Moto Adventurer

Motorcycle Review: Indian Scout first ride

Posted on July 1, 2015 by MotoADVR

A few days back, the long awaited Indian Demo day at American Heritage Motorcycles (AMH) had finally arrived. Naturally, the heart of Tropical Storm “Bill” was slowly creeping over southern Ohio, poised to spoil the event. From what I can tell, Polaris is one of the few manufacturers that offers a Motorcycle Demo event; however the insurance policy requires that the roads are dry in order to participate. I ran errands and lingered around the house most of the morning and early afternoon waiting for the weather to finally blow over; around three the clouds finally parted and the sun arrived to dry the roads. With the sun shining, I grabbed the keys and scrambled south to the AMH dealer in Loveland, Ohio.

I had originally planned on showing up first thing in the morning, that way I would have multiple attempts to ride each bike, take notes, and offer a fair assessment of Polaris’ new Indians. With the weather being what it was, I had to settle for whatever I could get, therefore I will consider this a “first impression”.

Arriving at the dealership, I could see that Demo rides had already begun, and the crowd of participants was starting to build. Fortunately, Indian brought a substantial fleet of demo bikes, despite the fact they basically only offer about four models. I have been itching to test ride the new Scout all winter, unquestionably it would be first. Considering the limited time, I mounted the Scout to my closest proximity, preferably without a windshield. For whatever reason, I was unable to start the first bike. I checked the kill switch, placed the key in three different positions, kicked up the side stand… nothing (Nerves? Never did figure out what the problem was.). Wanting to stay with the ride, I darted over to the next empty Scout, this one mounted with a windshield, and unbeknownst to me, reduced reach controls (special seat along with closer bars and pegs). Thumbing the start switch, the new 69 Cubic Inch (1130 cc) engine spun to life, I was rewarded with the familiar sounds of DOHC, but the throaty grunt of increased displacement and the added bonus of a stage 1 exhaust (~$800 add on).

Taking the Scout out onto the road I immediately noticed the power of the Scout’s engine, combined with its nimble maneuverability. Other than the fact I was sitting on a decreased reach model (seemed a bit cramped, took me half the ride to notice the tag), I felt perched in a more neutral riding position than I normally would on a feet-forward cruiser. Similar to the Victory Gunner, I felt more on the bike than in it, which is typically not the case for most cruiser’s I’ve mounted in the past. Part of the “on-it” feeling is exaggerated by the fact that the Scout feels small; I don’t mean that in a bad way; I tend to lean toward the “lighter is faster” mentality, so being small helps the Scout redefine the way people perceive cruisers. Compared to my current ride, the Scout has a shorter wheelbase (61 vs. 63 inches), and a more acute rake (29 vs. 33 degrees). I assume those two factors, combined with less weight than I’m accustomed to, and narrower bars, really enhanced the “sporty” feel of the Scout.

Twisting the throttle I was immediately rewarded with an eager lurch forward from the new Indian mill. Similar to my Speedmaster power plant, the new Scout mill is eager to rev, all the way up to 9,000 RPMs (easily a thousand over my Triumph). While I assumed the Scout would parallel Victory in that additional revs would be required to get the torque I’m accustomed to, the Scout’s grunt can be felt low in the rev range, and feels linear throughout. If I could sum up the Scout in one word, it would be “rocket”; mind you “pocket rocket” is probably more appropriate considering the Scouts stature, but I was immediately enamored with the new Scout’s engine.

I didn’t get the opportunity to scrutinize the fit and finish to the level I would normally dedicate to such a review, but I admit I am divided over some common issues. The Scout’s bars, headlight, mirrors and levers appear to be all metal design, a nod to the “American made” heritage. At the same time the radiator, and aluminum cast frame are somewhat a glaring symbol of the future. While not a fan of the big front radiator (an inevitable side effect of performance), I do like the hard lines and deliberate throwback profile of the original Scout. I am even more impressed by the liberal use of distressed leather. As a guy who’s typically not a huge fan of leather fringe and studs, as I said before, the classic distressed leather is unapologetically Indian. The grips on the other hand appear cheap; I recognize that Indian is attempting to replicate the classic look, but the overly simplified grips seem a bit “budget” from my perspective. I assume this is probably because the left grip was not properly secured on my demo model; hopefully not a fair representation of Indian craftsmanship. On the other hand I was extremely pleased with the windshield, despite that fact I was attempting to avoid a bike with a shield so that I could better contrast it against my current bike or the Victory Gunner. Obviously I have a minimal shield (fly screen) on my Speedmaster, so windshields are not really my thing, but somehow Indian managed to find a nice medium between a fly screen and a big cruiser sail. This Scout shield is actually the first factory screen I’ve been behind that is the correct height that I looked over it instead of through. Not only was the screen the correct height, it was also slim, just like the bike.

While enamored with the engine, and pleased with the Scout’s maneuverability, I was concerned by the bike’s front end. While on the demo ride I kept hearing some random “ticking” noise from the front end. I couldn’t establish if it was something like an unsecured cable, or a loose connection, but there was an obvious metallic “click” from time to time during the ride. Similar to the left, grip, this too could have been another symptom of the demo fleet. In general I felt that the levers were somewhat stiff compared to other bikes I’ve ridden, however they were certainly nowhere as stiff as various Harley’s I’ve been on. While I was impressed with the very limited, yet adequate, rear end suspension (3 inches of travel), I felt that the nose of the bike tended to dive while braking. Other reviews I have read suggested that the front end forks were more progressive, I personally felt that the first couple inches of travel vanished with the slightest pull on the brake lever. Worse still, there was a very audible “clap” with each pull of the brake lever as the caliper piston made contact with the brake pad; something I’ve never experienced before.

