Why go from A to B in a straight line? How boring! That's not how an adventure tourer rolls. Recently I had to travel from Sandy, Oregon to Diamond Lake, Oregon. There is a boring A to B way to get there, and there is a route more appropriate for a Two-wheeled Astronaut.
My goal was to travel along mostly Forest Service roads along the western slope of the Cascade mountain range. After poring over topographical maps and consulting Google maps, I picked a route. I would stay one night at Diamond Lake, then retrace my steps back home.
To start, I rode on highway 224 from Sandy to Ripplebrook ranger station, then south on NF 46 to Detroit, OR. Familiar stuff. The air was getting thick with wildfire smoke, some from as far away as British Columbia, but the most was from the nearby Whitewater fire east of Detroit in the Jefferson wilderness.
After getting gas and a snack in Detroit, the next leg took me along highway 22 into Sisters, Oregon. I stopped at a Chevron station for a quick break. The station was busy, and had nearly two dozen bikers on cruisers, revving their engines and blasting their stereos. The next leg would take me on highway 242 up and over McKenzie Pass.
This was new territory for me, and I regret not having ridden it before. The scenery was incredible! High, jagged lava rock walls lined the narrow road. The road itself was narrow and twisty in parts, especially on the western slope of the summit. At the summit itself was an incredible view of the Three Sisters.
The western slope of highway 242 winds its way down through primeval forest, with many switchbacks. It was 2nd gear heaven.
Highway 242 merged into highway 126. I stopped in the community of Rainbow for a snack before catching the Aufderheide Drive (NF 19) headed south. This road memorializes a beloved Forest Service manager that passed away in 1959. It follows the western shore of Cougar Reservoir before heading up into the forest. The road had excellent pavement, wonderful curves, and more trees. It is a fantastic riding road.
NF 19 ends in the small community of Westfir, which lies a mile west of Oakridge, on highway 58. I pulled into Oakridge and got gas, then ate lunch at the very busy Dairy Queen next door. The temperatures and wildfire smoke were both high so it was nice to get inside and enjoy some air conditioning.
The next leg was my biggest concern for the trip, as I had the least amount of information about the route. I took NF 21 south along Hills Creek Reservoir, a familiar pattern before heading up into the hills. The road was in good shape and the scenery was nice (mostly forest), but the route itself wasn't as clear. I saw some signs that indicated it was the Diamond route, or something. NF 21 turned into NFD 2145, and began to climb elevation. Once I was over 4,000 feet, the pavement ended.
The gravel road was covered in washboard ripples that got deeper and more aggressive, jarring my bike's suspension. My GPS was unsure where to take me, and after stopping to consult my topographical map, I realized I likely had 60 or more miles of that nasty washboard road to go before I hit highway 138 north of Diamond Lake.
At this point I had ridden 34 miles into the wilderness after leaving highway 58 in Oakridge. I could press on with an uncertain outcome, beating myself and my bike to death on a gravel road with worsening conditions, or I could backtrack and take the paved and safe but long way around.
It was already after 4 PM, and I didn't want to get stuck on back roads with an uncertain route after dark. I erred on the side of caution and backtracked to Oakridge. There, I caught highway 58 east over the Willamette Pass, then highway 97 south. I gassed up in Chemult and chugged a bunch of water, as I was getting dehydrated from the long, hot day. A dozen miles down the road brought me to Diamond Junction, where I rode up to the lake and my rest for the evening. I didn't get there until 6:30 PM.
The next morning, I left Diamond Lake at 7 AM and rode into Chemult where I had an unappetizing breakfast at the Pilot gas station and adjoining Subway sandwich shop. At least the trucker coffee was good. I backtracked up 97 and then 58 to Oakridge, where I filled up my gas tank. I headed north on NF 19, the Aufderheide Drive.
The air was getting thicker by the mile with wildfire smoke. It became apparent that the fire was nearby. I came around a bend and saw a fire crew truck with two firefighters in reflective gear and hard hats, stopping traffic. The young man told me the road ahead was blocked by fire down to the pavement and they wouldn't let me go through. I could either backtrack or take a gravel detour up into the hills.
The firefighter was nice enough to give me written directions for the various Forest Service road junctions, but he cautioned, "It may take you an hour." He wasn't kidding.
I left the pavement and headed up into the hills along some steep gravel roads. I was standing up on the pegs the whole time, and rarely got into second gear. The smoke was thick, but soon I was above it. The wildfire smoke settled half-way up the valley, and once I was above it, it looked like a field of white snow that I could have walked across. It had its own beauty ... when I wasn't trying to topple off the narrow, jagged rock road.
I eventually made it back down into the smoky valley floor and back onto pavement. After looking at the map back home, I estimated I'd made a four mile detour that took an hour to travel.
Back in Rainbow, I stopped for gas and a much needed snack break. This time the air was clearing a little bit. I headed east, past where 242 branched off toward McKenzie Pass, and continued north to where highway 126 merged with highway 20 and then highway 22 north to Detroit. The further north I travelled, the thicker the smoke became.
I stopped in Detroit to top off my gas tank, and then boogied up NF 46 toward home.
The first day of my trip, I rode 434 miles and was on the bike from 7:45 AM to 6:30 PM. That had been my longest riding day ever, in terms of hours, and maybe even in terms of miles. The second day was 356 miles, but I was only on the bike from 7 AM to 3 PM.
My bike now needs new tires, a new chain and new sprockets. It's covered in dust and is resting comfortably in my garage.
It was a tiring trip, and I'm thankful I stayed upright and never got lost.
Adventures only suck while you're having them.
Monday, August 7, 2017
Thursday, March 9, 2017
A writer as well as a rider
Did you know I am a published author?
I have written three novels -- a trilogy! -- available at Amazon.com individually and as a single volume. All are available as eBooks, and most are available in paperback; I'm currently working on releasing the third book in paperback form.
The trilogy is called The Taesian Chronicles.
Book one is Ohlen's Arrow. "Vengeance drives him. Can honor save him?"
Book two is Ohlen's Bane. "There is no honor among brothers."
Book three is Paragon's Call. "The sunset of an old hero. The dawn of a new foe."
I am currently in the process of writing the fourth book, which will be the first of three books in a second trilogy. Stay tuned.
If you want to learn more about my writing career and discover more about the books I write, be sure to visit my author's blog at www.ruckerworks.com.
I have written three novels -- a trilogy! -- available at Amazon.com individually and as a single volume. All are available as eBooks, and most are available in paperback; I'm currently working on releasing the third book in paperback form.
Book one is Ohlen's Arrow. "Vengeance drives him. Can honor save him?"
Book two is Ohlen's Bane. "There is no honor among brothers."
Book three is Paragon's Call. "The sunset of an old hero. The dawn of a new foe."
I am currently in the process of writing the fourth book, which will be the first of three books in a second trilogy. Stay tuned.
If you want to learn more about my writing career and discover more about the books I write, be sure to visit my author's blog at www.ruckerworks.com.
Monday, February 13, 2017
Too much snow
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| Ripplebrook Ranger Station, 1,500 ft. elevation |
I rode my 2007 Suzuki V-Strom 650 up highway 224 to Ripplebrook Ranger Station and discovered just how bad the situation is. The ranger station is at approximately 1,500 feet above sea level, and there is still at least a foot of snow in the trees, and more in less sheltered areas.
At Ripplebrook, highway 224 ends and NF 46 begins, heading south toward Detroit. The highway department maintains the road for winter travel on highway 224 but not beyond that. This means we may have to wait until June before the snow finally melts and allows through-traffic to Detroit.
This is frustrating for people like me who enjoy NF 46. The highway department would need only a single truck to push through and plow 46 once there is no more chance of snowfall, say in April sometime. This would open the road. What often happens is a 1/4 mile or 1/2 mile section remains snowed over, with bare pavement on either side. Four-wheel drive trucks will sometimes push through, but they sometimes get stuck, and the ruts they create are too deep or narrow for motorcycles to get by.
A snowplow could come in and get rid of it in a matter of an hour. Done.
Wednesday, July 6, 2016
Bike Camping in Eastern Oregon
I recently took an overnight trip on my 2007 Suzuki V-Strom (DL650) to eastern Oregon. Although the premise of the trip was to meet some friends at a remote hot springs, I was also using it as a shake-out trip to sort out gear and methods for bike camping. The former didn't happen, and the latter proved to be very informative.
To start, my route from Gresham to Tygh Valley was uneventful, taking familiar paths of highways 26 and 35, to NF48 through Wamic. Once in Tygh Valley, I took highway 216 past Sherars Bridge over the Deschutes River, and up the dramatic east side road to Grass Valley. The climb out of the river canyon on 216 is twisted and dangerous, with no guard rails and zero room for error. Survive it, however, and you'll have great memories of the experience. Riding a motorcycle is like that.
From Grass Valley up highway 97 to Wasco, then southeast on 206 to Condon, I rode through some incredibly beautiful scenery. It is almost exclusively wheat fields and wind turbines, with views that include Mt. Jefferson and Mt. Hood in Oregon and Mt. Adams and Rainer in Washington. The road surface is in fantastic shape, and follows the rolling contours of the land as if Vivaldi composed it himself.
I gassed up in Condon--which sells ethanol-free premium unleaded--and continued south on highway 19 to Bear Hollow county campground south of Fossil. There I parked the bike, busted out my MSR Pocket Rocket stove, and made lunch from freeze-dried Mountain House beef stew. There were a few house flies bothering me, but otherwise it was a pleasant stop.
Whenever the road dropped in elevation, the temperature rose. By the time I stopped at the Thomas Condon Interpretive Center near the junction of highways 19 and 26, it was downright hot. I filled up my water bottles, merged onto highway 26, and rode east to Mt. Vernon for gas at the Chevron station.
By this time, it was nearing 4 PM and I had somewhere to be. My goal was Ritter Hot Springs, which was north of Long Creek off of highway 395, just across the middle fork of the John Day River. The stretch of 395 north of Mt. Vernon has some incredible high prairie views that make you say, "Wow!" inside your helmet.
