Warped Wing Brewing Company, Share Pint Make a Friend: Pubs and Street Eats 11

MotoADVR_WarpedWingCheersI’ve been wanting to do a Warped Wing edition of Pubs and Street Eats since January of last year, but considering they were only a “tasting room” (without food), I’ve been putting it off until now. Fortunately, Spent Grain Grill opened inside Warped Wing a few weeks back, so I happened to swing by for lunch a while back (1/23/16).

 

MotoADVR_WarpedWingJengaAs a “tasting room” situated in a re-purposed foundry, Warped Wing has is huge open air setting with the brewing equipment in the back ground. The space alone is worth seeing if you’re into historic buildings or urban architecture. Beyond the bar and assorted high top tables, they also have a foosball and pinball tables along with industrial sized “Jenga”. When you hear the clatter of “two-by-fours” hitting the floor, someone just lost another round of Jenga; be warned, and it will scare the crap out of you the first time it happens.

 

MotoADVR_WW_TenTonCraneWarped Wing has several core beers always available on tap and even distributed locally (cans only). Ermals Crème Ale, named after Ermal Fraze, inventor of the soda can pull tab, is a lighter, creamy ale that can be enjoyed by most. On the opposite side of the spectrum, one of my favorites, the Ten Ton Oatmeal Stout, named after the 10 ton crane, still hanging above the tasting room; Ten Ton has subtle hints of chocolate and coffee along with a slightly bitter finish. There’s also the Flying Rye IPA, which I actually had by accident a few days back. Again, I’m not an IPA drinker, don’t normally care for the hops and bitterness, but I managed to finish it, so I suppose that says something.

 

MotoADVR_WWflightGrabbing a seat at the bar on a normal Saturday afternoon, I realized I had somehow never noticed that Warped Wing had beer flights; you can get four, four ounce tastes for $6. With some time on my hands, I decided to sample some of the beers that I’d not tried before. Considering my recent interest in Red IPAs, I decided to try the Irreverent, or “Irrelevant” as the girl sitting next to me called it. Be assured, it was far from irrelevant, the Red IPA was certainly hoppy, but fairly malty and therefore tame enough I still enjoyed it; probably not as much as I liked G’Knight from Oskar Blues, or as smooth as Pour’N Ur Wookie from Lucky Star, but very decent. I was surprised to find that Irreverent measured at 84 International Bitter Units (IBU), considering how much I really don’t care for bitter beer, I still managed to finish the taste. Geared more toward my preferences, The Abominator doppelbock was my next choice;MotoADVR_WarpedWingBar2 the alcohol content, at 9%, really shined through, but it was still an overall smooth dark beer. Up next, The Creepshow smoked porter was also much more on my side of the beer scale, dark with rich smoky flavors. I’ve had many smoky beers before, but for whatever reason this Creepshow was particularly smoky, yet still, in no way offensive. At the same time, as I worked toward the bottom of the 4 oz. taste I did begin to notice a slight bitter finish. The Brass Punk Pilsner was also good, but perhaps “overly” German for my taste. Definitively hoppy, Brass Punk is not interchangeable with Miller Light for your macro-brew oriented friends.MotoADVR_WarpedWinFlight Lighter beer drinkers might want to steer toward the Pirogue Belgian Tripel (maybe… I haven’t tried it), but most can’t go wrong with Ermal’s Belgian Cream Ale. In the end, the Creepshow’s smokey flavor was on par with what I’d normally drink, but between the beers on the flight, I think the Abominator was my favorite of the foursome. I also tasted the recently tapped Baltic Argonaut (Baltic porter), the Argonaut was another bold porter, but unfortunately, as a barrel aged beer, it was not an option on the flight. At 11% alcohol content, I unfortunately couldn’t see myself finishing a pint after everything I’d already tasted.

 

MotoADVR_WarpedWingBar1Beer connoisseurs should also note that Warped Wing often releases several barrel aged brews, including Esther’s Little Secret, Jolly Tar, and the previously mention Baltic Argonaut. Jolly Tar is a particular favorite of mine, a dark rye, Jolly Tar has the dark flavor I love without the overt bitterness of Ten Ton or Guinness. Rumor is Jolly Tar will not be making a comeback this year, which is disappointing, but at the same time that hopefully means there will be something new, which is a good thing. Esther’s Little Secret is a smash hit among the locals. Esther Price is a Dayton staple for boxed chocolates; the brewers at Warped Wing paired with Esther Price to forge a chocolate brown ale for the holiday season, which is yet again sold out almost everywhere in town.

 

MotoADVR_SpentGrainMenuDespite the tasty suds, the new food venue was actually what brought me into Warped Wing that Saturday. I had heard back in December that Spent Grain Grill was opening inside one of Warped Wing’s back rooms. As it turns out, the Drew Trick, owner of Lucky’s Taproom in the Oregon District, opened Spent Grain in cooperation with his brother Tony. Per the news reports, Spent Grain makes everything from scratch, with intentions to re-use the spent grain, leftover from the brewing process, in the menu ingredients (I actually had no idea until I wrote this post). At any rate, considering my fondness for Pizza, and especially from Hairless Hare’s, a face-off was in order.

 
Looking over the Pizza selection, I felt that the “Meat Lovers” was most comparable to my pepperoni & banana peppers favorite at the Hare. Like a food truck, I put my order in at the “window”, received a pager, and sat back down at the bar for a few minutes. Carrying my pizza back to my bar stool several bystanders commented on how good it looked and eagerly awaited my input on the new food.MotoADVR_WWpizzaAndTacos As it turns out, the Meat lovers pizza was pretty decent, although the majority of the toppings were a bit condensed in the middle of the pie. The Meat Lovers came with pleasant helpings of pork, grilled chicken, a hint of beef, and slices of peperoni; I can’t ask for much more (besides bacon…). The dough was a little un-done, which I’m actually okay with, lightly crisped is okay in my book, but others may not enjoy it so much. My original tasting notes also included a peculiar, almost “wheat” taste in the dough, a welcome addition, but somewhat out of the ordinary for pub pizza; it was really good, and makes a whole lot more sense now that I realize the dough is made from the spent grain.

 

Having accomplished my pizza showdown, I wanted to try something “different” from the menu; noticing “Sriracha BBQ Chicken Tacos”, I couldn’t resist. The chicken was breaded and well-seasoned, at the same time not overpowering you with BBQ or sriracha. The sriracha was a lot more subdued than I expected, which is probably a good thing for those that don’t like spicy food. The tacos were also served with cabbage slaw and gouda cheese. Considering my insatiable appetite for food truck fare, these soft tacos were excellent, however they weren’t quite as bold as I’d hoped based on the title. To round out the meal I also tried the House made root beer. Very legit, I’ve had a few other root beers locally which unfortunately did not make the cut, but the root beer at Warped Wing is a great non-alcoholic option for non-drinkers (or those on two wheels).

 

MotoADVR_LolaWarpedWingSufficiently stuffed, I had accomplished my number one mission, compare the new Spent Grain fare against my reigning pub pizza champion, Hairless Hare. In the end, Spent Grain’s Pizza was good, but I don’t think I could crown them king from this show down… at least not yet. That aside, Spent Grain has a long list of menu items I have yet to try, and in the end I did taste some excellent beers, as Warped Wing still stands strong as my favorite micro-brewery in Dayton.

