bunch of local rides I have mapped out over the years in the region  of Athens/Meigs/Vinton counties. Most of these are out of necessity. It is mid-winter, cold, and I am feeling cabin bound. Today was such a day. There were steady winds (20 mph), occasional gusts, 42F, cloudy, and periodic light rain showers. Seemed like a great day to bundle up, pull out the dual-sport (Kawasaki (2007) KLX-250S) and go for a 60mi/90min ride. 

This ride is largely a loop ride with about 80% on-road and 20% off-road. Beginning in Albany, OH, head West out SR50, pick up Vinton Station Rd (just outside of McArthur, OH) and cut over to SR93, then go South until you take right onto SR683. At that corner there is a Marathon station if you need a quick snack or fill-up. From there, just head up to the Wellston Wildlife Area. The central element is Lake Rupert (good spot for fishing or picnicking). Throughout the area there are some good double tracks through the woods and various trails to ride. Today I just spun around the lake and headed back to SR93 where I picked up Sam Russell Road (paved) which then turns into the Vinton Furnace Experimental Forest Rd (unpaved; Wayne National Forest). (No WNF riding permit is required here because this is a public vehicular road.) This will take you (on dirt/gravel roads) through the Raccoon Ecological Management Area (destined to become the largest intact tract of forest in the state of Ohio) and let you out on SR 160, where you turn left and head back on 4-lane SR32. The ride:

This was the first test of my new Wolfman tank bag. I purchased a whole set of this luggage for enduro camping (claimed to fit almost all dual-sport MCs). It is one of the few setups I could find that would fit this bike. It is first rate stuff (quality), but is reflected in the price (made in USA). This ride is typical of many dual sport rides in the area--more is on pavement than off. Most of the tires that come on dual sports are really just off-road tires (which do not perform very well on pavement). The solution is a 50:50 tire tread design. However, some bikes are hard to find tires of the right size. The KLX250S is just such a beast. I finally found and ordered the only set of tires I could find anywhere: Bridgestone TW301/302 (Trail Wings). I have a set in the shop, just haven't got them on the bike yet. Will report back later.

Upshot: fun, 4-season, diverse ride.

Tires

Everyone on two wheels knows the value of good rubber on the road. Actually, I have been a stickler for this even on my four wheeled vehicles for years. This is the only contact point between your vehicle and the road, so why skimp on quality or run them down to the wear bars just to save a few bucks? Another one of those penny wise and pound foolish deals.

After my first season on the Buell 1125R, I noticed fairly significant wear on my tires after only about 3500 miles. Admittedly, I often ride pretty hard and make good use of the edges. :-) But, 3.5K seemed a bit low mileage to me (was expecting 5K). The stock OEM tires are Pirelli Corsa III's. Overall, I have been pretty happy with these tires. They are really sticky with three zone dual compound technology and handle very well in the twisties and inspire quite a bit of confidence (maybe too much).  These tires will do well on the track as well as the street.

As an experiment, I decided to explore an alternative tire to see if I could get some more mileage without sacrificing quality. Michelin also offers a dual compound technology tire, the Pilot Power 2CT, that has been rated well. I picked up a rear tire from sportbiketrackgear.com as they had a pretty good price and I have been happy with them as a vendor. 

All this talk (thinking actually) of tires got me in the mood to finally purchase a tire changer. I guess there are two types of people in the world: those who insist on doing everything themselves so it can be done right (assuming you have the time and inclination), and those who are happy to just farm stuff out. I try not to do the latter because I am unhappy more often than not with the final product. In sum, dealers and mechanics do not have the same attachment to the bike as you do. Back on topic. Probably, like most people who mess with tires, I have wrestled with them all sorts of ways with mixed results.

After a fair amount of web reading, product research, and a demo at a track day, I was pretty well convinced of the value of the No-Mar Tire Changer. The Classic Model will handle most types of motorcycle tires. I got the hitch mount version which is kind of neat because I do not need to commit the space in my shop (wish I could) and it becomes portable for track days. The website offers a lot of useful instructional videos. A basic tire change and balance only takes 15 minutes (once the tire is demounted from the bike) even for a newbee.  I was pretty impressed actually. Based on what most shops are charging for tire mounting, it would seem that you could nearly recover the cost of the machine after only 10 tires (by getting best online tire prices and savings on labor). I have 3 more tires in the shop for other bikes that I plan to do this winter.

My first tire mount was a mixed bag. Most tires have a heavy (or light) spot marked on the tire. It is important to find the corresponding heavy (or light) spot on the wheel and get them oriented in opposite directions. Pirelli marks the light spot on their tires with a pair of dots which one then lines up with the valve stem (presumably the heaviest part of the wheel; the two cancel each other out). It was unclear what Michelin does, though rumor has it that they have a barcode mark on the tire lip. Apparently, not finding any dots or obvious marks, I got this backwards on the Michelin and now have an excessive amount of wheel weights. Am waiting for the bike to come back from the shop (warranty repair) to redo the tire mount and correct this problem.