I found Ritter Road and took my time following its tight curves ten miles west from 395 to the hot springs. The road is in rough shape and matches the contours of the middle fork of the John Day. When I arrived at the hot springs the first sign I saw said, "No alcohol on the premises." I had purchased a six pack in Mt. Vernon to share with my friends. Sorry, not allowed. I pulled into the hot springs parking lot and was disappointed at how run-down the place was.
The buildings were constructed in the 1800's, and looked as if they haven't been upgraded or repaired since then. I used the restroom and had to tell some very large spiders to get out of the way. Walking around the main building and the pool, I checked out the grass tent area. It was crowded asses-to-elbows with tents, and the only space remaining was on a steep slope. My tent would have been within arm's length of another. I walked back to my bike and noticed a sign on the pool fence, "Pool closed until 8:45 PM Saturday." I recalled reading that the hot springs were owned by devout Seventh Day Adventists. It made me wonder if the Creator of the Universe and Lord of Hosts would smite me if I dipped my toe in the water at 8:44 PM.
Shaking the proverbial dust off my sandals, I suited back up and rode away. My friends hadn't arrived yet, I would not be allowed to enjoy a cold, well-deserved beer, and I couldn't enjoy the pool until after dark. Plus, the crowded camping situation had me longing for solitude. I headed south on 395 back toward Mt. Vernon.
Somewhere between Long Creek and Mt. Vernon, I found a gravel road and headed up the hill into the Malheur National Forest. After riding about two miles up to the 4,200 foot elevation mark, I found a flat spot in the grass, parked the bike, and made camp. I had the woods all to myself.
I was glad to be at higher elevation. The temperature was much cooler than it was at the hot springs, although it was still warm enough to be in short sleeves. There was no rain in the forecast so I didn't worry about putting a tarp over my Eureka Backcountry tent.
After dinner and cleaning up, I gave myself a sponge bath with a couple of baby wipes. I felt somewhat foolish standing in the middle of the woods stark naked, running moist towelettes over my arm pits and nether regions, but after the sweaty ride getting there, it was the best I could do. There were no creeks or lakes nearby. Once that was done, I changed into fresh clothes and laid down in my tent to read on my iPad. Prior to departure I loaded up a few new books. The iPad is great because you don't need a flashlight to read. That helps if night comes and you're still not tired enough to sleep. It had been a long day, I was tired, and I was looking forward to a good night's sleep.
Alas, that was not to be. Although I don't know why, I didn't fall asleep until sometime after 3 AM. My sleeping bag was comfortable and I was never cold. My air mattress was comfortable. My pillows were comfortable. I think my brain just didn't want to shut up. Once I fell asleep, I slept well, but it wasn't nearly enough. I was awake by 5:30 AM. At some point during the night, I got up to relieve myself and was amazed at how many stars were visible. The Milky Way was brilliant. I also heard a lone coyote yipping and yowling about 100 yards away during the night.
Despite my lack of sleep, I felt happy when I got up and made breakfast. I started with a cup of hot coffee (Starbucks singles). Then I followed it with Mountain House blueberry granola. You only add a half-cup of cold water and stir, no heating required. It was surprisingly good. Once that was done, I cleaned up camp and loaded everything on my bike. Other than my lack of sleep--which was the fault of my brain and not my gear--it was a fantastic camping experience. The solitude was especially nice.
I left a few minutes after 7 AM and rode down the gravel road, out of the forest, and onto highway 395. I got to Mt. Vernon and filled up my gas tank, then got a proper breakfast at the Silver Spur Cafe. After I ate, an older gentleman from the area chatted me up outside as I suited up. We talked for about 20 minutes and had a great conversation.
The wind between Fossil and Condon and Grass Valley was intense, but the scenery going in the opposite direction was more than worth it. Any good road should be ridden in both directions to get the full experience.
By the time I got home, the round trip had been 700 miles. My gear worked perfectly, the weather was great, and I saw some amazing scenery. Eastern Oregon has some wonderful motorcycling roads and a lot of beautiful country to explore.
Thinking about my trip, I had a realization about loneliness. Although I spent the night alone in the woods, without any sign of people or civilization, I never felt lonely. In fact, I quite enjoyed the experience. The only time I feel lonely is when I'm by myself around groups of people I don't know. If I had stayed in a campground surrounded by strangers, I would have felt lonely indeed. It's odd, but I don't feel lonely when I'm alone, only when I'm around other people [that I don't know].
To start, my route from Gresham to Tygh Valley was uneventful, taking familiar paths of highways 26 and 35, to NF48 through Wamic. Once in Tygh Valley, I took highway 216 past Sherars Bridge over the Deschutes River, and up the dramatic east side road to Grass Valley. The climb out of the river canyon on 216 is twisted and dangerous, with no guard rails and zero room for error. Survive it, however, and you'll have great memories of the experience. Riding a motorcycle is like that.
From Grass Valley up highway 97 to Wasco, then southeast on 206 to Condon, I rode through some incredibly beautiful scenery. It is almost exclusively wheat fields and wind turbines, with views that include Mt. Jefferson and Mt. Hood in Oregon and Mt. Adams and Rainer in Washington. The road surface is in fantastic shape, and follows the rolling contours of the land as if Vivaldi composed it himself.
 |
| Lunch spot |
Whenever the road dropped in elevation, the temperature rose. By the time I stopped at the Thomas Condon Interpretive Center near the junction of highways 19 and 26, it was downright hot. I filled up my water bottles, merged onto highway 26, and rode east to Mt. Vernon for gas at the Chevron station.
By this time, it was nearing 4 PM and I had somewhere to be. My goal was Ritter Hot Springs, which was north of Long Creek off of highway 395, just across the middle fork of the John Day River. The stretch of 395 north of Mt. Vernon has some incredible high prairie views that make you say, "Wow!" inside your helmet.
I found Ritter Road and took my time following its tight curves ten miles west from 395 to the hot springs. The road is in rough shape and matches the contours of the middle fork of the John Day. When I arrived at the hot springs the first sign I saw said, "No alcohol on the premises." I had purchased a six pack in Mt. Vernon to share with my friends. Sorry, not allowed. I pulled into the hot springs parking lot and was disappointed at how run-down the place was.
The buildings were constructed in the 1800's, and looked as if they haven't been upgraded or repaired since then. I used the restroom and had to tell some very large spiders to get out of the way. Walking around the main building and the pool, I checked out the grass tent area. It was crowded asses-to-elbows with tents, and the only space remaining was on a steep slope. My tent would have been within arm's length of another. I walked back to my bike and noticed a sign on the pool fence, "Pool closed until 8:45 PM Saturday." I recalled reading that the hot springs were owned by devout Seventh Day Adventists. It made me wonder if the Creator of the Universe and Lord of Hosts would smite me if I dipped my toe in the water at 8:44 PM.
Shaking the proverbial dust off my sandals, I suited back up and rode away. My friends hadn't arrived yet, I would not be allowed to enjoy a cold, well-deserved beer, and I couldn't enjoy the pool until after dark. Plus, the crowded camping situation had me longing for solitude. I headed south on 395 back toward Mt. Vernon.
 |
| My campsite |
I was glad to be at higher elevation. The temperature was much cooler than it was at the hot springs, although it was still warm enough to be in short sleeves. There was no rain in the forecast so I didn't worry about putting a tarp over my Eureka Backcountry tent.
After dinner and cleaning up, I gave myself a sponge bath with a couple of baby wipes. I felt somewhat foolish standing in the middle of the woods stark naked, running moist towelettes over my arm pits and nether regions, but after the sweaty ride getting there, it was the best I could do. There were no creeks or lakes nearby. Once that was done, I changed into fresh clothes and laid down in my tent to read on my iPad. Prior to departure I loaded up a few new books. The iPad is great because you don't need a flashlight to read. That helps if night comes and you're still not tired enough to sleep. It had been a long day, I was tired, and I was looking forward to a good night's sleep.
Alas, that was not to be. Although I don't know why, I didn't fall asleep until sometime after 3 AM. My sleeping bag was comfortable and I was never cold. My air mattress was comfortable. My pillows were comfortable. I think my brain just didn't want to shut up. Once I fell asleep, I slept well, but it wasn't nearly enough. I was awake by 5:30 AM. At some point during the night, I got up to relieve myself and was amazed at how many stars were visible. The Milky Way was brilliant. I also heard a lone coyote yipping and yowling about 100 yards away during the night.
Despite my lack of sleep, I felt happy when I got up and made breakfast. I started with a cup of hot coffee (Starbucks singles). Then I followed it with Mountain House blueberry granola. You only add a half-cup of cold water and stir, no heating required. It was surprisingly good. Once that was done, I cleaned up camp and loaded everything on my bike. Other than my lack of sleep--which was the fault of my brain and not my gear--it was a fantastic camping experience. The solitude was especially nice.
I left a few minutes after 7 AM and rode down the gravel road, out of the forest, and onto highway 395. I got to Mt. Vernon and filled up my gas tank, then got a proper breakfast at the Silver Spur Cafe. After I ate, an older gentleman from the area chatted me up outside as I suited up. We talked for about 20 minutes and had a great conversation.
The wind between Fossil and Condon and Grass Valley was intense, but the scenery going in the opposite direction was more than worth it. Any good road should be ridden in both directions to get the full experience.
By the time I got home, the round trip had been 700 miles. My gear worked perfectly, the weather was great, and I saw some amazing scenery. Eastern Oregon has some wonderful motorcycling roads and a lot of beautiful country to explore.
Thinking about my trip, I had a realization about loneliness. Although I spent the night alone in the woods, without any sign of people or civilization, I never felt lonely. In fact, I quite enjoyed the experience. The only time I feel lonely is when I'm by myself around groups of people I don't know. If I had stayed in a campground surrounded by strangers, I would have felt lonely indeed. It's odd, but I don't feel lonely when I'm alone, only when I'm around other people [that I don't know].
Monday, May 16, 2016
A new book and new tires
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| The Taesian Chronicles, paperback |
In other news, I just put a new set of Shinko 011-Verge tires on my 2012 Suzuki GSX-R750. I got a little over 6,000 miles on the previous set. Their chicken strips were less than 1/4" wide and the wear pattern was very uniform and round; no squared-off center strip at all. I am very impressed with the Shinko's.