The Scout was an absolute gas to ride, despite some quarks that I would prefer to blame on side effects of the “demo fleet”. Trapped in the predetermined route mandated by the demo ride, the Scout was anxious to be unchained to permit the sporty chassis and spirited engine to show their full potential. I admit that the slender frame, light weight, and minimalistic seat may limit any long distance prospects, but around town and single day rides would be exhilarating on a Scout. Recently I had made the comment that I would have directly compared the Scout to the Speedmaster had the both been on the market when I bought my Triumph in 2013. Considering that I have vastly altered my taste and knowledge since 2013, it’s probably only fair to Indian to suggest that it would still be a dead heat between the two from the perspective of initial purchase. That being said, I don’t think I would jump on the Scout over the Speedmaster based on front-end performance I experienced at the demo. Considering how much I value the heritage of Indian Motorcycles, that spectacular engine, and the otherwise good looks of the Scout, I feel it only fair to postpone any final judgement until I get a second taste.

Posted in Bikes | Tagged Indian Motorcycles, Indian Scout, Motorcycle | 5 Comments

Random Blurbs: Finally a dry day

Posted on June 29, 2015 by MotoADVR

I’m getting my butt kicked in the office, weather has been rain, sprinkled of thunder, topped with downpours. However, Sunday was finally a bright light of hope so I unchained Lola for a brief afternoon respite. I’m still working on an honest assessment of the new Indians, so in the meantime I figured I’d show off a few images of the weekend adventure.

Posted in Opinion | Tagged GoPro, Motorcycle, Ram Mounts, Triumph Motorcycles, Triumph Speedmaster | 1 Comment

Random Blurbs: Fun with the GoPro

Posted on June 23, 2015 by MotoADVR

Castrol Moto is currently running a contest to win a new GoPro Hero 4 called #CastrolRideAmerica. I have some big plans to put together some great clips of the Tail of the Dragon in September, but obviously the contest ends before then. Tropical Storm Bill finally blew over Dayton, so Sunday afternoon I started tuning up my rig, prepping for filming the Dragon Raid later this year.

Posted in Opinion | Tagged Castrol Moto, Motorcycle, Triumph Motorcycles, Triumph Speedmaster | Leave a comment

Motorcycle Review: The Victory Gunner

Posted on June 21, 2015 by MotoADVR

Last Tuesday was Victory Motorcycle Demo days at the local dealership. Admittedly, I’m really not in the market for another cruiser, but I wasn’t going to pass up on the opportunity to ride someone else’s motorcycle, no strings attached. This was actually my 3^rd Victory demo event, having ridden the Hammer and Cross Country in prior years. As it turns out, my wife has taken quite an affinity for the new Victory Gunner, I only felt it appropriate to take the new “bobber” for a spin.

Not counting my long-term review of the Speedmaster, I would consider this my first written motorcycle review, I only feel it proper to start by talking about what the motorcycle isn’t. It aggravates me to no end when major motorcycle news outlets give a cruiser low marks for things like lack of storage; it’s a cruiser, they sell bags for a reason, lots of cruisers stay naked, hell most of them are tavern to tavern bikes anyway! Cruisers also aren’t known for their ground clearance and suspension, so it’s important to realize that comments regarding cruisers are all relative to other cruisers, not sport bikes or dual sports.

Despite my need for a more functional motorcycle, I cannot deny the primal appreciation for looks of a cruiser. I obviously consider my Speedmaster to be the standard when measuring the blend of function and form; blacked out, yet highlighted in chrome. That being said, the Gunner inspires that same appreciation with its matte paint, blacked out engine case, and subdued pipes. All performance technicalities aside, I even find the Freedom 106 V-twin engine attractive; this coming from a parallel twin aficionado. Similar to my current bike, I’m obviously a fan of the Gunner’s cropped fenders, but also the fat front tire. Some guys find the hard angular lines of a Victory to be add odds with their preferred taste in cruiser styling, but accept the more modern style as it sets the Gunner apart from its competitors. Undeniably, some of the effects are visibly plastic, which to some degree screams “cheap”, but at the same time, you won’t find a budget big bore V-twin like this anywhere else.

Sitting on the Gunner I was impressed with the ergonomics; accepting the fact that it’s a feet forward seating position. Contrasting against my Speedmaster, I felt that I was actually sitting on the motorcycle, versus sitting in it. The solo rider seat is certainly minimalist, no pillion pad to speak of, but still feels somewhat plush despite the low profile. Ultimately I feel like the seat would benefit from additional material at the rear because I felt like I slid backward when I got on the throttle, but I was otherwise satisfied. At 5’10’, I found the rider triangle to be very acceptable. While I like the ability to move around in the large scoop that is the Speedmaster seat, the Gunner’s cockpit felt much more natural. The Speedometer and instrument cluster on the Gunner are also mounted above the triple tree, which I like. Several other cruisers have the speedo and tach mounted on the tank, which seems silly if you’re actually concerned about your speed. Victory also shows the gear indicator on the speedo, which is a nice touch. The Gunner shows the tachometer as a selectable digital readout on the speedo, which is convenient, but I’m still old-school and prefer the standard analog dial if I can get it (unfortunately that’s on the tank of the Speedmaster). The Gunner’s mirrors could probably stand to be a bit larger, or have some altered magnification; despite multiple attempts to adjust the mirror direction, I still felt like I could only see directly behind me and struggled to see anything in my peripheral.

