Listen in as we discuss helmet painting, Hawk GT exhaust destruction and the battle of cogs vs. sprockets.
This episode of The Riding Obsession podcast is brought to you by Ugly Apple Cafe of Madison, Wisconsin where they use local overstock produce to offer a quick, tasty breakfast and also Riding Solutions, helping people become motorcyclists and motorcyclists ride better.
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RIP Mr. Bruce Brown. Farewell and Godspeed. Watch "On Any Sunday" in it's full-length form here!
Robin's Activities ...
- Replaced perforated carburetor diaphragms on the Hawk GT
- Broke the same bike's front exhaust pipe off at the head (thank goodness for rust)
- Packed the Muzzy exhaust can with fresh fiberglass material
Travitron's Activities ...
- Threw a coat of primer on the all powerful moped (50cc Ninja 650 replica)
- Plans to color-match the wheels and add hi-vis paint to the suspension
- Parts arrived in the mail from the most incredible moped parts source ever
Tim's Activities ...
- Toto ain't got nothin' on the Clarkezilla Africa Twin
- Bought supersonic underwear for superonic Africa Twinning
- Has CJ Designs to thank for some excellent custom parts work
This episode's interview features Sara Altieri. Sara is a painter and graphic designer who recently relocated to Arizona. She began painting motorcycle helmets when a friend asked her to custom paint his back in 2013. She agreed before testing methods, applications and paints, eventually moving in the direction of pointillism.
Updated Site Features And Developments
Gone are the days of "you mean your blog?" ... we're a full-fledged website now! Robin's working on some big navigational changes to make the user experience more fluid and logical. Our home page now lists all main category topics with their respective descriptions. The bottom of each category page allows visitors to write an article of their own, just like with our individual articles. We also tweaked a few things with our adsense ads (smaller on mobile devices).
We've been asked to sign up for the motorcycle podcasters challenge. You might sense our excitement regarding the matter as we repeat the domain name some forty fold. The rules are a little confusing but we're honored for the invite.
- Motorcycle Trailering Is All About Bondage
- Don't Be Under A Falling Bike
- UClear Helmet Speakers Are Worth A Listen
- Ride Report: T7 Group Tour (Fall, 2017)
This Month In Motorcycle History
Brought to you by Today in Motorcycle History
At the actual 200-foot jump, lame-ass Knievel gave the appearance of jumping the volcano, but limited the stunt to a ramp-to-ramp jump in front of the volcano with fireworks behind him. Lame. On the same evening only a cab ride away at Paris Las Vegas -Robbie Maddison, live on ESPN in front of a World-Wide audience, successfully jumped 96 feet up onto the Arc de Triomphe in front of Paris Las Vegas.
Maddison caught his breath, took a lap or two around the roof, checked out the view and then descended an 80-foot drop off the monument to return safely to ground level. Plans for your New Year's Eve? Try to not get arrested like last year, will ya? .
From 1954 to 1970 Briggs appeared in a record 17 consecutive World Individual finals, during which he scored a record 201 points. He was a six-time winner of the British Championship. He won his first in 1961 and then dominated the sixties winning in 1964, 1965, 1966, 1967, and 1969.
Briggs also won his home title, the New Zealand Championship, twice winning in 1959 and again in 1963. He was crowned the London Riders' Champion in 1955, a three-timeMidland Riders' Champion in 1966, 1967 and 1970 and was theScottish Open Champion for 1967.Upon Briggs retirement from the sport he became a respected Speedway commentator in England and Europe, as well as the USA. In 1973 Barry Briggs was awarded an MBE for his services to sport and in 1990 he was inducted into the New Zealand Sports Hall of Fame.
Throughout their continental excursion they both kept detailed journals as they witnessed first hand the poverty of disenfranchised native peoples and their frequent lack of access to otherwise cheap and basic medical care. The two men were especially deeply affected in Chile when they visited the American-owned Anaconda Copper's Chuquicamata copper mine and met men working their asses off for nothing more than pennies and suffering from silicosis (a form of lung disease caused by inhaling silica dust). Granado later lamented that although he and Guevara were impressed by the mine's high-tech machinery, "this was eclipsed by the indignation aroused when you think that all this wealth only goes to swell the coffers of Yankee capitalism." The two friends encounters with South America's "downtrodden and exploited" such as the copper miners, migrant sheep shearers, and Indian peasantry were a major influence on both their lives.
For Alberto Granado, it confirmed that there was a wider world to see and help than the middle classes of his hometown, while in Che Guevara it ignited a burning desire to tackle the cause of such misery, which he came to see as capitalism. These experiences also galvanized both men in realizing their future vocations — Guevara towards Marxist revolutionary politics and Granado to the pursuit of practical science.
They talked about Knievel's career, family, dreams, fears, crashes and his wild daredevil lifestyle. The program also showed archival jump footage, photos and news articles, all showing not only how famous he became, but also other little known elements to his personality. Hammond also conducts interviews with Knievel's former bodyguard Gene Sullivan, former daredevil Debbie Lawler and his former publicist Shelly Saltman, who was assaulted by Knievel in 1977, an attack which destroyed Evel's reputation and eventually caused him to declare himself bankrupt.