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Things don’t always go as planned…

A few days back I stopped by one of my favorite micro-breweries with full intentions of writing up another edition of Pubs and Street Eats. Great idea, had I remembered to bring along my portable hard drive on family vacation this week. So, in lieu of your regularly scheduled blog post, I’ll just drop off a few photos of paradise.

 

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Motorcycle Maintenance: Valve Adjustment with 42k service

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Back around the New Year the odometer starting ticking close to 42,000 miles and it was time to change the life blood in the trusty Triumph. When I neared 36k back in September, I had a discussion with friends about whether or not I should spring for the valve adjustment, or just wait until winter.

Considering I’ve had no issues, whatsoever, with the engine, the consensus among experienced friends was that if an adjustment was needed, it could wait until winter. Thus, over the New Year holiday, I rode down the street to my dad’s warm garage and started pulling off parts. Since I’ve covered most of the routine tasks in my 30k service post, I just wanted to focus on valve clearance adjustment along with fuel and air filter changes.

 

MotoADVR_ManualsAndToolsPer usual, I want to throw out the caveat, I am not a certified mechanic, I tend to do things I’m comfortable with, and occasionally run against “conventional thinking” on certain things. Motorcyclists seem to be a very polarized group of individuals (i.e. is plugging a motorcycle tire safe?), so please keep in mind my advice is by no means the gospel. That being said, I also admit I’ve found a wealth of knowledge on YouTube, and have included several of those links in this post.

 

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In the event that a valve is out of adjustment, it may be necessary to order new shims, as a result I started the 42k service with the valve clearance check and adjustment first. If you’re stuck waiting on a replacement shim, you can still do some of the ancillary tasks like the fuel filter change and whatnot. The first step in getting to the valves is to remove the fuel tank; keep in mind that the following tasks are far easier with the least amount of fuel in the tank as possible. I started by removing the tachometer cluster (3 bolts). DCIM111GOPROIt’s easier to remove gas cap before lifting off the cluster; it’ll squeeze past, but I didn’t want to risk breaking the plastic. I left the wiring harness connected, and just zip-tied to the cluster to triple tree. I typically have a bunch of old T-shirts saved up for oil changes and whatnot, so I covered the cluster a t-shirt sleeve to prevent the chrome from getting scratched. To remove the tank, remove the bolt near the seat, and pivot the tank upward off the “shoulder studs” toward the steering head. Beneath the tank you will need to unplug the fuel pump electrical connection, breather tube, and main fuel line. MotoADVR_GasTankSchematicYou can reach the tank breather tube and electrical connection to the fuel pump without lifting the tank, but the fuel hose is difficult to disconnect without lifting the tank. Despite the fact that I helped my buddy Chuck take the tank off my bike last December, for whatever reason I was struggling to get the fuel line disconnected. After watching a YouTube video, I finally managed to take it off solo. Per the video, I stood on the right side of the bike and leaned the tank over toward me to disconnect the hose and carry the tank away solo. With the tank off, I drained the excess gas from the fuel line into a cup of kitty litter. Put the tank aside carefully, I set it upside down at first, but fuel slowly leaked out of the exhaust port, so I propped it upright with a stack of towels, making sure to cover the fuel input line to make sure it didn’t drip on the floor.

 

 

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Once I was no longer concerned about dripping gasoline, I began removing wire covers, relocating electronic parts, and whatnot so I could get clear access to the cam cover. You’ll need to disconnect the spark plug caps, remove the rubber hoses from air injection system, spark plug coils, and miscellaneous electrical parts from the frame spine. I match marked the spark coils before removing them; I suspect they are interchangeable but I prefer to keep things as they were unless it requires changing (makes troubleshooting easier in the long run). Once the plug coils are out of the way, you can remove the air injection manifold, and set aside the air injection solenoid valve. With engine connections removed several electrical connections can be removed from their rubber boots and zip tied out of the way.

 

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With the myriad of fuel injection related rubbish out of the way, you’ll need a T30 Torx bit to remove the cam cover. With the bolts removed, place a towel or rag over the cam cover and lightly tap the cam cover with a plastic or rubber mallet to break the seal. DCIM111GOPROBefore trying to maneuver the cam cover out of its nest, you may also want to cover the coil mounting studs with a rag to prevent scratching the cam cover. You’ll also want to position the air injection tubes out of the way as much as possible. DCIM111GOPRONext pull the cam cover up tight against frame spine and maneuver it over the cam gears; this task is probably the most difficult of the entire service (probably why I did NOT video this job, no one wants to watch me fuss with a cover for 5 minutes). While you can remove the cover solo, you may want to consider recruiting some patient help with steady hands. With the cam cover off, I advise removing the spark plugs before turning over motor (makes it easier without compression). From here I put the bike in 5th gear;MotoADVR_CamCoverOff without the motor running, sometimes you have to roll the bike back and forth a bit to confirm it’s moved up a gear with each shift. With the bike in high gear, I put the bike up on the paddock stand (jack stand or lift would probably be better if you have one). With the transmission in 5th gear you can turn the wheel (as though riding forward) with some gentle effort to turn the cams over. I turned the cams over a few times to make sure the valves were seated completely closed and looked for the best lobe positions to properly check the clearance. DCIM111GOPROThis is a little tough with a 270 degree crank angle; the Bonneville 360 crank is a bit easier, so I’m told anyway. Using metric feeler gauges I went through each valve, checking the clearance, then writing it down on a cheat sheet. I turned over the engine several more times and went back to verify the clearance I wrote down, just to be sure.

 

MotoADVR_BacklashGearToolRealizing that I needed to make a slight adjustment on an exhaust valve, it was necessary to remove the cams and measure each shim to identify what size shims would be needed to bring the valves back into specification. I spent the extra cash at the dealership for the $80 cam backlash gear retainers when I picked up the oil back in December. I’ve read various message board threads where guys have made the retainters by hand (dimensions are in the Haynes manual), but in this case I was saving enough by doing my own service and figured I would get my money’s worth out of the tools eventually. MotoADVR_ValveTimingI also borrowed a micrometer from the office over the weekend; I assume others have done this job with calipers, but my engineering mind prefers the precision of a micrometer for this job. To get to the shims, remove the camshaft oil tube (runs from the head up to cam holders), held by two banjo bolts and an O-ring connection “plugged” into the head. Slowly turning the rear wheel, I rolled over the engine until all 8 valves were completely closed; coincidentally where the cam gears are marked for timing purposes, I didn’t realize that until I went to match mark them. MotoADVR_CamOilTubeRemovedAt this point I also took a sharpie and marked each of the camshaft holders to make sure they weren’t inadvertently interchanged (they’re numbered from the factory, but it’s difficult to see). When removing the cam holders be mindful of the alignment bushings, which I also removed, that way I avoided bending a bushing or scratching a camshaft upon removal. If you have the space and the containers, you could mark each camshaft (intake or exhaust) and remove both to offer better access to the valve shims.  MotoADVR_CamShaftIn order to avoid mixing up the cams and potentially dropping or damaging them I dealt with the camshafts one at a time. With the backlash gear retaining pin in place, I very carefully lifted the exhaust cam and set it aside on a clean rag. Be very careful when lifting the cam gears out of the saddles as you could accidentally scratch the machined surfaces on the hard corners of the saddles. MotoADVR_ValveShimWith the exhaust cam removed, I used hooked pick to gently remove the far right shim to measure it (use a pick or a scratch al very carefully as you want to avoid scratching the shim or the bucket). Using the mics I measured and re-measured the shim several times for accuracy and wrote down the measurement on the valve adjustment cheat sheet. I continued this process for all of the exhaust valves, then switched out the camshafts, then did the same on the intake valves.