Twisting the key, I thumbed the start switch and the Freedom 106 roared to life. Victory outfitted this demo Gunner with a stage 1 exhaust kit (pipes and an EFI re-map; ~$1,099), which was a huge bonus. While I’m not a supporter of the “loud pipes save lives” mantra, I do appreciate the healthy sound of a robust twin engine. The Freedom 106 is actually an overhead cam setup, which I knew prior to the test ride, but did not realize it was an SOHC design; somewhat unique today considering the dominance of the pushrod powered Harleys, and the typical DOHC setup on the Japanese manufacturers (which is oddly changing on the big Yamaha cruisers). Setting off from the dealership parking lot, I noticed the clutch friction point was pretty early in the lever actuation, which I liked, moreover the engine’s power was evident even at low rpm.

A fair assessment of the Gunner’s road manners is somewhat difficult, the Victory demo event is typically conducted as a twenty minute guided group ride around nearby backroads. Obviously I’m not interested in burnouts or wheelies, but it’s somewhat tough to establish exactly how flick-able a bike is given the arrow-straight farm roads around north Dayton. That aside, the true character of the engine was still established. Per the stats sheet, the Freedom 106 pushes peak torque higher up in the rev range; I find this odd considering it’s a cruiser, where most manufacturers attempt to mimic that bar and shield standard of stump pulling low end torque. This aspect of the engine architecture was extremely evident when I rode the Hammer and the Cross Country in past years, however the stage 1 kit on the Gunner truly changed my perception of the engine feel. I cannot debate what the dyno results are, but my “butt-dyno” says that the stage 1 kit totally revitalizes the torque feel of the Victory power plant. With the stock exhaust in place, the 106 seems anemic in the torque department; I find myself twisting harder on the throttle looking for more juice. However with the stage 1 exhaust on the demo Gunner, the bike had lots of pull that I’ve come to expect from other cruisers; this is a necessary upgrade if you’re looking for that typical lower end torque.

On the road the Gunner felt nimble, despite its hefty 675 pound payload. For such a heavy bike, I was surprised that I didn’t feel the top end pulling me into the curves; the bike was simply poised to obey my command. What impressed me most was actually the suspension; one of my biggest gripes about cruisers is that the feet forward position combined with short rear-end suspension travel drives all of the bumps directly into my lower back. Considering I ride my own bike around these backroads, I didn’t at all feel punished by the poor asphalt quality that I occasionally experience on my own bike. This is even more impressive considering that the gunner only has 3 inches of suspension travel. Unfortunately a group ride with a bunch of complete strangers is really not the best opportunity to adequately assess the bike’s breaking capabilities either. Other than feeling like the brake levers were a bit stiff, I admit that the brakes were at least adequate for the bike’s weight. I tend to engine brake as much as possible, so unless I’m in an emergency situation, I don’t typically work the brakes excessively.

Despite the cushy ride, I was surprised at how noticeable the engine cam noise was, especially with the stage 1 exhaust installed. Considering I ride the two wheeled equivalent of the Singer sewing machine, I don’t bat and eyelash about cam noise, but folks more familiar with Harley Davidson engine manners may find this a bit annoying. I assume this is easily remedied with more aftermarket exhaust options, but I wanted to be sure to mention it to the unsuspecting buyer. Engine heat was another byproduct that surprised me; I’m obviously very familiar with engine heat after long days on the bike, but I was surprised at how much I felt affected by the rear cylinder on this naked bobber just around town; something else to consider.

For me, one of the let-downs was that the transmission is excessively noisy. Having ridden a Harley, I’m very familiar with the audible “clunk” when shifting into the next gear. For some reason that “clunk” feels a lot more like a “Clang!” on the Victory. Beyond the clunky shifts, I find the tranny to sound overly mechanical when engine breaking, I assume it’s just excessive backlash in the primary drive. Just like the other previous comments, guys more familiar with traditional American cruisers may find this “reassuring” and not mind that racket, but I find the transmission to be obnoxious. Worse still, I found the engine to vibrate excessively above 4,000 RPMs, and I mean that in a bad way. A lot of guys have said you need to “wind it out” to feel the power of the 106 engine. Agreed, the stats claim that peak horse power is at 4,900 RPMs, with peak torque at 3,3000 RPMs. You’d think the engine would favor being revved from 3,300 to 4,900 considering that’s the sweet spot on paper, but around 4,400 RPMs I found the shakes to be a bit unnerving.

Engine character aside, the Gunner was really great ride. With its low center of gravity, impressive suspension, and eagerness to corner, it stands tall against the field of less adequate cruisers I’ve been on. With stage 1 kit, the big Victory V-twin exhaust note was fantastic, especially combined with good torquey grunt (if you know how to find it). With an MSRP of $12,999, Victory has definitely priced this factory “Bobber” competitively against other choices in its class, namely the Harley Davidson Dyna chassis, starting at around $13,449. The Gunner’s overall finish is somewhat “budget” considering the use of plastic accents, but there still isn’t a comparable naked cruiser at a better price.

Despite what a gas it was to ride the gunner, and even its affordable price, I don’t expect I will be trading in my Triumph twin anytime soon. At the end of the day the 865 cc Speedmaster still feels sportier than the Gunner. The V-twin engine no doubt sounds better than my Triumph sewing machine, but aftermarket exhaust can remedy that for less than $13,000. At the same time there’s undoubtedly more torque and power with the Victory, and the suspension is quite choice, but to me the Brit still feels more eager to please than its American competitor. I realize I’m comparing apples and oranges here, but it’s something to consider when shopping for a stripped down cruiser.

