My first ride with the new windshield

On Monday, I needed to go to Costco for some noodles. I drove the Jeep to work. On Tuesday, I needed to take the Jeep to the tire place to get my tires rotated and balanced (free lifetime rotation and balancing at America's Tire/ Discount Tire if you buy your tires there!). On Wednesday I just plain overslept and drove the Jeep because you can just jump in the thing and get to work on it.

So today I got to ride the new windshield and... meh. We'll have to see what happens once my mirror extenders come in and I can get the mirrors out of the way so I can tilt it back further, but so far, it doesn't seem to be much better than the stock windshield. At least it's not too tall, which was Gordon's fear -- the way I had it adjusted put the top of the windshield basically at the bottom of my visor. I've adjusted it a little taller for the ride home, we'll see if that's any better, but I don't think it'll be "right" until I can tilt it back further towards me, which I can't do until I move the mirrors out of the way. Alas, I forgot my camera, so couldn't get a picture of the bike w/windshield installed on it today... oh well!

-- Badtux the Wrenchin' Penguin

WIndshield for the 'Strom

To deal with the upcoming winter rainy season I just ordered what must be the world's ugliest windshield for my Suzuki DL650 V-Strom: That is the National Cycle VStream. The weird cut-outs are to make room for the mirrors and the handguards on bikes that don't have bar-backs like mine, otherwise the windshield is too wide for the bike. The cut-outs also help with reducing buffeting behind the windshield, since the air coming around the cut-outs helps reduce the backpressure behind the shield.

We'll have to see what happens. This windshield was at least $80 cheaper than the other high-end windshield I was looking at, so hopefully it'll work. Otherwise I'll have to sell it off on Fleabay and fork out more money, bummer :-(.

-- Badtux the Motorcyclin' Penguin

Scottoiler!

I just finished installing a Scottoiler on the Blackstrom. I'll add some photos to this post once I'm not so tired, but basically, here's how it went:

The first thing I had to do was find a place to put the reservoir. Finally I noticed that there was a plastic trim poprivet (the kind you push the center in to remove, then pop the center back out to re-insert, that holds two plastic trim pieces together) right beneath the rear left fender where an exhaust pipe might be if the Blackstrom had dual exhausts. I popped it out and looked at the mounting bracket for the reservoir and yep, the reservoir's mounting stud was almost exactly the same size as that hole. A couple of washers later, and the reservoir was mounted. Most people mount it inside the rear left fender rather than hanging under it, but I like it outside so I can glance at it to see if it needs filling and fill it up without taking the seat off. Besides, to put it inside the rear left fender I would have needed to take the plastics off, and that would have required taking the rear luggage rack off, which is a PITA...

The next thing was to route the vacuum line. The Scottoiler uses engine vacuum to open a plunger to let oil drip out onto the chain. That keeps all your chain oil from dripping out when the bike is off. I had to glue one guide onto the plastics in order to keep the vacuum line from flopping into the wheelwell. Oh well. It's hidden up under the fender, and from there the vacuum line goes through an already-existing hole in the plastics and forward to the forward throttle body, where it plugs into the throttle body sync port (previously covered with a vacuum cap) using the adapter in the kit. At some point in time I need to re-plumb this port with a "T" so you don't have to pull off the Scottoiler vacuum hose to sync the throttle bodies, but this is okay for now.

The last and final thing to do was to route the oil line. I routed it basically down the rear subframe member until reaching a point where I could hop it down to the swingarm, then of course to the side of the swingarm, then down underneath it until I could bend the nozzle so that the tip was just above the chain at the sprocket.

Once all that was done, I could prime it. I use GM Dexron III ATF as my chain lube in my Scottoiler on my KLR, so in the interests of keeping a common lube, I primed this Scottoiler with ATF also. Unlike the weird "Scott-oil", Dexron III is available for cheap at every Wally World and roadside Kwicky-mart in the USA, so it makes more sense to put ATF in the chain oiler if you intend to take long trips, as I do. So I shoved fluid into it using the sealed priming intake port until nice pink fluid started dripping onto the chain, then popped the cap and finished filling up the reservoir with ATF.