After measuring each of the shims I took a few moments to enjoy some pizza and mill over the numbers. At first I was convinced that I was going to be forced to purchase a new shim from the dealer, but after taking a closer look I realized I could swap a couple shims and bring them back into tolerance. I marked the target shims with a sharpie, then swapped the corresponding shims. With the shims back in place, I reinstalled the cams and camshaft holders and torqued the bolts to the spec. With the camshafts back in position, I rolled over the engine several more times to make sure the shims and buckets were seated properly. From there I went back through with feeler gauges and verified the clearances a second time. After the first clearance check, I rolled over the engine several more times and re-verified the measurements one more time; better to be sure before closing up engine.

 

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Satisfied with the final checks, I reinstalled the camshaft oil feed pipe and corresponding banjo bolts. With the “guts” back in place, I again went through and verified that all of the internal bolts were torqued to spec. Bolts tightened down, I picked up the cam cover to replace the gasket and O-rings. New seals in place, I wiped excess oil off the cam cover “seat”, then carefully fed the cam cover over the engine.DCIM111GOPRO If the cover “seat” is covered with excess oil you’ll see oil seeping from the cover over the next couple rides; I wipe it off just to keep from panicking, thinking I have an oil leak.DCIM111GOPRO Take care to hold the new gasket in place when feeding the cover over the cams as it will easily snag on a tooth of a cam gear if you’re not careful. Finishing up, I torqued down the four cam cover T30 Torx bolts. If you decide you want to tackle this level of “do-it-yourself” maintenance on your bike, this is also a good time to do an air injection removal if you were also interested in that mod on your Triumph twin.

 

 

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With the valve adjustment done, I decided to change the air filter before calling it a day. An oil and air filter swap are probably the easiest “do it yourself” tasks for new riders thinking about doing their own maintenance. The stock air filter is under the Speedmaster seat, but you need to move some emissions related electronics out of the way first. DCIM111GOPROI want to emphasize that you want to be sure to have the key in the “off” position when you do this (don’t ask me why I know this),MotoADVR_AirFilters otherwise you’ll throw a check engine fault for a few starts if the computer detects it is out of contact with an emissions sensor. With the electrical bits out of the way, three M8 screws hold the air filter cap on. Taking the old filter out, I look over the weathered filter for anything strange, then make a quick inspection of the air box. From there plop in the new filter, then the same process in reverse. With the air filter changed, I called it a day, waiting to tackle the fuel filter the next morning.

 

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Getting started the next day, I flipped the gas tank over to get access to the fuel filter assembly. I laid down towels and diapers on the floor prior to setting the tank aside the day before. Unless you have a part-stand with foam edges and whatnot, it’s extremely easy to scratch the tank while removing the fuel pump assembly, so plan ahead. I saw a guy in a video wrap his tank in some plastic, seemed like a good plan, but old-school diapers were all I had.DCIM111GOPRO Happy with the setup, I began removing the dozen or so M8 bolts holding on the fuel pump assembly. I ran the tank down to the low fuel warning light before starting this job, but I found a surprising amount of gas left in the tank; keep that in mind when removing the pump assembly. Describing the best method of removing the assembly is much easier said than done (maybe I’ll make a video next time…). DCIM111GOPROThe pump intake obviously extends down into the lowest part of the tank, but you have to pull the assembly up and out carefully, yet with enough force to actually remove it, meanwhile trying not to scratch the tank. The clearance between the assembly and the tank it pretty tight, so it’s going to fight you, know that now. With the assembly finally extracted from the tank, I left the intake sitting in the gas while I grabbed a pair of pliers and the new filter. The fuel filter is positioned in line with some really stiff hoses.MotoADVR_FuelFilterCompare I found that backing off the hose clamps completely was the easiest way to finagle the hoses back sufficiently to extract the old filter. Be careful not to toss the filter aside, there’s still a significant amount of fuel left in the filter and it will spill all over.DCIM111GOPRO Also be sure to note the direction of flow marked on the filter (another reason I take a lot of photos). You can feasibly figure it out if you forget, but it may not be intuitive right away. With the new filter in place, it’s recommended to switch out the tank gasket. I actually re-used the tank gasket when I changed the filter during the 24k service, but I wasn’t going to chance it for another year. With the fresh gasket in place, it’s another struggle to push the pump “snorkel” back down into the depths of the tank. With the pump situated near a “home” position, DCIM111GOPROI hand threaded a few bolts around the corners in order to keep the gasket in place as I threaded the remaining bolts. With each bolt snugged down by hand a slowly went around the flange in an opposing pattern to tighten down the bolts. Once each bolt was snug, I went back around to torque each bolt to specification (that’s probably the longest part of the process).

 

MotoADVR_ServiceTasksWith the fuel filter changed, it was time to re-install the tank on the bike. Here’s a tip, I recommend installing the new spark plugs at this point prior to installing the tank. It’s a pain extracting the plugs with the tank in place; I naturally forgot this and just put the tank back on. With the tank back on, it was pretty much a standard oil change, cleaning and adjusting the chain, adjusting cable tensions, etc.

 

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Lucky Star Brewery, The Mexican Cantina: Pubs and Street Eats 10

MotoADVR_LuckStarBar3On a snowy Sunday in mid-January, how about some Tequila Aged Stout to warm up your insides? I imagine the look on your face is probably the same one I made when I was reading the beer list on the wall at Lucky Star Brewery. Who on earth would brew a stout in a tequila barrel? Verdict: don’t knock it until you try it.

 

MotoADVR_SaltyRoadI obviously won’t say the “riding season is over” but with a thick layer of salt on the asphalt, along with polar temperatures, I’m back to expanding my waistline in the pursuit of entertaining the masses. In recent days a few potential Pubs and Street Eats locations have been weighed and measured, but found wanting, however Lucky Star made the cut with some decent Mexican fare, and some the most unorthodox beers I’ve ever had.

 

MotoADVR_LuckyStarBreweryBldgFor those unfamiliar, the owner of Lucky Star renovated a 170 year old building in downtown Miamisburg, opening the doors of the brewery in 2014. I’m quite the frequenter to Miamisburg considering its motorcycle friendly neighborhood combined with some decent, privately owned, establishments in the revitalized downtown area. Walking into the “Lucky Star Brewery and Cantina”, I was rapidly greeted with smiles and a friendly staff. Perhaps a side effect of my upbringing, I’m a “grab a seat at the bar” kind of person; so I occupied a stool while I waited for some friends to join me. MotoADVR_LuckStarBar1Gazing across the bar, I was perusing the beer list when the bartender snagged my attention to let me know they also do beer flights. Walking into the place, I knew virtually nothing of the establishment short of the words “brewery” & “Cantina”, so a flight was definitely the way to go. For a mere $7.50, newcomers can enjoy six, four-ounce pours of anything on the beer list. Coors Light connoisseurs may find $7.50 a bit steep for draught beer, but 24 ounces of craft brew for under eight bucks is a fair price in my book. As previously stated, I’m a card carrying beer snob, but make no mistake, I don’t turn down PBR on draught. At any rate, I like my beer like used motor oil, so I typically start with the darkest brews first.