Pros:

Excellent Exhaust Note
Impressive suspension
Exceptional handling

Cons:

Plastic!
Noisy Transmission
Bad Vibes above 4,000 RPM

I didn’t stop with just riding the Gunner, I also took a spin on the Cross Country Tour, and the new Victory Magnum. To my knowledge all of the current motorcycles in Victory’s lineup share the same engine, and similar chassis (I’m not sure about the Vision). Engine character was very similar between all three models; obviously the heavier baggers didn’t have the same “pull” that the lighter Gunner had. In addition, the Cross Country Tour was fitted with standard exhaust, which sadly made my parallel twin feel excessively torquey by comparison, which was sad. Both models had significant storage; from articles I’ve read, Victory’s storage capacity is often the most ample among their competition. These baggers were also fitted with cruise control, which is a nice addition for those long rides. Like the other plastic “accents”, the cruise control appears to be an afterthought considering the more visibly integrated options on competing models (Indian and Harley Davidson). With standard exhaust, the engine cam noise was extremely evident on the Cross Country Tour because of the front fairing; worse still, the engine vibration was even more apparent. In addition, the already mentioned engine heat is extremely obtrusive on these faired motorcycles, which is probably awesome in the winter, but somewhat uncomfortable around town in the summer. The cushy rider seat was quite comfortable combined with the already pleasant suspension. The touring models’ floor boards are well beyond spacious, despite my misgivings about the power plant in its standard configuration, I imagine the cushy cockpit, cruise control, and stereo system make the Cross Country variants especially cozy for the long haul. At the same time, I find some of the craftsmanship faux pas on the touring models to be a bit more glaring. While the floorboards are sufficient, I find the long foot levers to be a bit haphazardly designed; it appears to me that the clearances are extremely wide and the levers are loose and wobbly. The bars are pulled back for comfort, but I find the bikes to be a bit cumbersome at low speeds as a result of the extended reach necessary to conduct tight turns. That same feature also leads to a “flexible” feeling that I detected from the frame when riding down the road. This feeling is almost like my hands, butt, and feet are not always traveling in the same direction, especially if you swerve, there’s almost a delay between the bars turning and the frame executing. I suppose it’s only fair to keep in mind that all three of these bikes are demo models that have been ridden by hundreds of unconcerned riders; despite the limited miles on the odometers, I assume they’ve experienced their fair share of abuse.

All in all, I still like these Victory Motorcycles, despite my misgivings, and I admit I’m spoiled by a much lighter naked cruiser. Are you a fan of Victory Motorcycles, or are they too “space-age” or too “Cruiser” for your taste?

Posted in Bikes | Tagged Motorcycle, Victory Cross Country Tour, Victory Gunner, Victory Magnum, Victory Motorcycles | 9 Comments

Destination Bourbon Country: Ride to Woodford Reserve Distillery

Posted on June 18, 2015 by MotoADVR

As previously mentioned, last Saturday I joined a buddy of mine for a ride down to Woodford Reserve Distillery, south of Frankfurt, Kentucky. The weather forecast has been crap since at least last Friday, so I left the house prepared to battle the elements. Packing for a trip like this isn’t normally complicated, but with a forecast including temperatures in the upper 80s combined with scattered showers, rain gear was a must. I realize some guys are rolling their eyes at this point, but honestly, if I’m going to be on the bike for eight plus hours, I’m going to be comfortable, it’s different if I’m headed home from the local bike night. At any rate, I’m also prepping for a “Saddlesore 1000” ride that I have planned for this summer, so I also dropped the tail bag on the back seat of the bike, loaded down with rain gear, extra jacket, snacks, and my camelbak.

Considering I ride through south Dayton and Cincinnati on a regular basis, for me, the best parts of the trip mostly start at the river crossing. Admittedly, I hadn’t spent much time on Route 128 outside Hamilton before, but I can tell you about the roads south of Dayton anytime. On U.S. Route 50 (US 50) we headed over to Anderson Ferry to cross the river; I suppose it’s silly, but I get a kick out of taking a ferry somewhere. I don’t know if it’s some sort of nostalgia or what, but I think ferry rides are fun. “Put your motorcycle on a boat” was actually a moto bucket list item for me last year before starting this blog; I took some friends across the river on the Augusta Ferry to have lunch in Augusta, Kentucky. Last time I took a ferry ride, I was impressed at how fast you actually cross the river. Having been to Put-N-Bay (Ohio) many times, I expected the ferry ride to put a serious slowdown in the middle of the ride, but these ferry boats around Cincinnati are not playing around. No sooner had I thought that, a coal barge came through mid-river. Fortunately, it’s all part of the experience; when I was a kid I used to watch barges roll up and down the Ohio river when I stayed with my grandparents in Rising Sun, Indiana, so that nostalgia set in again.

Once across the river we hit Kentucky Route 8 (KY 8) headed toward KY 20 and the Airport. I’m told KY 8 is actually quite scenic, similar to US 50 and US 52 on the Ohio side. I’m looking forward to spending more time on all three roads. After a sweet hairpin turn on, KY 20 has a few nice twisties up the river bank as it heads over toward the Cincinnati/Northern Kentucky Airport. My buddy Al mentioned to me that I would get a sweet tunnel out of this section of the ride, which didn’t disappoint. As it turns out, KY 20 runs beneath the airport runway (well… kind of). From KY 20 it was a short jaunt around the airport on KY237 and finally on to US 127.

I’ve actually been on US 127 many times in Ohio between Hamilton and Greenville, where it’s a complete snooze on a motorcycle. Unlike in Ohio, US 127 in Kentucky is quite scenic. Initially I would compare it to KY 11, but between the river and Lexington, I would say 127 is the more scenic of the two. KY 11 has unfortunately been opened to four lanes in a lot of places, which, while faster, has taken away from the scenery and the experience. Mind you, riding on these Kentucky two lane routes can be particularly frustrating when stuck behind a slow pickup truck or a tractor, but aside from that, the two-lane surfing over the bluegrass and rolling hills of Kentucky is way better than the freeway if you have the time.

