Lessons Learned From Rims, Tires & DIY

So, the rims are back from Fireball Coatings.  They look fantastic, but I'm a bit baffled by the process.  Mark, the owner, suggested getting candy coated gold, though I'd initially said I'd just go for the plain gold.  After being convinced of the upgrade the process took longer than expected (about 20 days instead of a week) because he was out of the product needed to do it.  Communication wasn't a strong point during this wait.

I was worried about tolerances changing on the inside of the rims, but I was assured that they  would be masked off.  The end result has a fair bit of over-spray, which isn't easy to clean up (which I guess bodes well for the rims themselves in regular wear and tear use).  With a Dremel I've been able to clean up the over-spray and I've begun to rebuild the rims for re-installation.

The final bafflement came when Mark said that black bits dropped into the process and there are minor imperfections as a result.  They are barely visible, but his explanation was that no one does gold candy coat on rims.  This begs the question, why up-sell me on them then?  All the strangeness aside, they do look fantastic, and I'm looking forward to seeing them back on the bike again.  The final cost to coat two rims was just over $300 Canadian taxes in (or about a dollar fifty US).

I'm not sure what I'd do differently next time as I don't have much experience with industrial coatings.  I think I'll give Fireball another go in the future though, just not if I'm on a tight timeline.  I imagine less finicky (ie: rims without a shaft drive hub on them) parts would be less of a headache.  They had a coated motorcycle frame on the floor at the shop that looked spectacular.  Mark figures he can coat all the basic parts of a bike (frame, swing arm, exposed bits and pieces) for about $1000.

Buy 'em online and you're looking at a lot of money for tires
unseen and possible long on the rack.

The tire portion of the process was handled by Two Wheel Motorsport just north of Guelph on Highway 6.  It's my first time doing motorcycle tires (everything previous was well rubbered when I got it and sold safetied as is).  What I've learned is that motorcycle tires are expensive!  And evidently wear out much sooner than car tires (odd considering how they are supporting much less weight on lower mileage).

The tires from the dealer were about forty bucks more per tire than online, but you're buying them on the internet sight unseen, and they might be cheap because they're stale.

I got the benefit of very experienced Concours owners in the parts department helping with tire choices rather than depending on the generic tire size finder online.  No one seems to support the OEM Dunlops that originally came with the bike twenty two years ago, so selecting ZG1000 tires is about preferences rather than manufacturer's recommendations.

The tire pricelist from the Toronto
Motorcycle Show - 2 Wheel was
cheaper, and could get the weird
size for my Concourse.

I was going to go with Bridgestones, but when a guy with over a million miles ridden (!) suggests the Michelins if you want good handling and amazing mileage, I didn't ignore him. 

All was well until I got the $600 bill... for two tires!  I think my last car change was 4 Yokohamas for the Mazda2, and it cost $650 and included balancing and installation.  Like I said, bike tires are expensive!  It was $35 to install each tire - ninety nine and change for the work.  I think I got charged for tire disposal even though the rims were bare, and even though I asked for a 90° valve stem on the back I didn't get one (though I don't think I was charged for it).

I thought maybe buying tires at the Bike Show would save money, but the prices listed weren't as good as the sale prices offered over the desk at Two Wheel, and they didn't have the weird sizes I need for the Concours anyway, so that isn't a way out.

I used to be a tire guy at Canadian Tire when I'd just gotten out of high school.  I know my way around the tools involved.  In the future I think I'm going to try and get tires and bits and pieces online and then do the install myself.  I'm going to install balancing beads on my current tires.  If they work as well as advertised, balancing (the only part that requires expensive machinery) won't be necessary.  When I do the tires on the XS1100 I'll do them in-house and see how it goes.

Speaking of in-house, the last frustration was removing the bearings.  I took them in to school figuring that the autoshop had a press and could take them out easily.  They sat there for a week before I finally took them home and knocked out the bearings in ten minutes.  While there for the week they managed to lose my bearing retaining clips and the front bearing spacer as well, so I'm having to spend another $20 at the dealer replacing parts they lost.  The moral of this story?  Do the work yourself.  You learn more by doing it, and you're less likely to lose parts you need to put the thing back together again.

The missing bits and pieces should be in this week, I should have the bike back on its feet by this weekend.  I'm looking forward to seeing how it looks with its new kicks on.


Parts Costing

                      TIRES                            Online      Dealership   Difference
Michelin Commander II 150/80/16       $174.45        $213.79        $39.34
Michelin Commander II 130/70/18       $208.00        $244.54        $36.54
                                                                                                 --------
                                                      money saved buying online   $75.88
                                                      + gas & time going to and from the dealer (online delivery is free)

Dealer parts total:  $458.33+$4 (shop supplies) = $462.33 (don't see any charge for the valves)
Online order total: $442.61 (including a 90° rear valve & a front valve)

Labour Costing

Dealership installation of two tires (with new valve stems, no balancing, no disposal - though they charged me for that anyway):  $99

How to change your own tires.

The Toronto Motorcycle Show 2016

A 10°C day meant a number of people stole a ride over to the
show... in February!

