Working on Mistress, My Yamaha V-Star 1100 Classic

Made some progress today fixing Mistress, my 2003 Yamaha V-Star 1100 Classic. Ordered a new Light bar kit to get the hollow bolt to remount the left side driving lamp.

Remounted the windscreen, tightened the handle bars & reinstalled the clock & temp gauges.

Removed the saddlebags and left rear turn signal & straightened the mounting bar.

Still need to order new clear turn signal lenses & Star eyebrows.

Motorcycle Parking Lot Dangers

Motorcycle Parking Lot Dangers

I’m beginning to think that parking lots are just as dangerous, if not more so, than riding on streets or freeways. No, I have not been involved in any parking lot skirmishes, but I have seen the aftermath of several automobile parking lot crashes recently. So, when you turn off the main drag don’t relax and let your guard down. I think there are more dangers per foot in a parking lot than on the main road.

For one you have a lot of vehicles that have to be backed out of parking spots and a lot of them will be doing so blindly. It’s not that they just don’t see you like when riding in traffic, it’s that they can’t see you at all. Maybe those loud pipes will come in handy here. Parking lots can be more populated than streets or freeways. So, you have to be on your toes and proceed cautiously all the while being prepared to come to a sudden stop. Also, drivers tend to use their turn signals even less in parking lots than on the main roads.

Yes, you are (hopefully) slowing down but that also brings on its own stability issues you don’t have at higher speeds, losing the motorcycles gyroscopic stability. Slow speed maneuvering is an art form in of itself and is a skill if you are not proficient at I recommend hitting some empty parking lots and practicing before venturing out onto public bumper car lots. There are several good motorcycle books and DVD’s out on this very subject.

Another problem to watch out for is vehicles cutting across the lot and not in the designated driving lanes, trying to beat someone to a cherry parking spot. This happens even on empty parking lots with vehicles driving through the parking spaces.

Crowded parking lots also present the problem with pedestrians, especially small children, stepping out from between parked cars right in front of you. Shopping carts can come from anywhere as well. Trash and debris such as glass and cans are hazards that can also be found strewn haphazardly around parking lots.

So, the next time your turn into a parking lot, don’t start to relax. It’s not the time to put your head in stand down mode, on the contrary, it is time to be more on the alert and put those slow speed parking lot maneuvers that you have practiced to use. Ride safe.

Ride on,
Torch

Kewlmetal Kewlock Review

Kewlmetal Kewlock Review

My Mistress, a 2003 Yamaha V-Star 1100 Classic, came with Kuryakyn ISO grips and a pair of Kewlmetal Kewlocks already installed when I purchased her used. I must say that I have found the Kewlocks one of the most useful accessories on the bike, especially since purchasing a Scorpion EXO-1000 full face helmet for winter and rain riding. It gets used almost every day during the winter now.

Here is a shot of the Scorpion EXO-1000 hanging from the Kewlock, (click on all photos for larger image).

On the V-Star the factory helmet lock is ingeniously located on the left rear fender so that if you install a set of saddlebags it renders it absolutely useless. Makes you wonder just what the engineers were thinking, or smoking, when they designed the bike. Anyway, Kewlmetal has designed a useful accessory to add a helmet lock to the end of one or both sides of your handlebars or grips called a Kewlock.

I know she needs a bath, but keep in mind I almost always ride and its winter.

You can get installation directions online at their website to see how they are installed. Once they are installed they are simple to use. They come with a key which fits into the end of the lock. When the key is turned in the lock a center spring loaded pin pops out about ¼ an inch which opens the slot in the side of the lock. You simply slide in one of the metal rings from your helmet strap into the slot and push the pin back into the lock and it automatically locks the pin in place with the helmet ring inside.

Close up of Kewlock side view of lock with pin in center.

If you do not have a ring that will fit up into the Kewlock slot they make extenders that make it easier to attach. The extenders are a 1 ½ inch thin piece of metal that can be slid into your helmet ring and has a hole on the opposite end that fits easily into the Kewlock. I have not had to use an extender but I do have to turn the helmet rings sideways to get them to fit up into the lock far enough to lock in. Kewlmetal also has neat designer helmet lock extensions on their website.

Closer shot of the helmet ring inside Kewlock.

I usually do not lock up my half helmet at work or at home in the garage; I just lean it on the right saddlebag or hang it on the right handlebar. I do lock it up anytime I go someplace public. My full face helmet I always lock up, the darned things are just too danged expensive. The only disadvantage to using the Kewlocks that I have found is that if your bike happens to get caught out in a shower your helmet gets soaked inside. Don’t ask me how I know. However, that can happen even when not using Kewlocks though.