Rolling through Glencoe, Owenton, crossing the Kentucky river, and passing Buffalo Trace Distillery, we finally arrived in Frankfort for Lunch. My buddy Al planned a stop at “Cook Out”, a place I had never heard of before. As it turns out, someone has taken the all-American cookout menu and turned it into a fast food franchise; who knew? Considering I’m a food-truck-aholic, I was sold on the idea. Per the mantra, I ordered a loaded dog with chili cheese fries. Reviewing their menu prior to this blog post I somehow managed to miss the fact that they had 38 milkshake flavors on the menu; I’ll keep that in mind for a return visit (Perhaps a Buffalo Trace Distillery tour?).

US 127 was a really nice ride, but what I assumed would be the best part of the ride was actually KY 1659 headed toward Millville and Versailles, Kentucky. KY 1659 follows Glenns Creek from the Kentucky River until it hits a series of horse farms near Versailles. Along KY 1659 I was really impressed with the old stone walls, closed distilleries (I think…), and general Appalachian feel. Similar to my Menifee County ride a few weeks back, I love my Appalachian roots, and enjoy every minute I spend winding through Kentucky backroads, just taking it all in. I’ve been searching on Google for the names of the other businesses (or closed businesses) that I passed on the way to Woodford Reserve, but I’ve been unable to find any information, hopefully one of you knows better than I do, they seemed like other cool places to visit and take photos.

Once at Woodford Reserve, it was well above eighty degrees so we took a few moments to advantage of the air conditioning; especially me, decked out in armored riding gear. I snapped a few photos of the grounds and the various wares available in the gift ship. I had another event I needed to get to, so from the Distillery it was pretty much the Freeway home. At some point I’m looking to take the wife down to the distillery for a tour; apparently for about $10 a person there’s an hour tour of the facility. I’ve actually never had bourbon (tends to get in the way of my Vodka), but considering my Kentucky heritage I will need to remedy this problem at my earliest convenience (sometime that I’m not riding on two wheels).

Up until last weekend I had spent very little time west of Lexington. To my surprise, the roads around Frankfort were actually quite good, even though I’ve had a prejudice toward eastern Kentucky until now. Despite all my planning and extra gear, the rain actually held off; yet another strike against our infallible weather service. I’m looking forward to another trip with more time to soak up more of the history in Bourbon Country. If you’ve done some touring along the Bourbon trail, please leave a comment below about other places to visit, especially if you know the best twisty roads to get there!

Posted in Events & Rides | Tagged Bourbon Country, Bourbon Whiskey, Kentucky, Motorcycle, Triumph Motorcycles, Triumph Speedmaster, Woodford Reserve Distillery | 4 Comments

Random Blurbs: Full Tilt Whitetail

Posted on June 16, 2015 by MotoADVR

Over the weekend I joined a buddy of mine for a trip down through bourbon country . On the way I spotted a deer moving at full tilt through the trees. Fortunately I was on the brake and downshifting long before it headed across the road.

I spot deer quite regularly while riding in the early morning, and often on country roads as early as seven in the evening, but this guy roaming about at three in the afternoon was extremely odd.

What varieties of mother nature have you been running into lately?

Posted in Opinion | Tagged Bourbon Trail, Motorcycle, Triumph Speedmaster, Whitetail Deer | 8 Comments

Motorcycle Maintenance: 30,000 mile service (abridged)

Posted on June 14, 2015 by MotoADVR

All of the exciting spring riding finally caught up to me last weekend; the odometer clicked 30,000 miles and it was time for another service. The modern Triumph twins run full synthetic oil, so the service intervals are every 6,000 miles, which is actually pretty convenient. I would imagine that “normal” riders could feasibly change their oil each spring and stay right on schedule. Frequenters to this blog have probably realized by now that I have an affliction, and I don’t see any cure in sight (besides more miles). Every-other service interval (12K, 24K, and so on) requires a valve check and/or adjustment; for folks with a garage, that’s probably not a huge hassle, but for us porch dwellers, it requires some assistance; especially if you’re waiting on parts (i.e. new shims). Fortunately, this was just another oil, filter, chain, and cable adjustment service which is really no big deal in the driveway. The older I get, the more I begin to understand that sometimes paying someone else to hassle with things is worth the expense. I’m still debating if the 36K service is going to qualify for paying someone else (I really don’t feel like adjusting valves…). That being said, a couple hours and a few dollars left in my wallet, I’ll gladly change my own oil and filter; moreover, I figured I’d share whatever wisdom (or mishaps…) I’ve found in the process.

The first step in this maintenance experience is typically me dragging tools, oil, chain wax, funnel, etc. out onto the porch. I also have a Haynes Manual, and a Factory Triumph service manual, but for the 30K service, you really only need the owner’s manual. The Triumph website has PDF copies of each model’s owner’s manual, so I typically print off the service interval pages so I can check off each step as I complete the given maintenance tasks. As a caveat, let me point out that I am not a certified mechanic, and always recommend following your factory service manual when performing your own maintenance. Like other riders I know, I occasionally deviate from the “prescribed” method in the interest of time or convenience; that first deviation being that I like to warm up the engine “a little” prior to draining the oil from the bike. I imagine the service manual prescribes getting the oil up to operating temperature prior to draining, however I find that 200+ degree motor oil tends to burn the skin. Regardless of the number of oil changes I’ve done, I have yet to figure out how to remove the drain plug and manage to keep your hands clean, especially when you’re dealing with close quarters like I am (I don’t have a motorcycle jack). At any rate, after I warmed up the engine, I removed the exhaust slip-ons (hence I warm up the engine “a little”). Removing the slip-ons in my case is not required, but it makes doing chain maintenance a lot easier; I can also see under the bike better. Removing the slip-ons is two bolts on each side, so it’s honestly a 5 minute ordeal. With the slip-ons removed, I pushed the oil pan under the bike and cracked off the drain plug. I also grabbed a piece of scrap cardboard to put under the oil pan, it was pretty much guaranteed I would drip oil on the concrete at some point. If at all possible, check your drain plug for any metal shavings. Thus far I’ve not found any, but I’ve been told that if your motor is eating itself, you’ll find shavings in the engine oil. Once the oil was down to a reasonable drip I grabbed my oil filter wrench to removed the oil filter. On some bikes you could feasibly remove the filter by hand, or with other “quick” or “easy” tools. In my case, there’s no room under the Speedmaster to wrap the rubber strap around the filter and twist it off, so invested in a $10 wrench for my 3/8^th inch drive ratchet to remove the filter. Not dipping the wrench into warm engine oil in the pan is somewhat of a trick, but it’s still better than busting my knuckles trying to pry off a filter. I’m pretty girly and wear latex gloves for this job; I suppose if I was still working in a body shop it wouldn’t matter, but I find that my engineering manager looks at me a little sideways when I have black lines under my fingernails from working on my bike. If your filter is completely vertical like mine, taking it off pretty much guarantees your hand is going to take an oil bath, be aware if you’re doing this with a hot engine.