Tomorrow I'll need to calibrate the thing to have the correct number of drops per minute. It doesn't take much, I don't intend to ride this bike through the dirt so I just need enough slow drip drip drip to keep the chain o-rings moist and conditioned and keep the chain from rusting. Any more than that and it just makes a friggin' mess. But in case it's raining or I do go through the dirt or something, all I have to do is turn the dial turn make it drip faster, and there we go. A mess on the back of my bike is better than having a rusty chain, after all...

-- Badtux the Motorcyclin' Penguin

The never-ending electrical project

Last night I got about 45 minutes to work on the Nightstrom, my flat black 2008 Suzuki DL650 V-Strom. I gave up on relocating the ABS fuses and relay to behind the left side panel. It was too hard to get the left side panel off, requiring too much disassembly of the bike, and replacing those relays and fuses isn't something I want to spend hours doing on the side of a road (eep!). With the relays and fuses still relegated to their original general location behind the battery, I finally gave up on putting the new fuse panel immediately behind the battery. There just was not enough room there. Instead the new fuse panel will have to go in the owner's manual tray.

That decision made, I took some stick-on plastic hooks and moved the ABS fuses and ABS relay to a more compact configuration. They were originally hooked via rubber slots to tabs on a piece of plastic attached to the battery tray. I cut off that plastic extrusion of the battery tray and moved them back to the front side of the owner's manual tray, more to the left. This leaves me room to put the fuse panel relay alongside them in the space to the right of them.

So anyhow, I'm going to stick the fuse panel into the tray with velcro, rather than screws. That way I can more easily lift it when I want to screw new wires into it (otherwise it's damnably hard for my beady little penguin eyes to get a wire into the correct location on the panel). I ran out of velcro so I'm going to need to run to Radio Shack this afternoon and get some. I am taking photographs of everything I am doing, and will post a nice big summary when I'm done. Just remember that what you will see there leaves out all the mis-steps and false starts that thus far have characterized this project, heh :-).

-- Badtux the Electrifying Penguin

Motorcycle wiring sucks

I am currently engaged in trying to get my fuse block installed on the Nightstrom. To do that, I had to first find a place to put the fuse block. I finally decided I could re-arrange the ABS relay and fuses into a more compact arrangement and put the fuse block in the area behind the battery where those are located. Now I have to fish the rear brake wire out from under the coolant reservoir and tap in to it for my relay that will turn the fuse block on and off, and find a place to put that relay. It's looking like I might have to take the rear rack off my bike to get the side cover off to find a place to put the relay. Which also requires taking the Givi luggage racks off the bike because they either block access to the rear rack bolts or are blocking the removal of the panel I need to take off.

All I wanted to do was install a simple wire harness and fuse block, not disassemble my bike! Oh well, at least I still have my KLR to ride to work tomorrow...

-- Badtux the Dissassembling Penguin

A disappointment

This is a Pat Walsh Designs Engine Guard and Skid Plate combo for the Suzuki V-Strom 650. It took them over two weeks to get it to me after I ordered it -- it came in today, and I ordered it back on the 9th. When I called Pat yesterday he claimed that Paypal has not been sending him his email, which is possible, I suppose, the shipment does contain a copy of an email I sent several days ago re-forwarding Paypal's email to me, so obviously his people got my email, but did not reply to it so I had no idea what was going on. Anyhow, the skid plate is the plate. The engine guard bars are the curved bars. The cross bar is the mostly straight bar with the little zig-zag in it. It mounts sorta like this: Click the photo for a bigger picture. The curved bar mounts to the upper engine mount bolt (arrow), the cross bar, and to the skid plate. The skid plate mounts to the curved bar, and to one of the kickstand bracket bolts (lower left arrow). On the other side, the back of the skid plate mounts to the exhaust mount bracket, which is fairly sturdy but the exhaust mount bolt is sorta wimpy so that side isn't as well supported.