As the previous set lost tread, their traction degraded gradually. I backed it into a few corners and was impressed with how gracefully it happened. There were no sudden losses of traction or pucker moments.
When I got the new set put on, and properly broken in, I was amazed at how much grip the new tires have. I've been focusing on building up my skills in fast cornering situations, and despite increasing my cornering speed, the tires have responded reliably and with great confidence. It's as if the Shinkos are saying, "Is that all you got? Bring it, Rossi-wannabe! We can handle a lot more!"
I've had several fast runs to Detroit lately, and have really upped my riding game. I still have a ways to go, however, and am always working to improve my skills.
Wednesday, April 20, 2016
Back to basics
Recently, I went on a group ride with some riders on sport bikes and sport-standards. Other than one guy, I was the youngest of the group, with ages ranging up to 67. These gentleman all have a lot of experience on two wheels, and really know their stuff. Needless to say, I got schooled in a big way.
I won't talk much about the route, because it's not the point of this post, but I will mention it was 75% on roads that were unfamiliar to me. They were very familiar to the other riders, however, and that played into events to a certain degree.
I started off third in the line of seven riders. The leader set a fast pace in the corners, but wasn't overly speedy on the straights, both because it was unnecessary and we wanted to avoid tickets. Without realizing it, I started off with ego in my helmet since I was the FNG and I wanted to make a good impression. Only one of the other riders was on a pure sport bike -- a 2013 Kawasaki ZX-10R -- I was on my 2012 Suzuki GSX-R750. Everyone else was on a sport-standard or hyper motard.
We soon got onto roads that were new to me, and I was doing everything I could to stay in the group. The two riders in front of me never seemed to use their brakes. Instead, they engine-braked into turns and flowed through them with ease. I became flustered by their pace and started making little mistakes. Those mistakes began to stack, and soon I found myself running hotter in corners than my comfort zone would allow. I made the additional mistake of braking too heavily, which stands up the bike and makes you run wide.
When we made our first piss stop, I hid my frustration and kept a smiling face. When we started off again, I waved everyone past except the guy on the 520 cc single-cylinder thumper. I figured there's no way he's going to pressure me. Boy, was I wrong. It turns out he was not only the oldest guy in the group (aged 67), but also the most experienced. He was on my tailpipe everywhere but the longer straights (where my 750 easily exceeded his bike's top speed).
The rest of the day's ride seemed to stack my rider errors. Ultimately, however, they all stemmed from my focus on keeping up with more experienced riders instead of focusing on my own riding. I was turning in too early. Mid-corner, I'd use too much brake and stand the bike up, making me run wide. I was target fixating on the pavement in front of me, looking for gravel and tar snakes, or I was target fixating on the line or the outside of the turn. My brain was wondering how much traction I had left in my tires, partially expecting them to break loose at any moment.
I grew frustrated at how smoothly and easily the other riders entered and flowed through corners at speeds much higher than me. I had to really gun it to catch up to them in the straights. To their credit, they never expressed any visible signs of frustration at waiting for the FNG to catch up. The difference in riding performance was all in my head, and I was becoming my own worst enemy.
By the time I got home, my clutch hand was in a lot of pain and my whole body was knackered. I was mentally exhausted, and I felt very disappointed in myself.
The next evening, I watched "Twist of the Wrist II" by Keith Code, on DVD. I'd watched that video a half dozen times before, and even though I intellectually had a pretty good handle on the techniques Keith teaches in the video, I felt a fair bit of shame at how miserably I failed to follow the given advice. There is a section where Keith talks about riding failures, or SRs, and I realized I had violated the majority of them.
A great deal of my failings came down to a couple of key principles. First, I made the cardinal mistake of worrying about keeping up with others rather than focusing on my own technique and pace. Second, I was riding beyond my ability for the season. I've had little time on the Gixxer so far this year and haven't spent much time practicing my technique. I was rusty, and was riding beyond my ability at the time. Third, we were riding on roads the other riders have memorized but were brand new to me. If I had remembered that, I would have started in the back of the group from the start and not worried about trying to keep up. That fact alone would have made a huge difference in my riding.
I have contacted several of the riders since then and apologized for lagging behind. They were very supportive and encouraging, saying it's much better to wait a few extra seconds for the FNG to catch up at the next junction, than to have to go back and rescue a downed rider. Three of the most experienced riders in the group gave me very good feedback and advice. They also gave me perspective, mentioning the wide experience gap between myself and them. It's not feasible for me to expect to keep up with them, as they so rightly pointed out. Finally, they mentioned the fact that we were riding roads that are very familiar to them. That's a big advantage.
My lessons learned are that I need to focus on my own pace, and not let ego push me beyond my limits and the limits of the conditions. I need to practice and reinforce my attention to the fundamentals of proper riding technique. Specifically, I need to look through the turn, work more on proper turn-in points, and not braking in the middle of the turn (which stands the bike up and makes me run wide).
If money and time allowed, I would really like to take some more classes. Attending the California Superbike School, or something similar, would be ideal. That's not in the cards at the moment, but it's a goal. Meanwhile, I intend to go on rides where I practice something specific each time. Head position, turn-in point, etc.
I won't talk much about the route, because it's not the point of this post, but I will mention it was 75% on roads that were unfamiliar to me. They were very familiar to the other riders, however, and that played into events to a certain degree.
I started off third in the line of seven riders. The leader set a fast pace in the corners, but wasn't overly speedy on the straights, both because it was unnecessary and we wanted to avoid tickets. Without realizing it, I started off with ego in my helmet since I was the FNG and I wanted to make a good impression. Only one of the other riders was on a pure sport bike -- a 2013 Kawasaki ZX-10R -- I was on my 2012 Suzuki GSX-R750. Everyone else was on a sport-standard or hyper motard.
 |
| Overlooking Highway 142 and the Klickitat River, WA |
When we made our first piss stop, I hid my frustration and kept a smiling face. When we started off again, I waved everyone past except the guy on the 520 cc single-cylinder thumper. I figured there's no way he's going to pressure me. Boy, was I wrong. It turns out he was not only the oldest guy in the group (aged 67), but also the most experienced. He was on my tailpipe everywhere but the longer straights (where my 750 easily exceeded his bike's top speed).
The rest of the day's ride seemed to stack my rider errors. Ultimately, however, they all stemmed from my focus on keeping up with more experienced riders instead of focusing on my own riding. I was turning in too early. Mid-corner, I'd use too much brake and stand the bike up, making me run wide. I was target fixating on the pavement in front of me, looking for gravel and tar snakes, or I was target fixating on the line or the outside of the turn. My brain was wondering how much traction I had left in my tires, partially expecting them to break loose at any moment.
I grew frustrated at how smoothly and easily the other riders entered and flowed through corners at speeds much higher than me. I had to really gun it to catch up to them in the straights. To their credit, they never expressed any visible signs of frustration at waiting for the FNG to catch up. The difference in riding performance was all in my head, and I was becoming my own worst enemy.
By the time I got home, my clutch hand was in a lot of pain and my whole body was knackered. I was mentally exhausted, and I felt very disappointed in myself.
The next evening, I watched "Twist of the Wrist II" by Keith Code, on DVD. I'd watched that video a half dozen times before, and even though I intellectually had a pretty good handle on the techniques Keith teaches in the video, I felt a fair bit of shame at how miserably I failed to follow the given advice. There is a section where Keith talks about riding failures, or SRs, and I realized I had violated the majority of them.
A great deal of my failings came down to a couple of key principles. First, I made the cardinal mistake of worrying about keeping up with others rather than focusing on my own technique and pace. Second, I was riding beyond my ability for the season. I've had little time on the Gixxer so far this year and haven't spent much time practicing my technique. I was rusty, and was riding beyond my ability at the time. Third, we were riding on roads the other riders have memorized but were brand new to me. If I had remembered that, I would have started in the back of the group from the start and not worried about trying to keep up. That fact alone would have made a huge difference in my riding.
I have contacted several of the riders since then and apologized for lagging behind. They were very supportive and encouraging, saying it's much better to wait a few extra seconds for the FNG to catch up at the next junction, than to have to go back and rescue a downed rider. Three of the most experienced riders in the group gave me very good feedback and advice. They also gave me perspective, mentioning the wide experience gap between myself and them. It's not feasible for me to expect to keep up with them, as they so rightly pointed out. Finally, they mentioned the fact that we were riding roads that are very familiar to them. That's a big advantage.
My lessons learned are that I need to focus on my own pace, and not let ego push me beyond my limits and the limits of the conditions. I need to practice and reinforce my attention to the fundamentals of proper riding technique. Specifically, I need to look through the turn, work more on proper turn-in points, and not braking in the middle of the turn (which stands the bike up and makes me run wide).
If money and time allowed, I would really like to take some more classes. Attending the California Superbike School, or something similar, would be ideal. That's not in the cards at the moment, but it's a goal. Meanwhile, I intend to go on rides where I practice something specific each time. Head position, turn-in point, etc.
Monday, April 4, 2016
Attempts at Detroit
Springtime in Oregon is hard to beat when it comes to weather. 72 degrees and sunshine? Yeah, that works. Being a motorcyclist, you've got three guesses how I've handled it, and the first two guesses don't count.
Two days in a row, I rode my 2012 Suzuki GSX-R750 "Shoot to Thrill" past Estacada, up highway 224 to Ripplebrook ranger station, and then south on NF46 toward Detroit. Both times I was turned back by snow, as I expected. What was surprising was how far I got before the road was covered enough to make me turn around.
Although I didn't have a GPS on my bike, I would estimate the snow is at 3,300 feet elevation, and was within a few miles of the summit at the power lines. If you can get that far, the rest of the route should be open.
They are doing repair work at mileposts 31-37, and delays during the week are common. This is to repair damage to the cliff face after the big fire that occurred about a year-and-a-half ago. Highway 224 is in reasonably good shape, otherwise. NF46 has some issues, however. There are a few more potholes, some of which would give a sport bike rider a hard time if they were hit at speed. There are also some trees down, blocking portions of the roadway or hanging low over one lane. It's best to take it relatively easy on the sighting lap before giving it the beans on the return leg.