You can store your gloves & other headgear inside your helmet.

Kewlmetal Kewlocks are a simple tool that makes riding much more convenient and when left unattended, your helmet much more secure. Torch gives the Kewlmetal Kewlocks a M.M.M. Rating of 9.5 on a scale of 1-10.

Ride on,
Torch

Note: All picture except the top one taken with an old little Sony DSC-S650 7.2 Mega Pixel camera.

Embarrassing Moments in Riding

Embarrassing Moments in Riding

I have had many embarrassing moments as a motorcycle rider when I hoped and prayed no one was watching. I’ve only been riding for a year and a half or so now and at times I still feel like a bull in a china store on two wheels, with a blindfold on. Here for your entertainment and pleasure, in no particular order is a list of some the stupider things I’ve done. Kids, please don’t try these at home.

I have managed to walk in the house with my helmet still on, looking like an astronaut walking on the moon, a couple of times, not on purpose. Duh!

I’ve leaned over forgetting my helmet was on with the extra clearance needed, and banged it on things, so much for keeping it in pristine condition. Is klutziness inherited or communicable?

I’ve knocked my helmet off the bike onto the cement scuffing it up. Permanent marks don’t you know and I’m still looking for decals to cover them up.

Almost looking like a cheap fake bake, I have gotten sunburned on my face, ears and hands from not wearing sunscreen on a long bike ride. I now carry a bottle in my saddlebag, thank you.

I’ve been caught in the rain and my clear riding glasses smeared with road grime when I tried to wipe them off with my gloves so bad I could not see out them any more. I finished riding home looking over the top of the glasses. I learned my lesson and will no longer attempt to wipe them once it starts to rain; it’s hard to ride by sense of smell and sound.

I rode off from work half cocked once without strapping my half helmet on and had to pull over off the access road, remove my gloves and fasten it on. Boy did I feel like an idiot. Maybe I am?

I’ve driven off haphazardly several times forgetting to put my eye protection on. My windshield does not block everything from hitting my face, that’s for sure.

I found out that new leather boots are not waterproof and need to be sprayed down with something to waterproof them. Then I found out that you have to reapply the water proofer periodically ever few months or the boots will loose their waterproofness.

One time I neglected to buckle my saddlebag just closing the lid and wound up loosing a good pair of clear riding glasses on my way to a bike night. That’s just brilliant, huh?

Not long after getting the bike I almost dropped it the first or second time I pulled out of my driveway on my way to practice riding at a nearby parking lot. I ended up with a black and blue bruised up and soar leg from that one. OK, so Evil Knievel I’m not.

I completely lost one whole saddlebag while riding home once when I was exiting the freeway. I felt like a two inch tall moron in leather pulling over to walk back and get it. At least I can still use the damaged bag, go figure.

I stalled the engine once like a teenager learning how to drive a standard transmission, after coming to a stop to make a left hand turn into my neighborhood. I think I was too distracted by the cager coming up fast on my six.

One really freezing cold day I got stuck in traffic on the freeway while on the way home from work and the motor was not warmed up enough with the enrichment lever (choke) turned off and it stalled while I was in the fast lane when I came to a stop and I had to pull over to the left shoulder to restart the bike, and I call myself a commuter, geesh.

On at least two occasions I have gone to put the kickstand down and my foot lost grip and slipped leaving my leg above my ankle with a nice scrape down it. I must confess that I may not have been wearing the proper riding foot gear at the time which may have contributed to my pain. What does ATGAT stand for again?

Believe it or not, plastic melts on hot engine. I found that out one day when I left the end cover of my battery tender connector loose and it laid a little too close to the rear cylinder head. It also makes a strange burning odor when this happens.

Several times I’ve had to make the biker “Ya, I’m Cool” move putting my left foot up on the floorboard, while checking to make sure the bikes in first gear. Yes, I’m so cool I’m downright cold.

I have accidently taken off from stops in second or third gear, having forgotten to down shift when coming to the stop. That’s a real impressive look taking off lugging the poor little V-Twin down slowly gaining speed like a trolling motor pulling a forty foot yacht. What was I thinking, or, maybe not?

Every now and then I still hit neutral instead of first or second up-shifting or downshifting. Some times I hit it several times in a row for effect. Yes, that was me revving up the engine and not going any where fast.

One cold but blindingly bright day I put down the internal smoke colored visor inside of my full face helmet as I drove off from work. It immediately fogged up so I could not see, and I was in traffic. Feeling like Stevie Wonder on two wheels, I attempted to put it up but could not feel the lever with my winter riding gloves on, so I opened the face shield and popped it back up. Then when the regular shield started fogging I tried to open the shield and could not open it. When I got home I found that I had accidently locked the visor down tight like a chastity belt when I attempted to put the inner visor up. At least I had not permanently broken something.