On the final day of filming, Evel asked Hammond to go and view his tombstone which he had paid for himself. Sadly though, the viewer can see that Knievel's health was deteriorating, a few times as Hammond was preparing to engage him he was taken away in need of medical attention. "You can't ask a guy like me why I performed.
I really wanted to fly through the air. I was a daredevil, a performer. I loved the thrill, the money, the whole macho thing.
All those things made me Evel Knievel. Sure, I was scared. You gotta be an ass not to be scared.
But it sure beat the hell out of death." .
"In the early 1970's there must have been somebody at Suzuki headquarters who was a numerologist, and felt that 185 had to be a lucky number. In 1971 there appeared the TS185 Sierra, a 183cc two-stroke single set up as a woods bike; followed by the GT185 Adventurer in 1973, this 184.8cc two-stroke twin street bike; and then the 1974 TC185 Ranger, a woods bike that was quite similar to the TS185, differing mostly with its dual-range transmission.
Now that we have brought up the TS and TC, we’ll ignore them and focus on the GT. In 1972 Suzuki began putting the GT (Grand Touring) prefix on its street bikes, from the GT750 LeMans (better known as the Water Buffalo), to the GT550 Indy to the GT380 Sebring, all triples, and then the GT250, GT185 and GT125 twins. Suzuki was in its two-stroke stage back then, and had built some exceptional machines in the late 1960's, followed by the excellent triples.
One innovation of which the company was most proud was the Ram Air concept, very apparent on this little twin. Take a close look and one sees that this is a vertical twin, parallel cylinders standing upright. The cylinders are perfectly square, 49mm by 49mm, and the air rams are actually built into the cylinder heads.
As opposed to being bolted on, as with the 380 and 550 triples. The patented Ram Air design was not of any use around town, but out on the open road it allowed these two-strokes to motor along at close to maximum power with no undue side effects, such as overheating. Focusing the air right over the cylinder heads does wonders in getting rid of the heat.
The GT185 ran a healthy 7:1 compression ratio, claiming some 21 horsepower at 7,500 rpm, most of which were galloping along when the speed-o needle was at the 75-mph mark..." .
Totally unsatisfied, in 1968 Munch used an 1177cc, 88hp, NSU TTS car motor for his new beast, the Münch4 1200TTS. The new motor was prone to break the heavy-duty spokes on the rear wheel, so Munch developed a unique and much stronger cast magnesium 'turbine-style' rear wheel, while retaining a spoked wire wheel up front. That front wheel would be given a little extra stopping power by using a massive 10-inch diameter magnesium casting front brake.
The fuel tank and side panels were made of hand-hammered aluminum, while the seat, headlight nacelle, wheels and brakes were magnesium. Despite the extensive use of lightweight materials, the Mammut weighed an elephantine 650lbs. American motorcycle entrepreneur Floyd Clymer invested in the Munch brand from 1968, marketing the bike in US as Clymer-Munch Mammoth IV with the slogan "Built up to a standard, not down to a price".
Clymer died before any serious production began. There were only about 500 ever built. Malcolm Forbes owned two Munch motorcycles, one of which he allegedly gave to Elizabeth Taylor.
All I can think to ask is, why? .
At Montlhery, a banked concrete track, south of Paris, Ray would record a new outright motorcycle record for the banked track, averaging 145mph, which for the mid-fifties was mind-boggling, hell, damn near heroic. At the time the fastest lap ever achieved on the French "Brooklands" was by a Grand Prix car at 147mph. On a dull, overcast November day in 1953, Ray Amm, squeezed into the Kneeler and covered 133.71 miles in a single hour on the same Montlhery concrete saucer.
That would be impressive on a current race bike running on a modern, high grip speed bowl. In the damp and danger of Montlhery in early winter, and with only 36bhp, the achievement was incredible. The Norton Kneeler is one of the center pieces of the Sammy Miller Motorcycle Museum,Bashley Cross Roads, New Milton, Hampshire, BH25 5SZ .
"Ms. Mimms has shown that she is incapable of caring for a young cycle," judge Leon Orem said. "It is the recommendation of this court that the hog be taken into the custody of the state until it can be placed in the care of a more suitable mama." Among the Mimms transgressions cited: infrequent filter replacement, negligent outdoor storage of the bike and inadequate theft-proofing measures.
Today in motorcycle history proudly supports the National Association for Bikers with a Disability (NABD). www.nabd.org.uk Posted by Unknown at 5:56 AM Email ThisBlogThis!Share to TwitterShare to FacebookShare to Pinterest.
"Rich S" of Boscobel, Wisconsin asks ...
Is it safe to leave the battery in your motorcycle over the winter (while the bike is winterized) so long as it's [build_link]https://www.amazon.com/s?k=battery+tender+junior&tag=theridiobse-20|tendered|||Battery Tender Junior[/build_link]?
Our answer ...
Yes, assuming the battery is tendered in an above-freezing garage. Outdoor parking urbanites might consider removing the battery from their bike before tendering it in a warmer location. Sealed vs. water-filled systems have their differences as well.
Should you have any motorcycle-pertinent questions you'd like answered, email them via our contact form or by calling (224) 358-3010.
Mess A La Moto
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Tune in next time for more discussion on all things specific to sport touring or universal to motorcycling as a whole.
Safe travels, everyone!