When I rode up the first day, I met two guys on sport bikes stopped in the road. They told me the road was covered a mile ahead, and although a pickup truck had driven up through the snow and parked at the top of the hill, it would be impassible to all but a dirt bike with knobby tires.
One the second day, I rode to that point myself and stopped at the snow to take a break before turning around. On the way back, I came up behind a guy on a sport bike west of Ripplebrook. We zipped along until we came to the construction delay, and chatted briefly before continuing on to Estacada where we exchanged contact information. His name was Wayne and he was riding a 2013 Kawasaki ZX-10R. We agreed to talk more about future day rides on our sport bikes.
To paraphrase the old Honda slogan, "You meet the nicest people on two wheels."
 |
| Sportbikes don't like snow |
Although I didn't have a GPS on my bike, I would estimate the snow is at 3,300 feet elevation, and was within a few miles of the summit at the power lines. If you can get that far, the rest of the route should be open.
They are doing repair work at mileposts 31-37, and delays during the week are common. This is to repair damage to the cliff face after the big fire that occurred about a year-and-a-half ago. Highway 224 is in reasonably good shape, otherwise. NF46 has some issues, however. There are a few more potholes, some of which would give a sport bike rider a hard time if they were hit at speed. There are also some trees down, blocking portions of the roadway or hanging low over one lane. It's best to take it relatively easy on the sighting lap before giving it the beans on the return leg.
 |
| The Smiling Astronaut |
One the second day, I rode to that point myself and stopped at the snow to take a break before turning around. On the way back, I came up behind a guy on a sport bike west of Ripplebrook. We zipped along until we came to the construction delay, and chatted briefly before continuing on to Estacada where we exchanged contact information. His name was Wayne and he was riding a 2013 Kawasaki ZX-10R. We agreed to talk more about future day rides on our sport bikes.
To paraphrase the old Honda slogan, "You meet the nicest people on two wheels."
Thursday, March 24, 2016
Latest rides, and a new book
Recently the weather has been cooperative enough for me to get both bikes ridden, my 2007 Suzuki V-Strom 650 and my 2012 Suzuki GSX-R750. I try to ride each bike at least once every other week, rather than winterizing them and letting them sit. They only get non-ethanol fuel as well, and I think this keeps them in better shape.
On the V-Strom, I went up highway 224 to Ripplebrook. They are working on a hillside prone to landslides, so there are some construction delays to contend with. This is between milepost 31 to 37. At the Ripplebrook ranger station, I kept heading south on NF46 toward Detroit. We've had a lot of low-elevation snow this winter so I didn't expect to get far, but I wanted to see how things were looking. The road has a few new potholes but is in otherwise good shape.
I had to turn back just past where NF42 heads east toward highway 26. Despite this, it was a fantastic ride and it felt good to stretch the V-Strom's legs a bit.
In other news, I have published my third novel. It is titled Paragon's Call and is the culmination of The Taesian Chronicles trilogy. It is available for Kindle on Amazon.com, and is free to Kindle Unlimited subscribers.
On the V-Strom, I went up highway 224 to Ripplebrook. They are working on a hillside prone to landslides, so there are some construction delays to contend with. This is between milepost 31 to 37. At the Ripplebrook ranger station, I kept heading south on NF46 toward Detroit. We've had a lot of low-elevation snow this winter so I didn't expect to get far, but I wanted to see how things were looking. The road has a few new potholes but is in otherwise good shape.
I had to turn back just past where NF42 heads east toward highway 26. Despite this, it was a fantastic ride and it felt good to stretch the V-Strom's legs a bit.
The sunset of an old hero
The dawn of a new foe
Paragon’s Call is the third and final book in The Taesian Chronicles trilogy. In this exciting and fast-paced conclusion, we pick up the story a year after the Battle of Eeron from book two, Ohlen’s Bane. Ohlen and his comrades, Therran and Ahmahn, discover the novaari, dangerous beasts that are half man, half animal. Ohlen is conscripted by Emperor Percy Saltos to lead a ragtag group of criminal misfits called Paragons, who are charged with seeking out these monsters and destroying them. But not everyone wants them to succeed.
Friday, January 15, 2016
2016 and I'm off to a slow start
I haven't been riding much in the last quarter of 2015, and the new year isn't shaping up to be any different. I try to get both the V-Strom and Gixxer ridden at least once every other week, rather than winterize them and let them sit.
The pattern is to find a dry weekend, even if it's just an hour of opportunity between rain storms, and ride each bike for at least 30 minutes. This helps clear the exhaust of moisture and charge the battery. I keep my bikes in a storage unit and there's no electricity, so that eliminates the possibility of putting the batteries on a tender/charger.
With El Nino, the weather has been rather uncooperative. It's been raining like mad, and on the rare dry days, it's bitterly cold and blowing wind. I also have to avoid most side roads because they often still have icy patches or gravel from previous freezes.
As a result, I have no interesting blog posts to write. Hopefully I'll be able to get some interesting rides in as the weather improves with spring.
The pattern is to find a dry weekend, even if it's just an hour of opportunity between rain storms, and ride each bike for at least 30 minutes. This helps clear the exhaust of moisture and charge the battery. I keep my bikes in a storage unit and there's no electricity, so that eliminates the possibility of putting the batteries on a tender/charger.
With El Nino, the weather has been rather uncooperative. It's been raining like mad, and on the rare dry days, it's bitterly cold and blowing wind. I also have to avoid most side roads because they often still have icy patches or gravel from previous freezes.
As a result, I have no interesting blog posts to write. Hopefully I'll be able to get some interesting rides in as the weather improves with spring.
Friday, August 28, 2015
Rebuilt V-Strom suspension from Adventure Power Sports
During a recent trip to northwest California for a group ride, I came to realize how inadequate the stock suspension really is on my 2007 Suzuki V-Strom 650. The bike has 62,000 miles on it and the suspension is completely stock without modification or adjustment. Over time, suspension components soften and wear out and need to be replaced. Because this degradation had taken place over tens of thousands of miles, I didn’t notice the change.
The first evening of our group event, a presenter and fellow rider by the name of Jay Jobes of Adventure Power Sports, out of Eagle, Idaho, talked about suspension on V-Stroms in particular and adventure bikes in general. Jay, who goes by the nickname “Sasquatch”, discussed the mechanics of front forks and rear shocks, how they work, and what they’re designed to accomplish. Jay also talked about what happens when suspension isn’t up to the task, either through weak design or pure age.
During the day, our group had taken a 180 mile loop ride on the finest back roads California has to offer. This can best be described the way the locals put it, “If you go off the pavement and the ride gets smoother, you know you’re in California.” The route went from asphalt with more bumps than a teenager’s face to washboard gravel with gnarly potholes. It was rough, and my bike let me feel every bump in full detail.
I noticed several characteristics of how my bike behaved on those challenging roads. On abrupt bumps, I’d feel a ‘chunk’ in the front suspension. This was a result of the forks not being able to handle the impact and slamming at full compression. Other sections of pavement had numerous, small bumps like riding across invisible corduroy, that dislodged the bike and left the tires airborne for fractions of a second instead of remaining in contact with the ground. This created a slight stopping effect that felt similar to the way ABS pumps your brakes several times a second. When this occurs repeatedly and in rapid fire, I was actually pushed forward slightly. Finally, when cornering, because the bike’s tires were becoming airborne in tiny but rapid intervals, it became nearly impossible to go around a bumpy curve with any kind of stability or sense of safety.
That night, Jay talked about suspension and described its dual roles: to efficiently absorb bumps in a way that conducts the least amount of shock to the rider, while immediately after pushing the tire back down as quickly as possible to maintain constant contact with the road surface. I asked a few questions and, with Jay’s well structured and informative answers, I quickly realized just how inadequate my suspension had become.
A rebuild or replacement of my stock suspension components was long, long overdue.
Jay has developed a technique for rebuilding the stock V-Strom suspension. This is significant because it was designed from the factory to be a throw-away component. It’s not built to be rebuilt. Jay’s technique provides riders like me a cost-effective way to get better-than-factory suspension without having to buy after-market third-party components. He takes the suspension apart, replaces the internals with higher quality after-market components, and puts it all back together. Even more, Jay interviews the customer to determine their weight, height, riding style, and frequent luggage load to make sure he chooses the right internals and makes the proper settings for their particular needs. It is custom suspension at lower cost than off-the-shelf after-market parts.
A week after the trip, I contacted Jay and gave him the details he needed. I took my bike to my local dealer and had them remove the front forks and rear shock, then store the bike in the back of their shop. I shipped the components to Jay at his location in Eagle, Idaho. He made sure he had the new parts ordered and on-hand in anticipation of the job.
Jay did the work and had my parts on a big brown truck headed back to my dealer within 24 hours. Once back at my dealer, they put the rebuilt forks and rear shock back on the bike. The total cost was $1280, and that included $200 in shop labor and $160 in shipping (there and back). I could have spent $1,600 for just an after-market rear shock and still had to pay for installation (or done it myself, which isn’t feasible where I currently live) -- and that wouldn't even include the front forks!
When I picked up the bike from the dealer, I took it for a short ride on a nearby semi-bumpy road for comparison. I had ridden the same road the day before I had the suspension removed, in anticipation of doing an A-B comparison. I didn’t feel much of a difference. The road wasn’t bumpy enough to make an adequate comparison.
The following weekend I took the bike for a 265 mile ride around Mt. Hood on a mix of gravel roads and bumpy Forest Service paved routes with lots of bumps.
The following Monday I called Jay to discuss my observations. Initially I was disappointed with the results. I hit several hard bumps and felt them similar to before. I went over washboard roads and they still felt like washboard roads. Other riders at the group ride had told me, “The difference is night and day.” My experience wasn’t anywhere close to that. More on that in a minute.
During my phone call with Jay, we talked about the specifics of how my bike was acting with the rebuilt suspension. Being an expert on the subject, Jay knew what to ask and how to describe the different aspects of the ride. I realized that the difference was there, the improvement was there, I just had unrealistic expectations.