Despite a rather miserable experience at the 'Supershow' in January, I went to the Toronto Motorcycle Show yesterday and it reminded me why this is my favourite show.

After NOT having to line up for ten minutes just to get into the parking lot, and NOT having to line up for forty minutes to get tickets, and NOT having to line up for another half an hour to get in the door, we immediately found ourselves on the show floor sitting on bikes and chatting with people.

When you're done,
you're downtown!

Yes you have to pay for parking, but the ticket prices are similar and you can buy them online without worrying about having your information stolen.  There are still deals available at this show on accessories, but the real focus of this one are the manufacturers themselves.  Everyone attends this event (unlike the Harley/Kawasaki only 'Super' show).  I got to sit on Ducatis, Indians and Triumphs, as well as every other major manufacturer.  And when you're done you're downtown in Toronto.  We met up with family, had dinner and went to the Aquarium after.  When you wander out into the airport/industrial wasteland around the International Centre all you want to do is get as far away as possible.

Inside, the show itself is laid out well with wide aisles so you aren't waiting for clumps of people to filter through (the line ups never ended in January!).  With that many manufacturers on display you get to see a broad range of machines and talk to people from all brands.

This is the kind of professionally run show I'm not embarrassed to bring my wife to.  I'll be back next year.  This one is a keeper.

This is the show to sit on a Triumph!  The new Bonneville T120 in this case.

Kawasaki had the H2 and the H2R on display!

... and the Anniversary Ninja.

Number one of thirty!

How do you get my wife, a non-rider with a Master's degree out to look at bikes?
Put on a professional show like the Toronto Motorcycle Show!

Bimmer browsing.  Like Harley, BMW know how to put on a show.

The Africa Twin... finally!  Nowhere to be seen in January, but on display at the Honda stand here (it's surprisingly tall).

The bike she adores: the Indian Scout.

The difference between Dani Pedrosa and I on a Honda race bike?  He doesn't look like a circus bear on a trike.

Once again, the bat-bike like Honda NM4 was Max's dream machine.

The show is on again today - if you're in the GTA on this Sunday afternoon wondering what to do, a trip down to the CNE for the Toronto Bike Show is a good idea.

The Machine As Narrative

Eighteen months ago I found a 1994 Kawasaki ZG1000 sitting in a field.  It was in pretty rough shape, unused with grass growing up through it.  I was immediately drawn to it, though I was worried about transitioning from my relatively modern, fuel injected, first bike (an '07 Ninja) to this twenty year old, carbureted machine that clearly needed TLC to be roadworthy.  

One of the reasons I got into motorcycling was to re-spark my dormant love of mechanics, which had been prompted by Matt Crawford's brilliant little book, Shopclass As Soulcraft.  I briefly battled with worries about my abilities and working on motorcycles (of which I had no previous experience).  When you get a car repair wrong you tend to roll to a stop surrounded by a big cage.  If you get a bike part wrong it can throw you down the road.  I'd been away from mechanics so long that I was afraid I'd lost the touch.

Once I got my hands moving again they quickly remembered what they once knew.  My ability to repair machines hadn't been unused, it had simply been focused elsewhere, on IT.  Those years of rebuilding cars and working in the industry quickly came back to me.

The Concours was stripped down, old gauges were fixed, oil lines repaired and it sailed through safety.  The old dog immediately rewarded me with a ride up to Blue Mountain though a snow storm, and a ride around Georgian Bay.  The only mechanical failure as the bike began to rack up miles was Canadian Tire's fault.

By the end of the summer the old Kawasaki had ridden down the back straight of the Indianapolis Motor Speedway, and clocked up over thirty thousand miles on the odometer.

This winter I've been deeper into the bike than ever before.  Besides maintenance items like spark plugs, I also had a close look at the tires, and elected to retire the mis-matched, old tires.  With the tires off and the wheels naked, I looked into industrial coating options.  Fireball Performance Coatings is only about half an hour away in Erin.  After meeting with the owner Mark, I went with a candy coated gold that'll gel nicely with the red/gold trim look the bike is developing.  The rims are done and are currently at Two Wheel Motorsport getting Michelined up.  Future bike projects are definitely going to make use of Fireball's coatings.

This week things start to go back together in a big way.  With the tires and rims back I'll be popping in the new bearings, putting the balancing beads in (first time trying them), and installing the wheels back on the bike.  With the wheels (and disk brake rotors) back on I'll be able to finally finish the rear brake lines and reinstall the rebuilt calipers.  It's a lot of bits and pieces that need to come back together, fortunately I've been taking photos as I go (a good way to keep track of what goes where).  Between that and the Clymer shop manual, everything should come back together nicely.

A big part of taking things apart is cleaning them up, even if parts don't get replaced.  I've been into many dark places that haven't seen anyone since 1994.

The clean and shiny drive disk in the rear hub - it's what the shaft drive feeds into.

A cleaned up shaft drive housing on the back of the bike.

The rear suspension is cleaned up, but it needs a good greasing.

Owning an older motorcycle can be frustrating, but it's also very rewarding.  The operation of the machine is only one part of your relationship with it.  By laying hands on the mechanicals you become familiar with your motorbike in a new way.  That mechanical relationship integrates with the riding relationship, creating something richer.