 

MotoADVR_LuckyStarBeerListLucky number 15 on the list was “Te Ke La Mutha”, apparently a Tequila Aged Stout. I’ve never heard of such a thing, but it seemed like a ripe candidate along with “Wicked Mutha”, a sweet stout. Honestly the Tequila Stout was almost as odd as its name; very smooth among stout beers, with almost a flavor of “Tex Mex” if such a thing is possible. Very unorthodox, but honestly that made it memorable. The “Wicked Mutha” Sweet Stout was also satisfyingly Smooth, but regrettably unremarkable; I suspect that it was on the verge of being flat, that probably played a role. That said, on a normal day, I expect that the sweet stout is probably a good intro beer for folks working up to dark beers; although I might recommend something with more bold vanilla flavors. Moving down the spectrum I also tried the “Pour’N Ur Wookie” Red Double IPA. Normally I shy away from IPA, too hoppy for my taste, but like Oskar Blues “G’Knight”, I really enjoyed Lucky Star’s rendition of Red IPA, enough bold flavor that I didn’t feel overwhelmed with hops.

 

MotoADVR_LuckyStarMenuTaking a break from the beer tasting, there was also an abbreviated menu to choose from. These days micro-breweries seem to be popping up all over town, no complaints by me, however many of them have no kitchen, which makes even a short menu is a welcome addition. If I recall correctly, the bartender mentioned that a lot of the ingredients are made fresh in-house, however I was overly distracted by trying to match the numbers on my beer flight with the names on the wall and missed that detail (failed you again…). At any rate, She also told me the Sunday special was sliders served with chile con queso & Anaheim peppers. I certainly couldn’t pass up the special, but I also threw in a chicken quesadilla and chorizo taco to get the full “experience”. The chicken quesadillas were the typical cheesy American fare I would normally expect, but dipped in some of the home made salsa, green Habenaro or Red “mild”, it did hit the spot. After my so-so chicken taco experience at the famous Taco Truck, I decided to stick with the unfamiliar and try a chorizo taco.MotoADVR_LuckStarFood I’ve never had chorizo, to my knowledge, but the Mexican sausage turned out to be a winner. The tacos were traditional home baked shells, not the ultra-crispy deals you get at Taco Bell. A little lettuce and sausage (chorizo) and it was a solid choice for $2. The special didn’t disappoint either; three beef sliders slathered in chile con queso with hint of heat from the mild Anaheim peppers, delish! Coming back to check on our meal, the bartender mentioned that Tuesday night is “Taco Tuesday”, one dollar tacos and the menu is expanded to include fish tacos, among others. Thursday night is also apparently 69 cent wing night, making it another worthy weeknight destination; I do love me some hot wings…

 

MotoADVR_LuckyStarBeerFlightGrazing over the Mexican fare on my plate, I moved on to the other beers from my flight. To my knowledge I had also never had a saison beer until this visit. If the name “Ball and Chain” isn’t enough to spur your interest, the saison was pretty stellar, in fact it was probably the champion of the six beers I tasted. Funny actually, as the bartender practically had to talk me into it, despite my preference to dark beers, it didn’t disappoint. I would say the saison was very comparable to a traditional wheat beer, but far more “complex” which really made it shine. I also tried the Belgian strong ale, aptly named “The Belgian”. The Belgian was good; very traditional in my opinion, not unlike Blue Moon, but unfortunately it was simply overshadowed by the saison. And then there was that one… the “Nector of the Gods” grape beer. MotoADVR_LuckStarBar2If you woke me that Sunday morning and told me I was about to enjoy a fruit beer, I would have laughed in your face… for like ten minutes solid! Blueberry this, pear that… no. Not No but… wait a minute, that grape beer was amazing! Stunned, I was, simply… stunned. Fruit beers are typically garbage in my option… well until I found Lucky Star Brewery. Look, I’m not giving up Dragon’s Milk or Ten Ton Oatmeal Stout anytime soon, but for dessert, this Nector of the Gods deserves some street credit. Somewhere in the middle of all this tasting the bartender also mentioned that Lucky Star has a competitive pumpkin beer in the Fall. Pumpkin beer is almost as bad as blueberry beer as far as I’m concerned, but after having my mind blown by this mystical grape beer, I’m going to mark my calendar, we’ll see if my expectations can again be shattered…

 

MotoADVR_LuckyStarBreweryBeyond the six beers I tasted, the beer list also contained a couple Mexican lagers, which seemed like a good staple and middle of the road beer for non-craft beer aficionados; while they also help fulfill the Mexican theme that really sets Lucky Star apart from a lot of the local pubs and micro-breweries. They also have a honey wheat and kolsch that I want to try, and there’s also a “chili” beer that I might build up the nerve to taste. If you’re passing through south of town, I recommend stopping in for a taste and maybe a taco (Open Sun-Thurs until 10PM, weekends until midnight). I imagine I’ll be back to figure out what these wings and fish tacos are all about.  Hopefully I’ll even hear a little more about the history of the building, and maybe even meet the brewers.

 

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How to Winterize Your Motorcycle: The Unconventional Method

DCIM111GOPROTurn the key. Pull in the clutch. Thumb the ignition.

 

Wait… what?

 

Did I mention “unconventional”?MotoADVR_SnowOnCover

 

Look, countless articles have been written on winterizing your motorcycle. This time of year it’s the same old song, clean up the bike, protect the chrome, put Sta-Bil in the tank, put the battery on a tender, cover the bike, put it on a lift…

 

Here’s my unconventional advice (But only for the most dedicated):

DCIM111GOPROSpend $600 on dependable cold weather gear

  • I’ve discussed my kit at length, but waterproof jacket, pants, winter boots, full face helmet, neck gaiter, and winter gloves are a must.

 

Spend $100 on Heated Grips.

  • Good gloves will take you to about freezing in my experience, if you want to ride as the mercury plummets, it’s time to get some extra heat.

 

DCIM111GOPROWatch the weather religiously

  • I run WeatherBug on my phone all summer, but when winter comes around, I typically check the weather on multiple platforms to make sure I don’t get stranded in the snow.

 

Ride. The. Motorcycle.

  • Repeat as necessary.

 

Bonus items:

Get a tall windscreen or a fairing

  • Cutting wind is key, the more the better

 

MotoADVRhandGuardFinalHand Guards or Hippo Hands

  • Heated grips are good, but keeping the wind off your hands is even better. My hands are typically the first thing that gets cold, but if I plan right, only a little, and typically the only my fingertips.

 

Break the bank on an Aerostich riding suit

  • There’s some intense riding gear out there. I don’t have an “stich” yet, but the faithful will back up their credentials.

 

Get some heated liners for you jacket, pants, and gloves

  • Heated gear is incredible, being comfortable makes all the difference; from being more alert to looking forward to the next ride despite the cold.

 

MotoADVR_SaltyRoadThis plan isn’t fool proof, and absolutely not without pitfalls. Salt, water main breaks, unsuspecting drivers, and cold rubber, all things to be avoided, and above all, riding on two-wheels in the snow is a no-go, even for me. Despite all that, you’re going to be grounded at some point (Snow or excess salt). I hit that impasse yesterday morning as the second January snowfall started coming down. In the interim, put some Sta-Bil in the tank and keep it covered while you wait out the storm. As mentioned in the conventional advice, I recommend starting the bike and running it through a full heat cycle from time to time. Avoid short idles as they can cause moisture inside the block from condensation; run the bike (preferably ride) long enough to get the engine good and hot to burn off any moisture in the engine or the pipes. With a little luck, you’re probably only going to be off the road for a couple weeks (it was about 5 weeks back in 2014).