Unfortunately, one of the captive nuts welded into one end of the crossbar had a bad weld that impinged upon the thread area. The result was that when I tried to screw the bolt in, it seized. I had to use a pipe wrench on the crossbar and a 4-foot breaker bar to unscrew the bolt until it completely seized and I twisted its head off. This messed up the cross bar (the pipe wrench crushed it) and of course messed up the bolt, but at least I got this mess off my bike. This is the best photo I have of the damage (click on the photo for a bigger picture). You can see the welded-in captive nut, and the crushed area where I held it with the pipe wrench, and you can see the head of the bolt that I twisted off down below. The bolt twisted off at a point within the captive nut where apparently a bead of welding slag came to rest and jammed up the works -- this wasn't a case of me over-torquing a bolt (the bolt would have broken off at the point where head and shaft meet in that case).

I will call Pat on Monday and see if he can fix me up with a new crossbar and bolt in a timely manner. Needless to say I was using the sort of language in my garage that is not fit for polite company. Especially since I had to take that blasted kickstand bolt off again and it was partially hidden by the skid plate, meaning I had to use a box wrench and very slowly one tiny bit at a time unbolt it, plus my garage was hot so I was sweating like a pig... so anyhow, my bike is unprotected again, stripped of all skid plate and crash bars. Sigh.

-- Badtux the Still-unprotected Penguin

And what were *you* doing at 2AM?

Me, I was working on my Suzuki V-Strom 650 ABS, adding a Powerlet socket to the Rick's Shelf using the Left Front Panel socket kit from Eastern Beaver. I also mounted the Garmin Zumo 550 GPS's RAM ball to the handlebar and used the Garmin Zumo to Powerlet short power cord to plug it in. I also have an adaptor so I can power a regular cigarette-lighter-type electric air pump off of this socket to air up my tires.

The core problem is that I had to take off the gas tank and this was the first time I ever took off the gas tank so it took me a while to get everything off. To take off the gas tank, here's what I did:

1. Take off the side gas tank panels by unscrewing the one screw at the front that holds them on and popping them out of their rubber donuts that holds the rear part of the panels on.
2. Remove the rearmost screws on the side fairing panels (there will be two of them).
3. Locate the center fairing strip between the gas tank and the steering column, and the two plastic retainer buttons at the front. Push in the center peg of those buttons until they make a "snap" sound (use a ballpoint pen or something), and remove the buttons.
4. Remove the center fairing strip -- the sides just snap under the side fairing, you should be able to pop the side fairings outward a little and it'll just come out.
5. Remove the seat
6. Grab a 12mm wrench and remove the single bolt holding the back of the tank on
7. Take the silver tank prop that serves as the top of the tank mount and lift the tank up enough to prop the tank up with it. DO NOT TRY TO LIFT IT HIGHER THAN THE PROP, there is a stop on the pivot hinge up front that you can damage if you try to lift it against the stop.
8. Unplug the fuel gauge wire on the left side
9. Unplug the fuel line on the left side
10. Unplug the overflow line on the right side (just pop it off the tank)
11. Unplug the charcoal canister condensate return line on the right side. (Was easier for me to pop it off the frame mounted fitting than to pop it off the tank, also kept clear which line went where).
12. Remove the prop and let the tank back down. Grab a pair of 10mm wrenches (I had one socket wrench and one box-end wrench), and remove the pivot bolt at the front of the tank.
13. Lift the tank and slide it backward off its rubber mounts up front, then lift and place aside.

Now you have the top of the bike naked and can just lay the wire from the battery all the way to the front of the bike on top of the existing wires. The only exception is that I ran it around the side of the head instead of through the box and clamp behind the radiator then the hole at the front of the frame. I then plugged it into the Powerlet outlet (which I had previously installed on the dashboard then installed the dashboard), and moved the steering from lock to lock to insure that I had enough slack. I did -- barely. I zip-tied the front in place, checked my steering slack again, still okay, then zip-tied the rest in place all the way back to the battery.