Once the filter was off I started prepping the new filter prior to installation. I typically put a 2×4 under the side stand to keep the bike upright to drain properly and completely. Needless to say, that’s pretty dangerous, bumping the bike could easily result in a bike laying on top the unsuspecting owner; I imagine this IS NOT mentioned in your owner’s manual. I snapped open the first quart of oil and pre-filled the new filter while the last of the old oil drained from the bike. I also smeared a little dab of oil on the O-ring on top the filter to make sure the filter slides into place without binding and tearing the rubber seal. Triumph sells a new washer to go with the drain plug, and recommends you change it with each service. Lots of guys have told me they re-use the old one, but since it’s only a dollar, I splurge and replace it anyway. With the oil drained, I replaced the drain plug and delicately twisted the new filter on. Another advantage to that filter wrench is that I can properly torque the new filter. I realize some guys twist on the new filter until it seats, then twist another 45-90 degrees, but in this case, I’ll stick to the manual thanks. After installing the new filter, I placed the new washer over the drain plug and re-installed the plug; again sticking to torque spec. With the bottom half of the engine plugged, I removed the oil fill cap. On these “modern classics” the filler cap has a slot cut in it for the world’s largest flat-head screwdriver. Admittedly, it looks sharp, but functionally it’s a pain in the ass to remove and reinstall without damaging the chrome. I took a tip off a message board and started using a quarter wrapped in a paper towel and just twist it on and off with my Leatherman multi-tool. With the oil cap removed I inserted my trusty funnel and dumped about three quarts of Castrol synthetic into the engine case. The last few oil changes I’ve done have been pretty close to full capacity; this time I tried to save a little more space. When the oil level is filled to the top, the engine tends to spit a little oil past the rings when you really get on the throttle, especially when it’s cold (so I’m told); this makes for mess on the breather tubes by the swing-arm, which is really aggravating to clean. Regardless of preference, it’s still easier to add more oil than it is to drain excess oil, so I take my time.

With the oil change done, I moved on to adjusting the chain. I removed the drive sprocket cover so I could get better access to the chain and the swing arm bolt. I loosened the rear axle bolts in order to adjust the chain tension; for typical chain adjustment it’s really not necessary to remove the drive sprocket cover, but since I managed to bend one of my chain adjusters, the notches aren’t even so I have to measure the axle distance the old fashioned way. A while back I straightened a piece of coat hanger so I could accurately measure the distance from the swing arm bolt to the rear axle. I tightened the chain adjusters until the chain was within tolerance, measured both sides, then tightened the rear axle to spec.

A lot of guys talk about what a hassle chain drives are; I admit they’re a little maintenance intensive compared to shaft and belt, but I imagine they’re nothing like they used to be. Moreover, with a bit of practice it’s maybe a 20 minute operation to properly lubricate a chain. I suppose we can ignore the emphasis on “properly” as I typically spray some brake cleaner on a rag and wipe down the greasy chain. I may have mentioned in my previous post about installing the new chain, but I pretty exclusively use chain wax on my x-ring chain. Chain wax doesn’t hold much dirt, doesn’t sling all over the bike, and wipes off easily. I also bought a five dollar spiral chain brush from my local Triumph dealer a while back; I highly recommend getting one, it really makes the job easier. From here it was basically running the brush along the chain, wiping it down with a rag (sprayed with brake cleaner), and moving the bike backward until the entire chain is clean (this is a million time easier with a jack or center-stand). Once the chain is dirt and debris free, I held a rag behind the chain and sprayed each link with chain wax. This is another one of those moments where the manual will tell you to lubricate the chain while it’s warm; again, in this case a flaming hot exhaust pipe would be in my way and pose a serious skin hazard, thus I do it my way. Spraying each link may seem tedious, but thus far it’s paid off; my old chain still looks pretty decent despite being worn out (if aesthetics are important to you), and you’ll notice if you’re developing a rusty link or have blown a ring seal like I did earlier this year.

For 30,000 mile service, oil and chain are pretty much the heavy hitters, and easy do-it-yourself tasks; everything else is pretty much adjusting cable tensions, topping off fluids, and checking for free unobstructed motion. Once complete, and all the covers and whatnot are back on the bike, I typically take it for a test ride. Once the engine is good and hot I have my beautiful wife hold the bike level while I check the oil level sight glass. I’m still on the fence about whether or not I want to mess with removing the head cover and cams to adjust the valves in six thousand more miles. If I do, you’re sure to hear all about it, along with me cussing about the time my bike spent on the jack and off the road.