 

MotoADVR_FrostyMorningSunriseWhile you may be “crazy” among acquaintances, and probably even friends, I believe there are advantages to riding through the winter. For one, it keeps your skills sharp. Many riders break from November until March; but “Rider Focus”, like algebra, is a perishable skill, lost over months of riding in the stagnant car. Short rides through the winter help shallow out the learning curve come spring. I’m also a firm believer that like airplanes, sitting idle is actually bad for a motorcycle. Routinely running the engine gets oil circulated over the essential parts, and helps burn moisture out of the crankcase, keeps the seals from dry-rotting, etcetera, etcetera.

 

MotoADVR_SpeedmasterJanuaryI realize this advice is not for everyone. Ohio is a very strange place, while “vanilla” in my opinion, the weather here can easily swing from summer to winter in about 24 hours, if not faster. I’ve played ice hockey in 72 degree weather in December, it was 7 degrees earlier this week, and I managed to ride the bike Saturday when just above freezing. The locals often say “Don’t like the weather? Wait a few hours, it’ll change”. The line in the sand is different for everyone, over 40F is typically my Dad’s rule, and I’ve met other guys that ride as long as the roads are dry and it’s above freezing. But If you’re not comfortable, it’s not fun, and there’s no shame in that. All I am saying is that there is an alternative when it comes to winterization, if you have the means, and the passion…. Ride the bike…

Posted in Gear - Maintenance - Safety, Opinion | Tagged , , , , | 11 Comments

The Triumph Bonneville Reborn

MotoADVR_IronPonyShowroomOn more than one occasion I’ve mentioned I’m clearly in the tank for Triumph Motorcycles. Obviously, the launch of the completely new Triumph Bonneville line is a “must-see” for a Triumph die-hard like myself. Considering that family obligations may keep me from getting up to the Progressive International Motorcycle Show this year, I caught wind that Iron Pony Motorsports in Columbus was hosting a Bonneville Reborn showing last week, so I sped over there after work.

 

Several other media outlets have covered the new Bonneville Launch in great detail, however I’ve yet to see accurate pricing or horsepower specs, but I figured I’d share more imagery with the masses.

 

2016 Triumph Bonneville Street TwinMotoADVR_StreetTwinBlack

I’m a big fan of the new mag wheels; with maintenance friendly solid paint (vs. machined two-tone), I’m sold.

 

MotoADVR_StreetTwinBlack2Stainless pipes also look awesome, especially as the previous generation Bonnie pipes blued almost overnight.
MotoADVR_StreetTwinEngine

The new blacked out engine is right on; classic lines and low profile. The faux carbs are a little more modern which I find “ho-hum” but the overall simplicity is good.

 

MotoADVR_StreetTwinCatConvertWhile the exhaust looks great, there’s this dirty secret, a massive catalytic converter hiding under the engine.

 

MotoADVR_StreetTwinCockpitThe ignition has finally been relocated, to the applause of longtime Triumph aficionados. I have no idea if there’s a digital tach hiding in that big speedo, but the speedo looks great regardless. At the same time, the “functional” plastic brake fluid reservoir is back, no complaints from me, but it’s often criticized in reviews. The info button has also been relocated to the left control, which is another welcome improvement to those of us familiar with reaching up past the bars to check the trip odometer on the freeway.

 

MotoADVR_StreetTwinFenderThe fender “delete” kit is a popular aftermarket solution for many Bonnie owners; I have to hand it to Triumph, they did put some serious effort into minimizing the formerly clunky fender.

 

MotoADVR_StreetTwinRadiatorThe true genius of the new liquid cooled engine is hiding the radiator in plain sight. Lots of manufacturers have tried to cover the radiator with chrome and whatnot, but Triumph simply bolted the black simplicity on the front of the frame and left it alone.

 

 

 

2016 Triumph Bonneville T120 & 120 BlackMotoADVR_T120Black

I’ve been looking forward to a 1200 cc solution for the modern classic Triumph for a long time.While liquid cooled isn’t necessarily my first choice, it looks great, and I’m sure the stats will speak for themselves.

 

MotoADVR_T120When I’ve shown them the photo; the new T120 has fooled a lot people into thinking it’s a lot older at first glance.

 

MotoADVR_T120BlackBarsLooks like Triumph pulled out all the stops and loaded these new 1200’s with farkles that are normally add-ons (heated grips are coyly hidden).

 

MotoADVR_T120BlackInstrumentClusterDual indicators look good; functional yet refined.

 

MotoADVR_T120BlackCenterstandCenter-stand included as standard is another awesome add-on (coming from a guy who does all his own maintenance).

 

 

MotoADVR_T120BlackLEDlightThe new LED Daylight Running Lights are real sharp, hopefully these new lamps throw some good light down the road.

 

MotoADVR_T120BlackSideThe T120 Black is definitely my favorite of the new line; the classic looks, blacked out pipes, included options, along with the almost complete absence of shiny stuff, it’s a slam dunk.

 

 

 

 

2016 Triumph Thruxton

…no show… I guess Triumph figured everyone is going to spring for the R spec?

 

2016 Triumph Thruxton R

MotoADVR_ThruxtonRrightThe popularity of the new Thruxton R pretty much speaks for itself. Thruxton enthusiasts have been modifying their stock rides to improve the “entry level” prowess with sportier kit for years. The Thruxton’s liquid cooled 1200 is stamped 1200 HP, not sure what that equates to just yet, but the torque stats look pretty good.

 

MotoADVR_ThruxtonRsuspensionOhlins rear suspenders and adjustable Showa front forks come stock out of the gate, as do a set Brembo radial brakes. Spoked 17 inch hoops come fitted with Pirelli Diablo Rosso Corsas (Pirelli seems to be the new OEM choice for all 6 new models, retiring Metzeler from years past).

 

MotoADVR_ThruxtonRThe old-school café racer tank with flip up gas cap is another classy touch.

 

MotoADVR_ThruxtonRbarsThe new Thruxton comes with new elevated clip-ons while bar-end mirrors return as standard (albeit, more modern).

 

 

Posted in Bikes | Tagged , , , , , , , | 9 Comments

Turning the corner on the New Year

MotoADVR_JanSunriseWell, 2015 is officially in the books. While I have turned another page on the calendar, I don’t really see myself as the kind of person that makes resolutions and whatnot around the new year. However, this is the beginning of the dark time for most of us motorcyclists in the northern hemisphere; in my case that does equate to “planning time”. Related to the Event Calendar I posted recently, I typically spend the next four weeks or so scouring the web for motorcycle events and demo days.

 

I do however want to take a moment and again thank everyone for reading the blog each week and even leaving comments and feedback. Aside from all the fun stuff I plan on doing for me, I hope I can continue to entertain and maybe even inspire folks in the coming year.

 

While I spent most of the holidays with family or just relaxing, I actually have a pretty decent backlog of writing topics I need to get to.

A little teaser of things on waiting in line:

2016 Bonneville reveal, a close up tease of the 6 new Triumphs in the Bonneville line

 

MotoADVR_EscapPantsPart 2 of the Firstgear review, the TPG Escape Pants

 

 

DCIM111GOPRO

DIY tips on the Triumph Speedmaster; I Just finished the 42,000 mile service over the holiday (valve adjustment, fuel filter, oil change etc.)