My cornering seemed to be improved. Most of the route I took was very familiar to me, much of it memorized, so I was used to how fast I could go around numerous curves. I noticed I could go around the same corners at greater speed and with increased confidence and stability. Under hard braking, the bike seemed to stay level to the pavement, and felt as if both tires were providing equal grip to slow it down with greater efficiency. Before, the bike would dive forward like the forks were saying, “We give up!”
When hitting harsher bumps, I still felt them, but gone was the ‘chunk’ sound and sensation of the forks being overtaxed.
Rather than attempting to be an ace motorcycle mechanic, I needed to focus on how the bike behaved instead of how it functioned. In the end, it became clear to me that the bike was allowing me to ride at a higher level of performance and confidence with a lot less stress than before.
In the end, I have reached several conclusions. Above all, I was impressed with Jay’s knowledge and willingness to patiently explain a complex mechanical apparatus to a complete novice. He spent quite a bit of time describing how I can adjust the settings and do comparison rides until I get it dialed in exactly the way I want it. He met his commitments, was prompt, returned calls in a timely manner, and was well organized, having my parts on hand before my components arrived, got them rebuilt, and shipped back in very short order.
I also concluded that my bike’s suspension has become something I don’t have to think about anymore. I can now focus on the ride and other aspects of the experience instead of worrying that I might bounce out of a curve or lose hard parts from hitting big bumps.
Although I wouldn’t describe the before and after comparison as “night and day,” I would give it my highest endorsement of any expense for a bike: it is worth more than the cost, and to me, that is the best definition of a good value.
The first evening of our group event, a presenter and fellow rider by the name of Jay Jobes of Adventure Power Sports, out of Eagle, Idaho, talked about suspension on V-Stroms in particular and adventure bikes in general. Jay, who goes by the nickname “Sasquatch”, discussed the mechanics of front forks and rear shocks, how they work, and what they’re designed to accomplish. Jay also talked about what happens when suspension isn’t up to the task, either through weak design or pure age.
During the day, our group had taken a 180 mile loop ride on the finest back roads California has to offer. This can best be described the way the locals put it, “If you go off the pavement and the ride gets smoother, you know you’re in California.” The route went from asphalt with more bumps than a teenager’s face to washboard gravel with gnarly potholes. It was rough, and my bike let me feel every bump in full detail.
I noticed several characteristics of how my bike behaved on those challenging roads. On abrupt bumps, I’d feel a ‘chunk’ in the front suspension. This was a result of the forks not being able to handle the impact and slamming at full compression. Other sections of pavement had numerous, small bumps like riding across invisible corduroy, that dislodged the bike and left the tires airborne for fractions of a second instead of remaining in contact with the ground. This created a slight stopping effect that felt similar to the way ABS pumps your brakes several times a second. When this occurs repeatedly and in rapid fire, I was actually pushed forward slightly. Finally, when cornering, because the bike’s tires were becoming airborne in tiny but rapid intervals, it became nearly impossible to go around a bumpy curve with any kind of stability or sense of safety.
That night, Jay talked about suspension and described its dual roles: to efficiently absorb bumps in a way that conducts the least amount of shock to the rider, while immediately after pushing the tire back down as quickly as possible to maintain constant contact with the road surface. I asked a few questions and, with Jay’s well structured and informative answers, I quickly realized just how inadequate my suspension had become.
A rebuild or replacement of my stock suspension components was long, long overdue.
Jay has developed a technique for rebuilding the stock V-Strom suspension. This is significant because it was designed from the factory to be a throw-away component. It’s not built to be rebuilt. Jay’s technique provides riders like me a cost-effective way to get better-than-factory suspension without having to buy after-market third-party components. He takes the suspension apart, replaces the internals with higher quality after-market components, and puts it all back together. Even more, Jay interviews the customer to determine their weight, height, riding style, and frequent luggage load to make sure he chooses the right internals and makes the proper settings for their particular needs. It is custom suspension at lower cost than off-the-shelf after-market parts.
A week after the trip, I contacted Jay and gave him the details he needed. I took my bike to my local dealer and had them remove the front forks and rear shock, then store the bike in the back of their shop. I shipped the components to Jay at his location in Eagle, Idaho. He made sure he had the new parts ordered and on-hand in anticipation of the job.
Jay did the work and had my parts on a big brown truck headed back to my dealer within 24 hours. Once back at my dealer, they put the rebuilt forks and rear shock back on the bike. The total cost was $1280, and that included $200 in shop labor and $160 in shipping (there and back). I could have spent $1,600 for just an after-market rear shock and still had to pay for installation (or done it myself, which isn’t feasible where I currently live) -- and that wouldn't even include the front forks!
When I picked up the bike from the dealer, I took it for a short ride on a nearby semi-bumpy road for comparison. I had ridden the same road the day before I had the suspension removed, in anticipation of doing an A-B comparison. I didn’t feel much of a difference. The road wasn’t bumpy enough to make an adequate comparison.
The following weekend I took the bike for a 265 mile ride around Mt. Hood on a mix of gravel roads and bumpy Forest Service paved routes with lots of bumps.
The following Monday I called Jay to discuss my observations. Initially I was disappointed with the results. I hit several hard bumps and felt them similar to before. I went over washboard roads and they still felt like washboard roads. Other riders at the group ride had told me, “The difference is night and day.” My experience wasn’t anywhere close to that. More on that in a minute.
During my phone call with Jay, we talked about the specifics of how my bike was acting with the rebuilt suspension. Being an expert on the subject, Jay knew what to ask and how to describe the different aspects of the ride. I realized that the difference was there, the improvement was there, I just had unrealistic expectations.
My cornering seemed to be improved. Most of the route I took was very familiar to me, much of it memorized, so I was used to how fast I could go around numerous curves. I noticed I could go around the same corners at greater speed and with increased confidence and stability. Under hard braking, the bike seemed to stay level to the pavement, and felt as if both tires were providing equal grip to slow it down with greater efficiency. Before, the bike would dive forward like the forks were saying, “We give up!”
When hitting harsher bumps, I still felt them, but gone was the ‘chunk’ sound and sensation of the forks being overtaxed.
Rather than attempting to be an ace motorcycle mechanic, I needed to focus on how the bike behaved instead of how it functioned. In the end, it became clear to me that the bike was allowing me to ride at a higher level of performance and confidence with a lot less stress than before.
In the end, I have reached several conclusions. Above all, I was impressed with Jay’s knowledge and willingness to patiently explain a complex mechanical apparatus to a complete novice. He spent quite a bit of time describing how I can adjust the settings and do comparison rides until I get it dialed in exactly the way I want it. He met his commitments, was prompt, returned calls in a timely manner, and was well organized, having my parts on hand before my components arrived, got them rebuilt, and shipped back in very short order.
I also concluded that my bike’s suspension has become something I don’t have to think about anymore. I can now focus on the ride and other aspects of the experience instead of worrying that I might bounce out of a curve or lose hard parts from hitting big bumps.
Although I wouldn’t describe the before and after comparison as “night and day,” I would give it my highest endorsement of any expense for a bike: it is worth more than the cost, and to me, that is the best definition of a good value.
Tuesday, July 14, 2015
West Coast V-Strom Rider's Rally
Over the past weekend, I attended the V-Strom Rider's West Coast Rally in Fortuna, California. It was organized by two members of the Stromtrooper.com forum, Hans and Jeff, and included three rides, Friday, Saturday and Sunday respectively. I participated in the Saturday ride.
There were 15 riders in our group, on V-Stroms that ranged from the older set like mine up to brand new models with less than 5,000 miles on them. Rider skill was fairly well matched, but we tended to blend into two groups, with the faster team up front and the more cautious team in the rear.
There was a presentation by Jay of Sasquatch Suspension of Eagle, Idaho on Friday night and another Saturday evening by Richard of RAK Luggage. The presentations were very informative, with the suspension talk especially pertinent to me. I learned that my bike, with 62,000 on the original stock suspension, is way overdue for work. It explains why my bike is so unsettled on bumpy roads.
Our ride on Saturday was over one-lane paved and sometimes gravel roads that probably couldn't be any bumpier. As a local put it, "when you run off the road and it gets smoother, you know you are in California." Grades both up and down were pushing 15%, and there were more hairpins than at a hairdresser convention. I kept up with the group and stayed proud despite my bike's serious lack of proper suspension and the fact that I was only bike with knobbie tires (Heidenau K60s).
We rode east from Fortuna on highway 36, south on Van Duzen Road just past Dinsmore, to the misty community of Zenia. Then we headed west to Redway where we stopped for lunch. Next was the crossroads of Honeydew, and a stop on the Lost Coast Road by Cape Mendocino. That location reminded me a lot of the pictures and video I've seen of Scotland. It was absolutely gorgeous.
We then looped northeast to the Victorian and quaint town of Ferndale before returning to Fortuna.
Dinners both nights were at the Eel River Brewery, and there were a lot of laughs and great conversation. I made several new friends, and came away from the experience realizing we need to steal Honda's old slogan:
"You meet the nicest people on a V-Strom."
[Photo: One of the riders skipped his step-mother's 80's birthday party to attend the rally, so the group did what they could to make up for it. As he reported: "My stepmother wants me to be sure to thank all of you for the birthday greetings. She went on for several minutes about how wonderful the photo was. Sounded like our pic was the talk of the day. It certainly did the job of keeping me out of trouble for being with y'all rather than at her 80th birthday celebration."]
There was a presentation by Jay of Sasquatch Suspension of Eagle, Idaho on Friday night and another Saturday evening by Richard of RAK Luggage. The presentations were very informative, with the suspension talk especially pertinent to me. I learned that my bike, with 62,000 on the original stock suspension, is way overdue for work. It explains why my bike is so unsettled on bumpy roads.
Our ride on Saturday was over one-lane paved and sometimes gravel roads that probably couldn't be any bumpier. As a local put it, "when you run off the road and it gets smoother, you know you are in California." Grades both up and down were pushing 15%, and there were more hairpins than at a hairdresser convention. I kept up with the group and stayed proud despite my bike's serious lack of proper suspension and the fact that I was only bike with knobbie tires (Heidenau K60s).