Once, like a football player in his first ballet class, I was turning into my neighborhood and had not slowed down enough, so I swung way too wide, and headed for the right curb like a bird spotting a new clean car. Target fixation had kicked in but I managed to lean her so far enough over I scraped the left floorboard with a jolt. I still managed to slightly scrape the right curb with the other floorboard and I almost dropped her. I’m sure the people in the neighborhood watching were probably wondering what the heck I was doing. Just think of all the sparks if it would have been darker.

I hope you got some laughs on my behalf, and maybe, just maybe, picked up a tip or two so as not to replicate any of my stupid antics. Please feel free to share some of your own; it’s a lot easier now that I got rid of that other comment program.

Ride on,
Torch

A Few Things I’ve learned about Motorcycling

Image by GmanViz via Flickr

I have compiled a list of a few things I’ve learned while commuting back and forth to work and taking several longer trips in the short amount of time I have been riding. Not in any particular order;

Gasoline fueled V-Twin motorcycles will not run without gas.

Even light sprinkles of rain sting bare skin at 80 mph.

If you don’t know where your horn button is you might hit your high beam switch instead.

On a 40 degree day the wind chill at 80 mph makes it feel like 23 degrees.

Metal storm grates are slick as ice when they are wet.

If you forget to turn your fuel cut off back on your bike will stall about two blocks from your house.

Non-waterproof shoes, your socks, and feet will be completely soaked after riding in the rain even with a rain suit on.

Yes, motorcycles do make you invisible.

It is not safe to talk on a cell phone while riding, (no Bluetooth).

Even if a cage drivers does see you they do not consider you a large enough threat and will still pull into your lane running you off the road.

Most cage drivers do not look before changing lanes.

The loudest decibel horn cannot be heard inside a closed cage with the radio on.

You cannot trust gas station nozzle pumps to stop in time.

At night in a hard rain with clear ridding glasses on you cannot see the lines on the freeway.

When passing or being passed by large trucks in the rain you cannot see anything for a few seconds.

Goggles are better than glasses on a windy day.

If you do not secure your saddlebag lid down you will loose things while riding.

If you think there is a chance of rain and put on your rain suit it will not rain.

If you think there is a chance of rain and do not put your rain suit on it will rain.

In winter without proper gloves your hands will get cold and stiff even on a short ride.

Animals will run out in front of you at the most inopportune time.

You will not notice that your mirrors are not aimed properly until you are already underway.

Unless you have ABS your brakes can and will lock up when pushed hard enough.

It is a lot harder to stabilize a motorcycle at a stop riding two up.

You can get sunburned just as easily riding a motorcycle as not.

People give you strange looks when you are wearing leathers.

It is hard to get things out of your front pockets wearing chaps.

No matter how long you sit at some stop lights on a bike they just won’t turn green.

The more chrome you have the longer it takes to clean your bike.

No matter how fast you are riding there is always another motorcycle going faster.

Not everyone on two wheels waves back.

Even other motorcyclists think you are crazy when you ride all the time.

Parts of your motorcycle will vibrate loose and sometimes you may loose parts of your bike while riding.

Different parts of your body can get tired and sore on long rides.

A leg cramp while riding a bike is a pain in the rear.

Aside from shaving your head there is no sure cure for helmet hair.

Don't ask me how I know....

Ride on,
Torch

How good is Your Motorcycle Oil?

How good is Your Motorcycle Oil?

The argument about what the best oil for your motorcycle has been keeping internet forums in business for years and yet the great debate still rages on. Do a simple online search and you will get mounds of information on dino oil vs. synthetics and synthetic blends against Full Synthetics. Then the debate rages on as to which full synthetic is better.

I do not want to enter into a debate over oils. I will however tell you to use one with the proper ratings your MOM, (Motorcycle Owners Manual), calls for. I will also tell you to change the oil at least at the factory recommended intervals. Lastly, use a good oil filter. Oil filters are not all created equal, but that is another raging debate, and the topic of another article.

I will share with you what I have seen with my own eyes about engine oils. One of our automotive supply dealers, Dealer Industries, representatives came buy the shop with a Bardahl representative to demonstrate some of their products for the Technicians and I got to set in on a couple demos. One of those demos was for Bardahls engine oil additive.