 

 

MotoADVR_SwampWaterGrillLong overdue Pubs & Street Eats, I have several places in mind I’ve been to recently, I just need to sit and write one

 

 

As always, comments welcome below!

Posted in Opinion | Tagged , | 2 Comments

First Gear TPG Rainier Jacket: Long-term Review

MotoADVR_FirstGearSleeveLogoSince it’s officially winter, I figured now is as good a time as any to review the First Gear “kit” that I’ve often mentioned. Last summer I started searching for some better winter riding gear. At the time, my best winter gear was a textile, three-season jacket with liner and sweatshirt, which simply couldn’t cut it. Several of my friends pointed out that if you want to ride year round, you need a good waterproof outer layer. As it turns out, one of those friends was looking to part with an aging Firstgear Rainier jacket, which I wasn’t about to pass up. Considering that the Rainier jacket joined me on the vast majority of the 17,000 miles I put on the bike this year, I feel it’s fair to assess the jacket’s seasoned experience.

 


For longtime followers of the blog, I’ve mentioned the flexibility of the Firstgear jacket a several times.MotoADVR_FirstGearLogo While I tend to be of the school of thought that there is a given tool for a given job, a rider could feasibly wear this jacket year-round. The included thermal liner with a long-sleeved shirt will easily get you through the coldest months, while the outer layer breathes well enough you can wear the jacket on long rides throughout the summer. It does however get a bit toasty above 75F when you’re sitting at stop lights, but there’s no reason to worry about being hot on the freeway.

 

MotoADVR_RainierDecalsMy Firstgear TPG Rainier jacket is actually a 2009 model; I’m under the impression that Firstgear has a newer, revised, version out right now, I assume with improvements on any complaints I might have with the older model. The Rainier jacket has a “waterproof”, Hypertex, outer layer. I’m betting that “Hypertex” is trademark technical term, but I can attest that the outer layer, despite being six years old, is still in fact waterproof. For those that have watched the video review, I use the term “waterproof” jacket in quotations; you will occasionally get wet in the hardest rain, but this jacket does keep out, let’s say, 95% of the water. Like similar jackets with zippered vents, it has the potential to leak at the zipper joints. MotoADVR_TeramidThus far my jacket has only leaked at the zipper connection on the forearm in heavy downpour (or all-day rain), which is pretty tolerable considering my shirt doesn’t get wet (A zipper “garage” might help this on newer models). I find that under layers wicking water elsewhere is typically the big offense among “waterproof” gearMotoADVR_RainierChestVent, which this jacket has not done. I do have to admit, there have been a couple times where the armpits of my T-shirt have been damp, as the chest vents are not the typical waterproof zippers, but the fabric folds do a good job of routing the water away. From what I can tell, it’s a real challenge to find a vented jacket that’s also 100% waterproof; the vents may seal initially, but the seams wear out over time. In the end, if you’re looking for four-season flexibility, you have to accept the potential threat of getting wet if you also want direct ventilation (so I’m told…).

 

MotoADVR_RainierPocketsIf you like keeping stuff in your pockets instead of in your motorcycle luggage, this jacket is for you. With over 10 pockets in the outer layer alone, storage space in the Rainier jacket is virtually never a problem. I prefer to have a jacket that is snug, but not tight, keeping the armor in place. Thus, I don’t usually fill up the pockets because I feel it somewhat impeding when I’m riding; however, for folks that plan on getting on and off the bike frequently during the day,MotoADVR_RainierBackPocket it’s convenient to have items in those big pockets versus getting into the panniers at every stop. As shown in the video, the left front hand warmer pocket has a pass-through for the heated gear rheostat. Despite riding in mid-twenty degree weather, I’ve yet to have a need for a heated vest or jacket, but I do wear heated gloves almost religiously when it’s near freezing. That pass-through is really convenient, making it so I don’t have a bunch of wires to hassle with at each stop. MotoADVR_RainierRheostatPassthruDespite the plethora of options available, I generally find myself only using the cell phone pocket and the two lower pockets. The chest pockets would probably be good for maps etc. but I tend to keep things in the tank bag for easier access.

 

MotoADVR_RainierReflectivePanels2The coyote desert tan color is probably not desirable to most, but as an army guy, I see it as a kind of modern “camo” for the urban motorcyclist. I also like that the reflective panels appear very subdued in daylight, but are actually very effective at night, which is nice touch. If I were shopping for a new jacket today I would estimate that I’d be looking to purchase something in Hi-Viz yellow, but I believe Firstgear also has this jacket in a black grey combination.

 

MotoADVR_RainierWristVentAs far as air flow,  the wrist vents are by far the best airflow of any non-mesh motorcycle jacket I’ve had. I find that the most uncomfortable part of being hot on a bike is the feeling that the sleeves are sticking to my bare skin from all the sweat, which is why those vents are so great. The chest vents on the Rainier jacket seem somewhat static, but I think it’s just because of the placement. The chest vents are also not waterproof zippers, so I suspect that placement is related to waterproofing. I find that on other jackets, chest vents are often designed for more direct airflow, however I fear rainwater slipping through the seals is more prevalent. The rear exhaust vents on the other hand are waterproof and offer a noticeable cooling effect, especially if air runs up the arms of the jacket.MotoADVR_RainierExhaustVent If it’s raining, I don’t often find myself sitting still in traffic on the bike, and thus far, I’ve not encountered any leaking from the exhaust vents. After six years, the seals are still in really good shape, and I suspect that the zipper “garage” really helps keep the water out. Ultimately I don’t feel a significant difference in the chest vents being open versus closed, but there’s no doubt they work. There have been a few times I’ve left a chest vent open by accident while riding in winter; cold at the end of my ride, I’m slapping my forehead when I discover I left one open.

 

MotoADVR_FirstgearKitMadMaxOverall I really like the fitment of the jacket. In the past, I’ve had several “budget” textile jackets with excess material that tends to bunch up in the chest and stomach, which forces the collar to ride up and choke you; very annoying. Other reviews have suggested that the Rainier jacket is cut for a more “athletic build” similar to other European manufacturers, but at 5’10”, 185 pounds, I’m no gym rat, so I wouldn’t be scared off by the “athletic” term; I personally would suggest the Rainier fits “correctly”. For guys rocking the keg in lieu of the six-pack (it happens…), I still find the jacket roomy, and there is a bit of adjustment in the waist, but you may also want to look at something like the Kathmandu jacket.  Admittedly, the arms do feel a bit snug with the liner in place, but almost loose with liner removed in summer, even when I have adjustments at their tightest. MotoADVR_RainierWaistAdjWhen I say “snug”, it’s usually when wearing a long sleeve shirt under the liner, it’s just that it gets tiring when trying to change channels on my helmet Bluetooth, but while riding it’s still very comfortable. The jacket also has a taller collar with integrated hood. The collar is a lifesaver in the winter, keeping out the cold, but also behaves itself in the summer when it’s not buttoned, not chafing my neck on the hotter days. The integrated hood is really great for rain, a hard lesson I learned riding down to the Dragon Raid last year; a hood is mandatory equipment if you want to keep your T-shirt dry. On the other hand, the hood can be a bit aggravating in the winter; if not positioned properly in tandem with my neck gaiter, the material tends to bunch up and make my neck tired.