We rode east from Fortuna on highway 36, south on Van Duzen Road just past Dinsmore, to the misty community of Zenia. Then we headed west to Redway where we stopped for lunch. Next was the crossroads of Honeydew, and a stop on the Lost Coast Road by Cape Mendocino. That location reminded me a lot of the pictures and video I've seen of Scotland. It was absolutely gorgeous.
We then looped northeast to the Victorian and quaint town of Ferndale before returning to Fortuna.
Dinners both nights were at the Eel River Brewery, and there were a lot of laughs and great conversation. I made several new friends, and came away from the experience realizing we need to steal Honda's old slogan:
"You meet the nicest people on a V-Strom."
[Photo: One of the riders skipped his step-mother's 80's birthday party to attend the rally, so the group did what they could to make up for it. As he reported: "My stepmother wants me to be sure to thank all of you for the birthday greetings. She went on for several minutes about how wonderful the photo was. Sounded like our pic was the talk of the day. It certainly did the job of keeping me out of trouble for being with y'all rather than at her 80th birthday celebration."]
Saturday, June 6, 2015
320 miles on a GSX-R750
I seldom need an excuse to ride a motorcycle, but having a specific destination can provide the motivation to tackle a tougher route or longer duration than would otherwise be the norm. Last weekend was a good example of this.
My good buddy, Mike, recently moved to Albany and wanted me to visit him at his new home. I was already planning on taking the Gixxer for a spin, so I decided to give my ride a destination. Of course, I wasn't just going to buzz down I-5 (ick!) and back. I chose the long way 'round.
I left Gresham at 9 AM and rode due south to Deep Creek Road, which connected to Highway 211 just west of Barton. I followed 211 east into Estacada and veered left onto Highway 224 and familiar ground. There were numerous rafters on the Clackamas River and many cars headed in both directions between Estacada and Ripplebrook Ranger Station.
I stopped at the ranger station for a quick bio break, then headed south on NF46. I rode to Detroit without stopping, and maintained a spirited yet controlled pace. The temperature was warming up and by the time I got to Detroit it was already in the upper 70s. I ate a snack, filled up my tank with ethanol-free premium, and turned west on Highway 22.
This stretch of road, from Stayton, up over the Cascades to Sisters and Redmond, is busy and this warm late Spring day was no exception. I had to pass several slower cars, but kept my speed moderated for safety and economic sake -- tickets are expensive.
In Mehama, I crossed the Santiam River into the the community of Lyons. It was my first time in that tiny town. Highway 226 west was my new route and I was impressed with how lush it was. This is a beautiful drive, and it exemplifies the beauty of western Oregon. The next town I came to was Scio. I continued south then west again on 226, past the community of Crabtree, and into Albany.
I got turned around in Albany and had to backtrack a few blocks to get onto the correct street to Mike's house. I don't have a GPS on my Gixxer and on the ride back I spent some time wondering where I could mount one in the cramped dash space of the sport bike.
Mike and I drove in his car to a nearby brewpub for burgers and BLTs and ice water. We were the only customers until a middle-aged guy showed up solo on his Harley-Davidson. He ordered a beer and Mike and I talked behind his back at how foolish we think drinking and riding is. That guy has his freedom to do what he chooses, of course, including the freedom to make poor choices.
I decided to backtrack the way I came, so I said my goodbyes to Mike and made it back onto 226 east bound. The weather had warmed up into the low 80s and was a bit muggy. The armpit and back vents on my Aerostich Roadcrafter did a surprising job of helping me stay relatively cool. I stopped for gas again in Detroit, before heading north on NF46.
There were many motorcyclists heading toward me and the waves were enthusiastic on both sides at how great of a day it was to ride. When I stopped in Ripplebrook for another bio break and to chug more water, there were a half dozen other riders doing the same thing. I saw a couple of Forest Service law enforcement vehicles parked at a boat launch on the way back on 224 into Estacada, but they paid me no mind.
I got back into Gresham at 4:20 in the afternoon, after riding 320 miles. I was hot, thirsty, and my helmet -- which I had already cleaned three times during the day -- was covered in bugs. The front of my Gixxer was even worse. It needs a thorough cleaning.
My good buddy, Mike, recently moved to Albany and wanted me to visit him at his new home. I was already planning on taking the Gixxer for a spin, so I decided to give my ride a destination. Of course, I wasn't just going to buzz down I-5 (ick!) and back. I chose the long way 'round.
I left Gresham at 9 AM and rode due south to Deep Creek Road, which connected to Highway 211 just west of Barton. I followed 211 east into Estacada and veered left onto Highway 224 and familiar ground. There were numerous rafters on the Clackamas River and many cars headed in both directions between Estacada and Ripplebrook Ranger Station.
I stopped at the ranger station for a quick bio break, then headed south on NF46. I rode to Detroit without stopping, and maintained a spirited yet controlled pace. The temperature was warming up and by the time I got to Detroit it was already in the upper 70s. I ate a snack, filled up my tank with ethanol-free premium, and turned west on Highway 22.
This stretch of road, from Stayton, up over the Cascades to Sisters and Redmond, is busy and this warm late Spring day was no exception. I had to pass several slower cars, but kept my speed moderated for safety and economic sake -- tickets are expensive.
In Mehama, I crossed the Santiam River into the the community of Lyons. It was my first time in that tiny town. Highway 226 west was my new route and I was impressed with how lush it was. This is a beautiful drive, and it exemplifies the beauty of western Oregon. The next town I came to was Scio. I continued south then west again on 226, past the community of Crabtree, and into Albany.
I got turned around in Albany and had to backtrack a few blocks to get onto the correct street to Mike's house. I don't have a GPS on my Gixxer and on the ride back I spent some time wondering where I could mount one in the cramped dash space of the sport bike.
Mike and I drove in his car to a nearby brewpub for burgers and BLTs and ice water. We were the only customers until a middle-aged guy showed up solo on his Harley-Davidson. He ordered a beer and Mike and I talked behind his back at how foolish we think drinking and riding is. That guy has his freedom to do what he chooses, of course, including the freedom to make poor choices.
I decided to backtrack the way I came, so I said my goodbyes to Mike and made it back onto 226 east bound. The weather had warmed up into the low 80s and was a bit muggy. The armpit and back vents on my Aerostich Roadcrafter did a surprising job of helping me stay relatively cool. I stopped for gas again in Detroit, before heading north on NF46.
There were many motorcyclists heading toward me and the waves were enthusiastic on both sides at how great of a day it was to ride. When I stopped in Ripplebrook for another bio break and to chug more water, there were a half dozen other riders doing the same thing. I saw a couple of Forest Service law enforcement vehicles parked at a boat launch on the way back on 224 into Estacada, but they paid me no mind.
I got back into Gresham at 4:20 in the afternoon, after riding 320 miles. I was hot, thirsty, and my helmet -- which I had already cleaned three times during the day -- was covered in bugs. The front of my Gixxer was even worse. It needs a thorough cleaning.
Monday, May 11, 2015
Highway 224 to Ripplebrook is open
On Saturday I went for a Gixxer ride and discovered the roadblock on Highway 224 just east of Estacada has been lifted. It was in place since late September of last year due to landslides after the 36 Pit Fire near Memaloose Bridge.
I rode up to Ripplebrook Ranger Station and noticed that the road was in normal condition, with rocks on the pavement in only two spots -- which is typical for that highway. There was a sign in Estacada just as you leave town and head up 224 that said the road to Detroit was closed due to snow. They lie like a rug. Unless we get a freak low-elevation snow storm, it should be snow-free for the remainder of the season.
At Ripplebrook, I headed south on NF46. Again, the road condition was fine and normal and suffered no damage over the anemic winter.
I was in for a shock when I got to Detroit. The lake level is normally full this time of year, but instead the northeast reach, fed by the Breitenbush River, was at a record low. The docks were high and dry and only a 10' wide creek flowed at the bottom of the lake channel. In the half dozen years I've been riding to Detroit, I've never seen the water that low, even late in the season.
I gassed up, ate a snack, and headed back. Despite not riding that route since last year, I still have the route and curves memorized. My bike and I were in the zone and it was a flowing, fast ride. There were many other riders on the route, too, so people were taking advantage of the road opening.
I rode up to Ripplebrook Ranger Station and noticed that the road was in normal condition, with rocks on the pavement in only two spots -- which is typical for that highway. There was a sign in Estacada just as you leave town and head up 224 that said the road to Detroit was closed due to snow. They lie like a rug. Unless we get a freak low-elevation snow storm, it should be snow-free for the remainder of the season.
At Ripplebrook, I headed south on NF46. Again, the road condition was fine and normal and suffered no damage over the anemic winter.
I was in for a shock when I got to Detroit. The lake level is normally full this time of year, but instead the northeast reach, fed by the Breitenbush River, was at a record low. The docks were high and dry and only a 10' wide creek flowed at the bottom of the lake channel. In the half dozen years I've been riding to Detroit, I've never seen the water that low, even late in the season.
I gassed up, ate a snack, and headed back. Despite not riding that route since last year, I still have the route and curves memorized. My bike and I were in the zone and it was a flowing, fast ride. There were many other riders on the route, too, so people were taking advantage of the road opening.
Monday, April 20, 2015
Post, Oregon ... finally
I am running out of places in Oregon that I haven't visited by motorcycle. One of the locations on my to-ride list was Post, Oregon, the geographic center of the state.
Been there, done that, won't bother doing it again.
Don't get me wrong, the ride there and away was fine, with some classic eastern Oregon scenery and roads. But, the location -- you can't call it a town -- of Post itself is just a general store with a sign, and that's it.
They do have a gas pump, which I suppose would be convenient if you were running low. Regular unleaded cost $2.96 a gallon, which is amazingly low considering the remote location. I paused long enough to get off the bike a take a picture, then moved on.