For the engine oil additive demo they had a machine set up to demonstrate their additives lubricating prowess. This machine was basically a heavy duty metal box with an electric motor inside. The motor was hooked up to spin a bearing race on front of the box. There was an amp meter hooked to the motor to show how many amps the motor was drawing as a bearing as pressed down against the spinning race. On top of the box was a series of levers to increase leverage on an arm that held the bearing to press against the spinning race. The bearing was a standard case hardened cylinder shaped bearing similar to a wheel bearing. The arm was also hooked up to a pressure gauge that included a marker to mark the highest pressure the gauge went to. On the front of the box was a small container to hold the oil that was being tested against the spinning race and kept it about one quarter submerged.

They started by testing the bulk oil, Chevron 30 SAE weight, we use for engine oil changes at the dealer I work at. They turned on the machine that started the race spinning and made sure it was smooth by rubbing a piece of emery cloth against it as it spun. Then they filled the oil cup with the bulk oil. The bearing race now was one quarter submerged in the bulk oil as it spun. A new bearing was attached to the arm directly above the race and the operator pulled the lever down and started pressing the bearing against the race that was spinning in the oil. He slowly applied more and more downward force. As the force of the bearing increased against the spinning race the amperage the motor was drawing increased as did the gauge showing how much pressure was being applied to it. Finally enough downward pressure was applied to the bearing that it stopped the race from spinning.

The operator released the pressure and the black arm of the pressure gauge marked where the bearing seized the race. The pressure gauge did not make it very far up with the dino oil lubricating the bearing and race combination. If memory serves me right it only went up to around 25 on the gauge. What that number relates to in pounds per square inch I’m not sure but the point to remember is where that mark is in relationship to the other test marks.

Next he added some of the Bardahls engine oil treatment to the dino oil, about a half a teaspoon I would guess. Then he started applying pressure again. This time the bearing did not lock up until the pressure gauge read around 95. I was slightly impressed in the change their additive made. I must admit I was also very skeptical and everyone watching was looking for some slight of hand, after all we all refer to these chemicals as “snake oil”.

The demonstrator then said lets compare that to the synthetic that you use. We gave him a bottle of the Mobil 1 10W-30 we use in our synthetic oil changes. He proceeded to clean off the race, clean out the little oil cup and rotated the bearing so we could see how the Mobil 1 stacked up. While this was going on I asked him if their additive was compatible with motorcycle wet clutches and he did not know. Finally he was ready to test the Mobil 1.

I was not sure how I expected the Mobil 1 to do on this test but I know that I expected it to do a lot better than it did, especially after all the hype and the expense of Mobil 1. The demonstrator slowly pressed down and the bearing locked against the race bringing it to a stop with the pressure gauge reading around 45. For some reason I had expected it to do a lot better than the dino oil with a little additive thrown in, but it hadn’t. I them asked if he had tested AMSOIL on the machine and he had not but offered to if I had any. I asked what other synthetics he had tested and it was good to hear that he had tested Royal Purple and it had gotten one of the highest readings.

Curiosity was about to kill me now so I went out to my Mistress and got the half a quart of AMSOIL 20W-50 Motorcycle oil I keep in my saddlebag to have it tested. The Bardahl representative finished cleaning off the race, bearing and oil cup and we were ready to test the AMSOIL. Note that this test was not completely fair against the Mobile 1 because the AMSOIL was 20W-50 weight oil and the Mobil 1 was 10W-30. I thought the results were spectacular and it made me very happy in the oil I had chosen to run in my Yamaha V-Star 1100 Classic. He slowly applied pressure again and the gauge just kept going up and up even passing what the Chevron oil did with the Bardahl additive.

The bearing finally did seize against the spinning race and stopped it with the gauge reading around 135. I was impressed by the AMSOIL. The bearing itself incurred the least amount of damage from the race with the AMSOIL as well. The only variance in the tests that I could tell was the rate at which the operator applied the downward force to the bearing. If this part could be automated it would have taken out the only variable and opportunity for slight of hand that I could see. I honestly do not think that it would have made a difference in the outcome of the tests though.

I did not write this to bash other engine oils or to put AMSOIL up on a pedestal. I did want to let everyone know what I had witnessed with my own two eyes. I also kept the bearing that they used in the demos and have pictures to show the amount of damage done to the bearing before it locked the race up. I wish I had taken a picture of the machine they used for the demonstration. I could not find a picture of one on the internet, only similar ones. The amp gauge was nice in that it showed how much friction was there between the race and bearing as it strained the motor. I was happy with the AMSOIL results and makes me want to switch to AMSOIL in my other vehicles if I ever get some new ones. I give AMSOIL 20W-50 Motorcycle oil a M.M.M rating of 10.

Ride on,

Torch