 

MotoADVR_D3OarmorBy far my favorite part of this jacket, after keeping me warm, is the D3O armor. For folks that don’t know, CE rated D3O armor is made of materials that behave like non-Newtonian fluids. Sounds complicated (watch the video), but ultimately the armor is flexible under resting conditions, but stiffens up to protect the rider during impact. Firstgear has been integrating D3O on their premium gear for some time now; having ridden with D3O for so long, I’m not sure if I can ever go back to CE rated foam armor. On my ’09 Rainier jacket,MotoADVR_RainierShoulderD3O the back pad is just foam, but elbows and shoulders are both D3O. According to Firstgear’s website, the new jackets also include a D30 back pad. For whatever reason I’ve been holding off, but if you’re looking to purchase a D3O back pad, it’s only about $25. Thus far, I’ve not been forced to test the jacket’s protection in an “off”, but I’m told it also has Kevlar-reinforced Teramid panels in the impact zones. While I do dress for the “slide”, I’m still hoping I don’t need to find out.

 

MotoADVR_RainierLiner1The before mentioned thermal liner is an awesome spring/fall jacket on its own. I would compare the liner to a Columbia fleece jacket for early fall, however I suspect that there is also some “waterproofness” to the liner as well.
The jacket liner also has significant number of pockets, including a sizable cellphone pocket on the outer chest. MotoADVR_RainierLiner2Along with the pockets, there is also a zippered pass-through opening for the zipper connection for the matching Firstgear Escape pants. The liner also has vents positioned directly behind the jacket chest vents,MotoADVR_RainierLinerAttach however I’ve never felt a need to have the liner installed with the vents open. I have heard mixed rumors that the newer jackets do not include a liner; obviously I don’t sell motorcycle gear, but I admit I’m concerned that without the liner, it might be difficult to comfortably stretch such a jacket through all four seasons without piling on layers.

 

MotoADVR_RainierLiner3Looking on the web I see that the Rainier jacket is going to cost your nearly $500 at full retail, however I’ve seen some deals around $425. Admittedly, you get a lot for the money, but I can see the concern with shelling out around $800+ on a jacket and matching pants considering that starts to push you into Aerostich territory. As mentioned, I’m 5’10” at about 185 pounds wearing a size Large. MotoADVR_RainierReflectivePanelsI also struggle a bit with sizing as I’m on the cusp of Medium and Large in most jackets (same with helmets, 22 cm head… always between Small & Medium). To me, the biggest highlights of this jacket are definitely comfort, storage, and the D3O armor. It’s also important to note that the Rainier jacket is probably targeted at long-distance, and all-season riders; it’s really not a tavern to tavern jacket. Having worn the jacket all year,MotoADVR_RainierDryPocket I’m at the point that I don’t even pack rain gear unless I expect to ride the entire day in the rain. In addition, riding in as cold as 24F, I can attest this jacket is excellent in the winter, with only a long sleeve shirt on underneath. I don’t see a need for a heated liner as long as temperatures are above freezing. On the flipside, I’ve worn this jacket in the mid-80’s; while not always ideal, it’s completely comfortable as long as you keep moving. Again, it may be a bit pricey for newer riders, but as you can see, I’m definitely getting my money’s worth and I would recommend this jacket to anyone.

MotoADVR_KillBoyRain

 

Posted in Gear - Maintenance - Safety | Tagged , , , , , | 11 Comments

Motorcycle Events recap and plans for next year

MotoADVR_GunnerFrontAs a moto-aholic it goes without saying that I attend a number of motorcycle related events each year. I would say I generally split my riding time (somewhat) equally between solo riding, group riding, and organized events. Of course, not all of these events are riding, some of these are expositions and cruise-ins (i.e. the International Motorcycle Show). I also try to make it to as many demo events as possible, while you may like the bike you’re currently on, I see no reason not to window-shop when you can.
I typically go to a given event, then take the time in the following weeks to edit photos, video, and write about my experience.TriumphRally6 As a result, the actual date the event took place may be  a bit ambiguous. In order to help folks book their calendars for next year, I figured I would post a schedule of the prominent events I attended, or at least planned on attending, this year (blog posts are hyperlinked), along with a tentative list of events I want to try to make next year. Many of next year’s event dates are actually confirmed already, however for your convenience I have started an Events Calendar (see the drop down link under “events” on the menu bar) where I will update event dates as I receive them.

 

If you know of other good events or a particular event that you want to hear more about, please leave comments below!

 

2015 Events

Progressive International Motorcycle Show Cleveland (IMS) 1/30/15 – 2/1/15

Garage Brewed Moto Show 2/10/15

Moonshine Lunch Run 4/11/15

Indy Mad Max Run (2nd Annual) 4/26/15

Rolling Thunder – 5/22/15 – 5/24/15

2015 Ride for Warriors Poker Run 5/30/15

Victory Demo Day @ Motorsports of Dayton 6/16/15

Indian Motorcycles Demo Day @ American Heritage Motorcycles (Loveland, OH) 6/20/15

Thunderburg (Miamisburg, OH) 7/17/15

Fill the Helmets 2015 (Dayton, OH) 7/25/15

Victory Demo Day @ Motorsports of Dayton 8/21/15

2015 Triumph Dragon Raid 9/7/15 – 9/13/15

Distinguished Gentleman’s Ride, Columbus 9/27/15

Motoberfest, Cincinnati 10/2/15 – 10/4/15

 

 

2016 Events

IMS Cleveland 1/29/16 – 2/1/16 (Confirmed)

IMS Chicago 2/12/16 – 2/14/16 (Confirmed)

2016 Garage Brewed Moto Show 2/6/16 (Confirmed)

Daytona Bike Week 3/4/16 – 3/13/16 (Confirmed)

Moonshine Lunch Run – 4/9/16 (Confirmed)

2016 Triumph Ozark Raid 4/28/16 – 5/1/16 (Website)

Indy Mad Max Run 4/30/15 (Confirmed)

Rolling Thunder 5/27/16 – 5/30/16 (Confirmed)

2016 Ride for Warriors Poker Run 6/11/16 (Confirmed)

Ride to the Sky (Mt. Washington) 6/13/16 & 6/16/16 (Confirmed)

Lima Half Mile (AMA Flat Track) – June 2016 (Website)

Indy Mile (AMA Flat Track) – July 2016 (Website)

Mid-Ohio Vintage Days – 7/8/16 – 7/10/16 (Confirmed)

Fill the Helmets – July 2016

2016 Sturgis Motorcycle Rally 8/8/16 – 8/14/16 (Confirmed)

2016 Triumph Dragon Raid 9/12/16 – 9/18/16 (Confirmed)

Distinguished Gentleman’s Ride – September 2016 (Website)

Barber Vintage Days – 10/7/16 – 10/9/16 (Confirmed)

Motoberfest – October 2016

Posted in Events & Rides | Tagged , , , , | 2 Comments

Form versus Function, a Scrambler against an Adventure Bike

As winter has started to set in around here, during the dark evenings I’ve begun daydreaming about changing bikes next year. TriumphRally2Make no mistake, I have a shiny new Tiger 800 XCx square in my sights for the bike I want; that said, I’m not sure a $16,000 payment is something I’m ready to saddle just yet. That’s left me considering used adventure bikes available under the $6k mark. Scanning through Craig’s List it’s obvious that several older Triumph Tiger models are available in that price range, including both the 900 cc triples and the Tiger 1050 that is a bit more “Sport Touring” oriented. I’ve ridden the 1050 before, the power of the liter sized triple is undoubtedly impressive, but thinking about spending $6,000 suddenly I realize that of a gently used, carbureted, Triumph Scrambler also falls in that price range. For most people, the prospect of owning one or the other of these two motorcycles is probably a simple decision, yet I find myself torn between what is logical, and what truly stirs the soul; what looks good on paper is often the antithesis of the motorcycle you “love”. Therein lies the rub…
I wrote just days ago about my “Dream Garage”, bikes 1 and 2 are obviously very functional machines, while choice number 3 is the wild card, the performance bike or the bike I have (almost) no functional reason for, beyond “I want this”. MotoADVR_Tiger800XCxIf money were no object, I would have the two previous bikes, combined with some sort of canyon carving machine, however money is very much a deciding factor. As such, I’m pretty much limited to one, or perhaps two motorcycles (in a stretch…), so I’m still on the path of finding the motorcycle that can “do the most with the least”… on a budget.