My route was Gresham to Prineville via highway 26. I know, boring. But I didn't really have any other viable routes to take. Once in Prineville I took state route 380 east-south-east to Post, then kept going east to Paulina. When I left home, I stopped at a gas station in Boring to put some air in my tires and got chatted up by a retired school man named Val. He was very familiar with the area and suggested I take a side route south to Burns, then north on US 395. I thanked him for the suggestion and looked for the required road when I got to Suplee. Alas, I never found it.
Even my GPS kept wanting me to go all the way to 395 first, then south to Burns, which would involve riding the same 45 miles of road twice in the same day. That's not going to happen.
The last dozen miles of 380 before you get to 395 are much more wooded and typical of the Blue Mountains kind of terrain. I came out onto 395 just north of Seneca. I rode up to Canyon City, gassed up, then got to my motel in John Day in the mid afternoon.
I stopped at the Shelton Wayside along highway 19 just south of Fossil for a break, and used the timer on my camera to take a rare self-portrait.
Dinner was at The Outpost next door. That night, some rowdy kids decided to paw-tay the night away in the room next door so it took ear plugs to give me a few hours of sleep. The next morning I left with temps in the mid 30s. I took my usual route home: Kimberly, Spray (where I got gas), Fossil, Antelope, Maupin, Wamic, Government Camp, home. The weather was perfect. I saw two cow elk cross Bakeoven Road between Shaniko and Maupin, and earlier saw a wild turkey on the pavement, but other than that the only other critters I saw were a half dozen dead deer at various places along the route.
Been there, done that, won't bother doing it again.
Don't get me wrong, the ride there and away was fine, with some classic eastern Oregon scenery and roads. But, the location -- you can't call it a town -- of Post itself is just a general store with a sign, and that's it.
They do have a gas pump, which I suppose would be convenient if you were running low. Regular unleaded cost $2.96 a gallon, which is amazingly low considering the remote location. I paused long enough to get off the bike a take a picture, then moved on.
My route was Gresham to Prineville via highway 26. I know, boring. But I didn't really have any other viable routes to take. Once in Prineville I took state route 380 east-south-east to Post, then kept going east to Paulina. When I left home, I stopped at a gas station in Boring to put some air in my tires and got chatted up by a retired school man named Val. He was very familiar with the area and suggested I take a side route south to Burns, then north on US 395. I thanked him for the suggestion and looked for the required road when I got to Suplee. Alas, I never found it.
Even my GPS kept wanting me to go all the way to 395 first, then south to Burns, which would involve riding the same 45 miles of road twice in the same day. That's not going to happen.
The last dozen miles of 380 before you get to 395 are much more wooded and typical of the Blue Mountains kind of terrain. I came out onto 395 just north of Seneca. I rode up to Canyon City, gassed up, then got to my motel in John Day in the mid afternoon.
I stopped at the Shelton Wayside along highway 19 just south of Fossil for a break, and used the timer on my camera to take a rare self-portrait.
Thursday, March 26, 2015
International motorcycle travel
Stromtrooper, one of the motorcycle forums I belong to, is a fantastic source of information and insight about V-Stroms in particular and motorcycling in general. Recently, a forum member posted a request for advice about an upcoming trip with two buddies from Michigan to Brazil. Here was my response:
International travel
Regardless of your mode of transportation, you have a lot to think about when traveling internationally. You'll need to get a lot of visas lined up, be sure you have high resolution copies of your passport and all related documents scanned into PDFs that are loaded onto your phone as well as in some cloud-based location like Dropbox. I know someone who lost -all- their docs and were able to get new workable copies from an Internet cafe in the middle of Bolivia. You'll need to get a bunch of shots and vaccinations from your doctor. Check with the State Department's web site to make sure there aren't any new conflicts or hostage escalations in the areas you plan to travel. Etc.
Long-distance motorcycling
Traveling long distances on a motorcycle has its own set of concerns. Take good care of your chain, and clean it and keep it lubed especially after doing any kind of dusty or dirty/muddy riding. Go to your local service shop, ask to borrow an old to-be-discarded motorcycle tire like yours. Drill some holes in it and practice plugging it with your patch kit. Practice removing a wheel from your bike (front and rear), changing the tire, and remounting it to the bike. Make an inventory of the size wrenches you need to change the oil, change a rim/tire, replace mirrors or turn signals, etc. and make sure your tool roll has all of those sized wrenches (don't forget allen wrenches). Clothing ... I suggest ExOfficio and similar brands of travel wear. It is super lightweight, packs tiny, can be worn several days w/o washing if needed, can be easily washed by hand and dries quickly, and is super durable. Cotton is great for pajamas, not for long-distance travel. You will likely need to get new tires at some point along the way. Identify reputable dealerships in safer cities and contact them. Find out if you can pre-ship your new tires to their location so they're waiting for you when you arrive (if they don't already carry them in-stock). You'll also be doing a couple of oil changes along the way. Take the gear (gloves, rags, wrenches, tinfoil, etc.) you'll need -- you can buy oil on the road. Don't pack single-purpose items; save space by only taking items that are compact and can do more than one thing (as a general rule, anyway). Pack the same way every time, so you always know where your stuff is and can easily tell when something has gone missing.
Personal
Have you made a list of the bills that have to get paid, and when they have to get paid, while you're gone? And made arrangements for someone to take care of those things for you? It's great to go on a long trip, but no fun when you return home and your water got shut off from delinquent payment. Contact your motorcycle and health insurance companies to let them know your anticipated route, and find out anything they don't cover. Also find out the procedures if you need to make a claim while on the road. Store their international phone numbers in more than one location, not just in your cell phone (which can be easily stolen, lost, or damaged). Be cautious about announcing your departure on places like Facebook because people will go to your house knowing you're not there and rip you off (it happens, sadly). Do you have a Will? Not to be morbid, but it's a good idea even if you never leave your own county.
Spend your time before your trip thinking about all these kind of things. Read books by Greg Frazier, etc. to learn what you can from people that practically do this for a living. It's better to be organized -before- you leave, than try to reactively deal with complications once you're already on the road.
International travel
Regardless of your mode of transportation, you have a lot to think about when traveling internationally. You'll need to get a lot of visas lined up, be sure you have high resolution copies of your passport and all related documents scanned into PDFs that are loaded onto your phone as well as in some cloud-based location like Dropbox. I know someone who lost -all- their docs and were able to get new workable copies from an Internet cafe in the middle of Bolivia. You'll need to get a bunch of shots and vaccinations from your doctor. Check with the State Department's web site to make sure there aren't any new conflicts or hostage escalations in the areas you plan to travel. Etc.
Long-distance motorcycling
Traveling long distances on a motorcycle has its own set of concerns. Take good care of your chain, and clean it and keep it lubed especially after doing any kind of dusty or dirty/muddy riding. Go to your local service shop, ask to borrow an old to-be-discarded motorcycle tire like yours. Drill some holes in it and practice plugging it with your patch kit. Practice removing a wheel from your bike (front and rear), changing the tire, and remounting it to the bike. Make an inventory of the size wrenches you need to change the oil, change a rim/tire, replace mirrors or turn signals, etc. and make sure your tool roll has all of those sized wrenches (don't forget allen wrenches). Clothing ... I suggest ExOfficio and similar brands of travel wear. It is super lightweight, packs tiny, can be worn several days w/o washing if needed, can be easily washed by hand and dries quickly, and is super durable. Cotton is great for pajamas, not for long-distance travel. You will likely need to get new tires at some point along the way. Identify reputable dealerships in safer cities and contact them. Find out if you can pre-ship your new tires to their location so they're waiting for you when you arrive (if they don't already carry them in-stock). You'll also be doing a couple of oil changes along the way. Take the gear (gloves, rags, wrenches, tinfoil, etc.) you'll need -- you can buy oil on the road. Don't pack single-purpose items; save space by only taking items that are compact and can do more than one thing (as a general rule, anyway). Pack the same way every time, so you always know where your stuff is and can easily tell when something has gone missing.
Personal
Have you made a list of the bills that have to get paid, and when they have to get paid, while you're gone? And made arrangements for someone to take care of those things for you? It's great to go on a long trip, but no fun when you return home and your water got shut off from delinquent payment. Contact your motorcycle and health insurance companies to let them know your anticipated route, and find out anything they don't cover. Also find out the procedures if you need to make a claim while on the road. Store their international phone numbers in more than one location, not just in your cell phone (which can be easily stolen, lost, or damaged). Be cautious about announcing your departure on places like Facebook because people will go to your house knowing you're not there and rip you off (it happens, sadly). Do you have a Will? Not to be morbid, but it's a good idea even if you never leave your own county.
Spend your time before your trip thinking about all these kind of things. Read books by Greg Frazier, etc. to learn what you can from people that practically do this for a living. It's better to be organized -before- you leave, than try to reactively deal with complications once you're already on the road.
Monday, March 23, 2015
Road Closed to Memaloose
Over the weekend I took a day ride up Hillock Burn Road into the Cascade foothills. This road heads south and southeast from Highway 211, a few miles south of Estacada.
A few miles up the road I saw several Clackamas County sheriff deputies and a Forest Service law enforcement officer standing at a canopy on a wide spot on the side of the road. They were handing out flyers describing the rules and laws of target shooting in the area. After telling them I was only there for a ride, the deputy I spoke with told me the road got gnarly a mile or two up the road. I thanked him for the warning, and continued onward.
It had rained the night before so the gravel road was wet and there were numerous small mud puddles, but the road itself was in relatively great shape. I kept going and never came to anything that was a challenge.
Hillockburn Road soon turns into NF-45. It heads south to a W-shaped pair of switchbacks before turning north again. The highest point of the road is just below 4,000 feet, and this time of year should have seen the road under a foot of snow. I went there the same time last year and had to turn back because of snow; not this year.
My V-Strom with its Heidenau K-60 knobby tires performed wonderfully and I built up my confidence riding on the gravel road.
It was my hope that the road was open at the north end where it quickly descends to the Clackamas River and crosses to highway 224 at the Memaloose bridge. The sheriff's deputy didn't say anything about the road being closed, so I remained hopeful. The previous September "36 Pit Fire" had burned both sides of the river near where the bridge crosses, and was behind the road closure. Still, since 224 was open to local traffic, I hoped they'd let me through so I could loop back to Estacada and not have to backtrack all the way to 211.