Do you do your own maintenance? If so, at what point do you finally drop it off at a shop, if ever?

Posted in Gear - Maintenance - Safety | Tagged Castrol Motor Oil, Chain Wax, Craftsman Tools, Motorcycle, Triumph Motorcycles, Triumph Speedmaster | 8 Comments

Pubs and Street Eats Preview: South of town fare

Posted on June 10, 2015 by MotoADVR

Weather last weekend was fantastic for riding. A buddy of mine also had a “kitchen pass” on Saturday so we met up at Stone House Tavern in Waynesville for a snack and a drink. Waynesville is a neat little town right on the Little Miami river, large enough to have their own high school, but it still maintains the small town feel with the mom and pop shops that line main street. Right on the southeast edge of the greater Dayton area, I consider Waynesville to be one of the last Dayton suburbs before you’re finally out of city traffic headed south.

I’ve been meaning to stop in at Stone House Tavern since it opened but never got the chance. While I was under the impression it was a micro-brewery, that was not the case; however they do have a pretty lengthy draught beer list, which is typically what draws me to a given establishment. Considering I was on two wheels, I set myself to a one beer limit, along with a mandatory meal. I typically like to sample whatever local craft draught beers are available, considering most of the available taps were commercially available staples, my buddy and I tried the two Rivertown Brewing Company options, the Lager and the Dunkel. Since I’m more of stout drinker, the Dunkel was more up my alley. Admittedly it was somewhat unremarkable, but that’s typically what I prefer on a warm day; I would compare the Rivertown Dunkel to a very smooth Sam Adams Oktoberfest, which is one of my macro-brew favorites.

The server informed us that she likes several of the sandwiches on the menu, and that the salmon was also good. I admit that I was almost snagged by the “Hot and Sticky Burger” (Bacon, peanut butter, pepper jack cheese and “inferno” jelly), along with the Hog Burger (BBQ pulled pork and habanero jack cheese), but in the end I couldn’t pass up the Bratwurst Burger. I’ve covered this before, but I can’t pass up the All-American hot dog, so why not have it on a burger bun? Obviously I had no idea what to expect, but in the end, the saucer shaped bratwurst with hints of salt and pepper was served with mustard, lettuce, onion, and tomato; delicious! Having just scratched the surface of the menu, I expect I will return in force to give you a full-fledged review.
South of town with sunlight left to burn, I felt that it was only fitting to take one of my preferred routes down toward Blanchester in search of dessert. While I typically stop at the United Dairy Farmers in Blanchester for gas and a snack, I noticed a drive up pizza and dairy place had recently re-opened so I wanted to take a quick peek. Cutting through Fort Ancient and twisting past Morrow, Chubby’s Pizza and The Dairy Point Restaurant (“all under one roof”) sits on the north side of Blanchester right where Middleboro Road meets State Route 133. While chowing down on my chocolate on chocolate sundae, my buddy pointed out an old pickup parked in this mom and pop used car lot across the street. Considering the Americana adorning the walls of the building, I couldn’t resist the photos.

This Saturday afternoon adventure was just another ad hoc ride through south Dayton but has opened up new street eat options. Stay tuned for more details later this summer.

How often does one of your random rides lead to the discovery of a new favorite stop?

Posted in Reviews | Tagged Chubby's Pizza, Dunkel, Ford, Harley Davidson, Lager, Rivertown Brewing Company, Stone House Tavern, The Dairy Point Restaurant, Triumph Motorcycles, Triumph Speedmaster | 1 Comment

Moto Philosophy: Charity and the “Poker Run”

Posted on June 3, 2015 by MotoADVR

The “Biker” stereotype has certainly been dulled in my lifetime. While still alive, in general, there has been significant growth in the number of motorcyclists, and therefore greater “acceptance” that motorcyclists aren’t societal deviants. What non-motorcyclists may or may not know, is that “bikers” are some of the most charitable people that I’ve ever met. Much like the local charity “5k run”, motorcyclists in every major city across the country are hosting charity events virtually every weekend from Memorial Day to Labor day.

Based on the latest VA statistics, 22 Veterans and 1 Active duty member take their own lives each day, many attributed to Post Traumatic Stress. The Battle Buddy Foundation (www.tbbf.org), based in West Chester, Ohio, is a Veteran Run, Veteran focused re-integration charity. The Battle Buddy Foundation’s primary mission is to provide highly trained psychiatric and mobility service dogs to veterans of all eras suffering from Post-Traumatic Stress, Traumatic Brain Injury, and physical limitations at no cost, a service currently not funded by the VA. Also focused on re-integration, “Battle Buddy” connects veterans with employment, housing, and peer support opportunities for veterans and their families. With this multi-pronged approach, The Battle Buddy Foundation is striving to eliminate the threat of suicide among veterans. After spending two years in the “sandbox” myself, this cause really hits home with me.

Last weekend the Wright-Patterson Air Force Base (WPAFB) chapter of the Green Knights (greenknightsmmc.org) hosted their annual “Ride for Warriors” Poker Run. The Green Knights Military Motorcycle Club (MMC) is a riding group focused on safety and mentorship for Military and DoD employees around Military Bases. Coincidentally, the local WPAFB chapter has supported military related charities over the past few years, specifically The Battle Buddy Foundation for the past two. For those not familiar with a “poker run”, the given event host will publish a start time and location, from there registrants will be given route directions to about five to seven destinations. At each destination each participant will draw a card; at the end of the event, the participant with the best hand wins a prize.