 

I suppose I should elaborate on that backstory that led me down this road in the first place. Somewhere around the winter of 2012 I was poised to get off my 150 cc scooter and on to a “real motorcycle”. Scouring the internet for specifications, prices, and reviews, I was drawn to the throwback look of the Triumph Bonneville. After sitting on a few, my wife said I looked silly on a Bonneville, and I (at least temporarily) dismissed the idea, in favor of the parallel twin powered Triumph Speedmaster. The Speedmaster was dark, curvaceous, and simple, so I lusted after it for over a year before my betrothed gifted my new mistress “Lola” to me for my birthday in 2013. So there I was, finally in possession of the motorcycle “I always wanted”, having put a whopping 3,000 miles on a scooter the two years prior. Finally being able to shift gears (I prefer manual transmissions), I was more addicted to riding than ever before; MotoADVR_LoadedSpeedmasterI found myself looking for any method to ride versus drive in nearly all circumstances, pondering “hmm… how can I carry these groceries home on the motorcycle…”. The first year it was 9,000 miles, then 14,000 the second, and this year 17,000 miles; after which I’ve realized that maintenance is expensive, and I don’t really think this cruiser was designed to rip up the twisties, nor take the gravel roads… Thus, late last year I began pondering if there might be a chassis more suited for intended use I have in mind; while I’ve already covered this to some degree, ultimately I feel that I need a more “touring worthy” steed with additional storage, sporty enough not to drag pegs (as I realized at the Dragon Raid this year), and lastly something that I’m not afraid to get dirty.

 

At any rate, my logical side says that the Tiger 1050 is a slam dunk. I’ve discussed the pros and cons of having a 1050 with several friends that own them, and it’s pretty much a sure thing in their mind.MotoADVR_Tiger1050MountainVista The Tiger 1050 has the additional power that would make touring two-up more comfortable, or at least “more spirited”; but I am already aware that my better half is not a fan of the pillion seat. A new seat is only a matter of $500, so that’s a moot point considering I’m mostly concerned about the initial investment. The 1050 also comes with panniers on most of the used models, considering I have like a two gallon tail bag on the Speedmaster, that’s a big plus for commuting to the office or taking a long weekend on the road. While the Tiger 1050 is almost completely street oriented, it does have adjustable front and rear suspension with almost six inches of travel. I undoubtedly have off-road capability listed on the “want list”, while I currently don’t ride off-road at all, save perhaps the occasional gravel side road, that considered, the 1050’s road preference isn’t a deal breaker either. The 1050 is also a three cylinder, that’s probably the part that is the most “soul stirring” about the whole machine. There is simply nothing like the sound of the angry Triumph triple; that, combined with the 1050’s torque, is a very compelling argument toward the Tiger.MotoADVR_Tiger1050rear The flip-side of the minimal off-road prowess of the 1050, I have on good knowledge that its cornering capability is pretty fierce. I saw the video of a buddy of mine ripping up US-129 on his 1050… I don’t have stones for that business, but it was impressive… if nothing else. I fear the drawback to the Tiger may begin with maintenance. I currently have an air-cooled parallel twin, on which I have done over ninety percent of the maintenance; which also means I have a significant stockpile of parts and tools. The Tiger 1050 also (arguably) runs on high octane fuel with its higher compression ratio; admittedly the Tiger 800 probably runs on mid-range fuel considering it also has better than a 10:1 ratio, but it’s still something to consider when you’re buying 17,000 miles worth of gasoline, those extra pennies a gallon, combined with maintenance costs start to add up over time. Lastly, despite to good looks of the Tiger, I’m not convinced I will ever find myself seeing it as more than a tool, or a means to an ends, which is not the way I look at the XCx or the Bonnie.

 

The Scrambler on the other hand is almost the inverse of the Tiger 1050… almost. While the Tiger offers a sporty engine and chassis capable of ripping through the curves, the Scrambler represents the simplicity of a classic British project bike I’ve envisioned for several years now. MotoADVR_BlueScramblerFrontThe Scrambler has the same 865 cc parallel twin, including 270 degree firing order, that I already have in the Speedmaster. Needless to say, I’m already intimately familiar with its quarks and character, all of which I’m very happy with; while the twin engine could stand to have a bit more performance for two-up, but when riding solo, it never disappoints. The Scrambler is also air cooled, versus the liquid-cooled triple; while I’m not escaping the apocalypse or scrambling across South America yet, I would hope in the long run that the air-cooled twin’s simplicity provides ruggedness against the performance oriented 1050 alternative. While I love the angry growl of the triple, after following my buddy Steve around at the Dragon Raid, a good set of pipes really unbridles the grunt of the Triumph twin. On the flip side, the Scrambler doesn’t have suspension on par with the Tiger, especially once we throw riding dirt into the equation; upgrading the suspension would probably be an additional cost adder of easily $2k in the long run (if not more depending on how crazy I want to get).MotoADVR_ScramblerCanniers A lot of folks would consider the touring capabilities of the scrambler pretty limited, however considering I already do a fair amount of touring on the Speedmaster, I expect that the mid-controls and upright seating position to be superior to that of the reclined cruiser that currently hurts my back on the long-haul. Storage is pretty much zero in stock form, however I have a good buddy that has converted military ammunition cans into excellent waterproof panniers, which is exactly what I would want to do for the long rides. To me, the advantage of the Scrambler over the Tiger mostly comes down to simplicity and customization; in the end I would be looking to build a truly dirt worthy, carbureted, air cooled motorcycle that looks like it rolled out of “The Great Escape” if not “Mad Max”. There’s no denying that a Scrambler project would be an investment and an emotional attachment that would mean spending a lot more dough in the long run, but offer additional flexibility… if done right. the question would be, do I really want to rely on just one bike that’s essentially a rolling work in progress?

 

Ultimately this “red vs. blue” argument is about getting over the initial investment hurdle, MotoADVR_ScramblerSpitfirein the end I expect I would be sinking more money into the scrambler to “build the bike of my dreams” whereas the Tiger 1050 is a tool, and does most of what I want from “go”. It’s a fallacy to believe that everything boils down to black and white, but this strikes me as the classic M-16 versus AK-47 argument, precision versus rugged simplicity, or perhaps just form over function. On paper the a Tiger 1050 can do anything the Scrambler can do, if not more; but l have a feeling that choosing a bike based on stats and finances seldom thrills.

 

Apparently I’m not the first guy to have this dilemma; have you every found yourself debating between such divergent paths on two wheels?

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