Unfortunately, within a mile or two of the final descent down to 224 I came upon the road block. They had erected several concrete barriers and piled boulders on both sides. One side could have been bypassed if I walked the bike through and was very careful, but I suspected there would be landslides or other natural barriers further down the road and didn't attempt to by past it.
I ate a protein bar and head back the way I came. This time I was able to go a bit faster and with greater confidence on the gravel road. When I eventually got back to the sheriffs, I told him the road was blocked. He said, "Yeah, I probably should have told you about that. There are several landslides just past it so you wouldn't have made it through anyway."
By the time I got home I'd ridden 120 miles, more than half of it off-road. The total route took 4 hours.
A few miles up the road I saw several Clackamas County sheriff deputies and a Forest Service law enforcement officer standing at a canopy on a wide spot on the side of the road. They were handing out flyers describing the rules and laws of target shooting in the area. After telling them I was only there for a ride, the deputy I spoke with told me the road got gnarly a mile or two up the road. I thanked him for the warning, and continued onward.
It had rained the night before so the gravel road was wet and there were numerous small mud puddles, but the road itself was in relatively great shape. I kept going and never came to anything that was a challenge.
Hillockburn Road soon turns into NF-45. It heads south to a W-shaped pair of switchbacks before turning north again. The highest point of the road is just below 4,000 feet, and this time of year should have seen the road under a foot of snow. I went there the same time last year and had to turn back because of snow; not this year.
My V-Strom with its Heidenau K-60 knobby tires performed wonderfully and I built up my confidence riding on the gravel road.
It was my hope that the road was open at the north end where it quickly descends to the Clackamas River and crosses to highway 224 at the Memaloose bridge. The sheriff's deputy didn't say anything about the road being closed, so I remained hopeful. The previous September "36 Pit Fire" had burned both sides of the river near where the bridge crosses, and was behind the road closure. Still, since 224 was open to local traffic, I hoped they'd let me through so I could loop back to Estacada and not have to backtrack all the way to 211.
I ate a protein bar and head back the way I came. This time I was able to go a bit faster and with greater confidence on the gravel road. When I eventually got back to the sheriffs, I told him the road was blocked. He said, "Yeah, I probably should have told you about that. There are several landslides just past it so you wouldn't have made it through anyway."
By the time I got home I'd ridden 120 miles, more than half of it off-road. The total route took 4 hours.
Monday, March 9, 2015
South-central Washington on a sport bike
This past weekend I went for an overnight trip to visit family at their home in rural south-central Washington state. I rode my 2012 Suzuki GSX-R750, nicknamed "Shoot to Thrill." The weather was perfect, the road conditions were great, the bike ran wonderfully.
I left Gresham Saturday morning and got on I-84 westbound. At I-205 I crossed the Columbia River and got on SR14 eastbound. Between Washougal and North Bonneville I got stuck behind some slow cars that for whatever reason were all Oregon drivers. To this day I don't know why people think driving 10 mph below the speed limit is a good idea.
Here is the Google Maps route I took.
I stopped at the rest area on the north end of the Hood River bridge for a bio break. The sun was bright, air temperature was about 60 degrees, and the wind was calm. The river was nearly mirror perfect. Continuing east I had more of the road to myself without the hassle of slow cagers. At Lyle, I headed northeast on highway 142. This road follows the Klickitat River and has many fast sweepers and a few tight turns. The road was in great condition and didn't appear to suffer any damage during the winter.
In Goldendale, I rode south a few miles on highway 97 to the Chevron where I filled up my fuel tank. I rode 133 miles on 2.3 gallons of gas. What a machine! After a quick snack, I continued east on the Bickleton Highway, then to my sister's house. The last two miles were on gravel road, and although that's never any fun on a sport bike, I kept it upright and stable.
The ride home the next day was even better. Rather than backtracking the whole way, I continued east to the tiny community of Bickleton before heading south to Roosevelt. This stretch of road is simple at first glance, but has some interesting characteristics. It has numerous straight stretches a few tenths of a mile long, followed by a 90 degree turn posted at 30-45 mph. Each turn is banked, and the pavement is in perfect shape. There is some gravel on many of the curves, however, so picking a good line and maintaining control is critical. The other interesting aspect of the route is the rows and rows of wind turbines.
Here is the Google Maps route I took home.
The road descents about 2,000 feet to the road-side community of Roosevelt along the Columbia River. It comes to a T-intersection with SR14. I turned right and headed west toward home. From this point forward, SR14 can be extremely windy. Today, however, it was calm and I had the road practically to myself.
I stopped in The Dalles for gas and food before continuing west. Traffic increased, and there were lots of motorcyclists about. Several sport bike riders gave me the signal for law enforcement ahead (by patting the top of their helmet). I saw one unmarked Washington LEO with his lights flashing, having pulled over a guy in a blacked-out Honda accord. I got two more warnings for cops but never saw where they were hiding.
I crossed back to the Oregon side via the Bridge of the Gods to Cascade Locks. I pulled up behind a buddy in his car just as we were getting onto the freeway. Small world!
By the time I got back home it was in the upper 60's.
I left Gresham Saturday morning and got on I-84 westbound. At I-205 I crossed the Columbia River and got on SR14 eastbound. Between Washougal and North Bonneville I got stuck behind some slow cars that for whatever reason were all Oregon drivers. To this day I don't know why people think driving 10 mph below the speed limit is a good idea.
Here is the Google Maps route I took.
I stopped at the rest area on the north end of the Hood River bridge for a bio break. The sun was bright, air temperature was about 60 degrees, and the wind was calm. The river was nearly mirror perfect. Continuing east I had more of the road to myself without the hassle of slow cagers. At Lyle, I headed northeast on highway 142. This road follows the Klickitat River and has many fast sweepers and a few tight turns. The road was in great condition and didn't appear to suffer any damage during the winter.
In Goldendale, I rode south a few miles on highway 97 to the Chevron where I filled up my fuel tank. I rode 133 miles on 2.3 gallons of gas. What a machine! After a quick snack, I continued east on the Bickleton Highway, then to my sister's house. The last two miles were on gravel road, and although that's never any fun on a sport bike, I kept it upright and stable.
The ride home the next day was even better. Rather than backtracking the whole way, I continued east to the tiny community of Bickleton before heading south to Roosevelt. This stretch of road is simple at first glance, but has some interesting characteristics. It has numerous straight stretches a few tenths of a mile long, followed by a 90 degree turn posted at 30-45 mph. Each turn is banked, and the pavement is in perfect shape. There is some gravel on many of the curves, however, so picking a good line and maintaining control is critical. The other interesting aspect of the route is the rows and rows of wind turbines.
Here is the Google Maps route I took home.
The road descents about 2,000 feet to the road-side community of Roosevelt along the Columbia River. It comes to a T-intersection with SR14. I turned right and headed west toward home. From this point forward, SR14 can be extremely windy. Today, however, it was calm and I had the road practically to myself.
I stopped in The Dalles for gas and food before continuing west. Traffic increased, and there were lots of motorcyclists about. Several sport bike riders gave me the signal for law enforcement ahead (by patting the top of their helmet). I saw one unmarked Washington LEO with his lights flashing, having pulled over a guy in a blacked-out Honda accord. I got two more warnings for cops but never saw where they were hiding.
I crossed back to the Oregon side via the Bridge of the Gods to Cascade Locks. I pulled up behind a buddy in his car just as we were getting onto the freeway. Small world!
By the time I got back home it was in the upper 60's.
Tuesday, January 27, 2015
Mid-60s in the middle of January?
This past weekend I went for a long ride on my 2012 Suzuki GSX-R750, and was amazed at how warm it was. This is the middle of January and the temperature in town was 65 degrees.
I saw a lot of motorcyclists out and about, and although I couldn't see through their face shields, I'm sure they were all grinning like me.
The bike is running fantastic and I'm very happy to have found a source of 'clear' premium unleaded ... gas without ethanol. Since I don't ride but once every week or two, it's good to keep the tank filled with ethanol-free fuel.
I saw a lot of motorcyclists out and about, and although I couldn't see through their face shields, I'm sure they were all grinning like me.
The bike is running fantastic and I'm very happy to have found a source of 'clear' premium unleaded ... gas without ethanol. Since I don't ride but once every week or two, it's good to keep the tank filled with ethanol-free fuel.
Wednesday, November 26, 2014
My second novel is now available, Ohlen's Bane
I just released my second novel, Ohlen's Bane, available as an e-book for Kindle and Nook. It will be available for iOS devices on the Apple iTunes Bookstore soon as well.
A free preview edition in PDF format is available for download here.
Ohlen's Arrow is the first book in the series, and Ohlen's Bane is the sequel. You can read about them here and here.
Yes, I intend to write a third book in the series, perhaps more. Stay tuned.
Monday, November 10, 2014
Writing instead of Riding
Lately I've been pushing to finish my second book, Ohlen's Bane, the sequel to Ohlen's Arrow. My goal is to get it published and available for purchase by Thanksgiving. Because of this, I haven't had many opportunities to ride lately. To further complicate matters, highway 224 between Estacada and Ripplebrook Ranger Station has been closed because of the 36 Pit Fire back in September. It burned on both sides of the highway and ODOT is concerned about landslides. This effectively eliminated rides to Detroit as a possibility.
Speaking of landslides, there was a bad one on 224 recently, further complicating matters. It is possible 224 won't be available for riders like me until spring of next year.
In the meantime, I have been taking short maintenance rides on both my V-Strom 650 and GSX-R750 just to keep them running. Having my bikes stabled in a storage unit a half mile from my apartment makes it that much more of a hassle to hop on and go for a ride.
Speaking of landslides, there was a bad one on 224 recently, further complicating matters. It is possible 224 won't be available for riders like me until spring of next year.
In the meantime, I have been taking short maintenance rides on both my V-Strom 650 and GSX-R750 just to keep them running. Having my bikes stabled in a storage unit a half mile from my apartment makes it that much more of a hassle to hop on and go for a ride.
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