It might be nice to have a newer machine that always works, but even if I could afford that, I don't know that I'd sell off the Concours.  It's nice to have a machine I'm this intimate with.

As I finished writing this Triumph emailed me with a link to the new Street Twin configurator.  That'd be a lovely machine to start another story with...

Dragon Eclipses

Do you know where you're going to be on August 21st, 2017?  As it happens, at about 2:30 in the afternoon on that day, a total solar eclipse will be passing over The Tail of the Dragon in Tennessee and North Carolina.  

Total eclipses don't happen very often.  This is complete totality, the moon perfectly covers the sun's disk, the sky goes dark, birds go to sleep, and a couple of minutes later everything comes back and it's another normal sunset in the mountains.  It'll be spectacular.

I got some nice shots of a partial solar eclipse during sunset a couple of years ago, but a chance to see totality is a bucket list item.  If I can time it with another bucket list item (riding the Tail), what a day that'll be!

I've seen a spectacular partial eclipse at sunset, but totality is something else entirely.  If you're able, try and get into the path of the total eclipse and the moon's shadow slides across America at over 1000 miles per hour.

Get between the blue lines (and as close to the red one as you can get) and you'll see a total solar eclipse. On the Portland side you're looking at a 5:15pm start,  As the shadow slips into the Atlantic around Charleston, it'll be a 6:46pm event.

Cabin Fever

I might be getting a bit jumpy waiting for spring...

I tried starting up the KLX on Wednesday when it was 15°C.  I thought I might ride across town to pick up my son from daycare, but I couldn't get it going.

Today I got it going by giving it a blast of quick start with the air cleaner box open.

Pretty Calipers

The brake caliper rebuild moved into the 'nerd-lab' downstairs where my son does his lego and I usually focus more on digital tech.  With Why We Ride playing on the projector I got to enjoy HEAT while I rebuilt the rear caliper.

The only time I had to go out to the garage was to blow out the caliper pistons with compressed air, otherwise it was some light bench work while watching a very pretty film.

I'm still monkeying around with 3d modelling tools.  I'm trying different resolution settings on the Structure Sensor.  I also tried using itseez3d instead of the factory software.  It made for an interesting variation (itseez3d uses the ipad camera to take a lot of texture photos which it mixes into the model).


It only took me a couple of hours to sort out the fronts and have everything looking sharp.  Blowing out the pistons was a bit trickier as there are two on the front and the smaller one (less surface area) didn't come right out with the air.  I'm worried that I scored them too much removing them.  I guess I'll see when I put them all back on the bike.

The front calipers are cleaned up and blown apart, waiting for their rebuilds, probably later this week.

3d model of the rear caliper reassembled.

Compared to the rusty lump it was before, it's night and day.  I can't wait to feel the change.

The rusty, pockmarked disk bolts got dremelled clean and repainted too.

Winter Stable Dreams

It's snowing so thick you can't see the road.  I'm at the end of a semester and in full day-dreaming mode.  If I were out bike shopping this week, this is what I'd be aiming to bring back:

The naked:  I'm still smitten with the Kawasaki Z1000.  An orange one, with a tail tidy to get rid of the only ugly part of this stunning machine (the ugly plastic plate hanger off the back).  Some aero crash protectors and I'd be ready to track day with it as well.

The sporty road bike: the jewel-like Honda VFR800 still plucks a heart string.  It's the descendant of one of my first motorbike crushes and would make for a mighty entertaining, sport focused road bike that could still swallow miles if needed.  It looks spectacular in white, but it also needs a tail tidy!





The all terrain bike is a tricky piece of work.  The temptation is just to go all in on a big adventure bike, but the main purpose for one of those is as a road riding mile-muncher.  My off road able bike needs to work on the road and keep up with traffic (something my current 250cc Kawasaki isn't great at), but its focus should be off tarmac (unlike a big, heavy adventure bike).



A light-weight scrambler would be a the preferred choice aesthetically.  Building out my own custom from an existing, off-road focused bike would offer both the scrambler vibe while using light-weight, off-road ready tech.

The Suzuki DR-Z400S makes for a great base.  At 144 kilos (317lbs) it's almost half the weight of BMW's big queen of adventure bikes, and made by a manufacturer that makes bikes with one quarter the number of manufacturing mistakes.  I don't feel reckless in the decision.

Is a Scrambler DR-Z400S possible?  I wouldn't be the first to try.  The DR-Z400SM is a street version of the off-roader, so Suzuki has already done a less off-road focused version.  It's an adaptable bike.

Too bad no one makes a sub 500cc off road focused, light weight Scrambler (instead they market stylish new ones or sell recycled history).  Anything north of 200kgs (441lbs) might be surprisingly capable off road, but it'll still be a misery to pickup and all that weight means you're going to be breaking suspension all the time.

Suzuki already has the platform on which to build a perfect modern scrambler.  C'mon, you're almost there!

Some people want a $30k bike that can do one thing, I'd happily spend that money on a Kawasaki, Honda and Suzuki that can do just about everything.