Poker Runs obviously come in all shapes and sizes, some are self-guided, others involve a group ride; furthermore destinations vary depending upon the host’s taste. This year’s “Ride for Warriors” event was about a 100 mile stretch through twisty country roads from Montgomery, Greene, and Clinton counties. Like last year, the Green Knights chose a blend of restaurants and motorcycle destinations, offering participants the opportunity to browse motorcycle merchandise at various dealerships, or grab ice cream and a burger depending on the stop. At the final stop, the Green Knights raffled off several large prize baskets, 50-50, and gave away prizes for highest and lowest hand; after which participants could hang out for food, drinks, and live music.

While I undoubtedly spend a reasonable amount of time wandering around solo, I still do several charity rides each year. Is there a certain charity event you go to each year?

Posted in Events & Rides, Opinion | Tagged Charity Ride, Green Knights, Harley Davidson, Motorcycle, Philanthropy, PTSD, Service Dog, The Battle Buddy Foundation, Triumph Speedmaster | 3 Comments

Destination Menifee County: Gateway to Red River Gorge

Posted on May 28, 2015 by MotoADVR

With the long weekend at hand, the weather cooperated and I finally had a chance to head south to see family, while at the same time enjoying one of my favorite motorcycle rides. As previously mentioned, I make at least one trip to the Red River Gorge area each year; eastern Kentucky is really right in our backyard from southwest Ohio, so I jump at any opportunity to get down there. This first trip was more about seeing family than it was about taking in the sights, but I brought along the new GoPro anyway.

Since visiting took priority over adventure, my Dad and I took OH State Route (SR) 73 out of Dayton down toward Hillsboro to stop in to see my Uncle. 73 is mostly 2 lane, including a few stop lights, but I would consider it to be one of the better state routes leaving Dayton from the “scenic” perspectives. 73 isn’t the twistiest road, but it gets better as you leave Hillsboro headed toward Portsmouth. From Hillsboro my plan was to use SR 41 to skip over to SR 125 in order to ride SR 763 to the river. Friends have told me that 763 is one of the best roads near Dayton/Cincinnati if you like the twisty stuff. 41 out of Hillsboro is actually pretty decent, there are several sections that parallel some local creeks which made for good riding. 125 is also quite scenic from Portsmouth to West Union, however we were headed west out of West Union to get to 763, where 125 is relatively straight.

Finally turning on to 763 I was ready to film the stretch in full length after what I had heard. Suddenly the mood was dampened as I passed a sign reading “Road Closed 0.8 miles ahead”. As friends of mine will attribute, I occasionally treat “Road Closed” signs more like “Caution: Slow” signs. More often than not “Road Closed” is still “open to local traffic only” meaning that the road is passable, just under construction. I don’t have a GPS on the bike (Cell phone only), therefore searching for an alternate route involves stopping most of the time, so I’m known to take is slow and just plow through. That however was NOT in cards this weekend, as “Road Closed” meant “BRIDGE IS OUT!” Apparently 763 will have to wait for another adventure.

Having been shut down by the Ohio Department of Transportation, we headed back south via SR 41., while not amazing, 41 got better as we neared the Ohio River. 41 dead ends into US 52 on the Ohio River in Aberdeen, from there we took the US 62 bridge across the Ohio River into Maysville, Kentucky. Time permitting, I plan on returning to Maysville later this year to try out some of the local food; I don’t know if it’s a Cincinnati thing, or just an “adventure” thing, but I love stopping in river towns to take photos and try the local pub fare.

In east Maysville we picked up Kentucky Route 11 (KY 11); from there it’s usually 11 all the way through Mount Sterling KY, then US 460 to Frenchburg where my Grandma lives. KY 11 is two lane highway for the most part, but considering Kentucky elevation changes, there are sections of “truck lanes” so you can pass slower traffic when headed up hill. 11 is typically 55 mph through gentle rolling hills from Maysville to Mount Sterling, which is pretty much what I envision anytime someone says “the Bluegrass State”; two lane highway lined with grass blowing in the wind, barbed wire fences, livestock, and sprinkled with hay bales, silos, and tobacco barns.

Last year when I was planning a Red River Gorge ride, a buddy of mine pointed out an alternate route which I actually prefer now. Just after Sherburne Kentucky I take KY 1106 east off 11 headed toward KY 36. 1106 is arguably one-and-a-half lane highway through the boondocks, for a motorcyclist, it’s fabulous. 1106 sweeps through the hills and skirts several creeks as it merges with KY 36. 36 is more of the same from Sharpsburg to Owingsville. Unlike Mount Sterling (which is on 11), Owingsville is essentially a one-stoplight town, probably worthy of a visit sometime when I’m drifting about. Out of Owingsville 36 crosses Interstate 64, after which the Appalachian foothills start to appear. 36 enters Daniel Boone National Forest not long after passing I-64, where it stays all the way into Frenchburg. As you near Frenchburg 36 starts to carve through the limestone foothills which starts to make for good photos.

Frenchburg, County seat of Menifee County, really is a one stoplight town. On a Red River Gorge tour I typically stop at the Subway across the street from the courthouse for a sandwich and a bathroom break before getting into the twisties. There are a couple “Mom & Pop” restaurants, an IGA, and couple gas stations, but it’s essentially another sleepy Appalachian town. From here my Dad and I cut down the county roads to my Grandmas house hiding back in the Holler. For folks looking to see Natural Bridge, Sky Bridge, Nada Tunnel, and the rest of Red River Gorge, I recommend taking US 460 from Frenchburg to KY 77. 77 sweeps along the ridge and through the limestone cliffs to Nada Tunnel, then on to KY 11 in Slade, Kentucky. From Slade you can take 11 over to Natural Bridge, or KY 15 to KY 715 to see the Sky Bridge. If things go as planned, I’ll take you on a tour later this summer, photos included. In the meantime, I’ll leave you with a few photos from this weekend and a few from years past.