This kit was intended for the left dashboard panel, and was cut to be very slightly longer than required for that purpose. Going rightward and requiring some slack for turning the steering wheel means that I only barely have enough wire to get back to the battery. When I add a fuse panel in the tray behind the battery, I will have to cut off the battery end of this kit and add some longer wires to get to the fuse panel using Posilocks or regular crimp connectors. So it goes.

Now, what took me so long: I was following the directions in the factory service manual, which calls for removing the front side cowling panels also as part of removing the fuel tank. To remove the front side cowling panels, take out all the visible screws. Next you have to remove the chin cowling underneath the headlights. This is done by pushing in the center of a dozen of those button-type fasteners and removing them, then removing two screws hidden deep in the wells of those fake air inlets. You can then wiggle the chin cowling out. Then you'll find out why we had to remove the chin cowling -- there's two more screws hidden behind the chin cowling holding on the side panels. Remove those screws. Then slide the side panels *forward* to get them out of their little rubber donut thingies, and when you feel them "pop" out of the little donut thingy wiggle them out from under the top panel (still sliding forward a bit). Then you'll have a nice open space to work in with no side panels in the way, which I suppose is why the service manual calls for removing these.

Anyhow, it's nowhere near as arduous a process as pulling all the plastics on my old Kawasaki Concours touring bike (now that bike had a lot of plastic on it!), but it was my first time doing it, so I was going very slow and careful. So that's why it took me four hours to do all this yanking of plastics, pulling the tank, running the wire on top of the existing wires, then putting it all back together again, and why I was in my garage until 2am last night. I wanted to ride that bike to work today. And did :-).

-- Badtux the Wrenchin' Penguin

The Menagerie

The Silver Demon, so-called because it whispered in my ear, "Buy me! Buy me!" until I did: The Demon is a 2006 Jeep Wrangler Unlimited with a 2" spacer lift, 32" tires, and an Aussie Locker in the front axle. This was the last year of the classic Jeep TJ design and 4.0L inline 6 engine that could trace its heritage to the Rambler six's of the 1960's. It is slow, crude, evil-handling, drinks gas like it's going out of style, reliable as dirt as long as you keep on top of the maintenance, and it'll go anywhere reasonable for a 4x4 to go, and some places that aren't -- I have a couple of dents on the underside to prove the latter.

Next:

The Green Mule, so-called because, well, you'll see: The Mule is a 2002 Kawasaki KLR-650 dual-sport, outfitted here for some serious desert expeditioning. With the 7 gallon gas tank and 40mpg fuel economy it'll go over 250 miles on a tank of gas in relative comfort. The KLR is a crude and simple design that will run on any gasoline capable of being called "gas", is fixable with duct tape and a BFH (Big Fuckin' Hammer), and reliable as dirt. It's main problems are a) very weak on power (as in, top speed of about 75mph loaded down like the picture slowing down to about 50mph on long mountain grades), b) a ton of vibration, and c) a feeble headlight that fireflies laugh at. Unfortunately fixing parts a and b is very expensive and part c is unfixable without dumping the OEM headlight cluster entirely because the square headlight reflector simply won't produce an acceptable headlight pattern. Plus the KLR lacks the electrical generator capacity to run a high wattage bulb even if you did dump the OEM headlight and fairing.

Next:

The Wabs: Sorry I don't have a better picture yet, I just brought it home and this is the best that I can do in my garage. This is a 2008 Suzuki DL650AK8 V-Strom ABS. It is a sweet bike that is comfortable for the solo tourer when equipped with hard luggage and a big windshield (which this one will be), but still lightweight enough to be a fun commuter in the city when you strip the luggage off and run with the small OEM windshield. It has nearly twice the horsepower of the KLR and headlights that'll light up the night, especially now that I've put Phillips +50 H4 bulbs in there -- twice the headlight power of my KLR, with much better reflectors that put the light where it needs to be. The Weestrom (as the 650 V-Strom is nicknamed) has only one real weakness as a light tourer, and that's a lack of electrical power. You can run heated grips and a heated jacket liner, and a couple of light electronic gadgets like a GPS and an XM radio, and that's pretty much it. But you don't need auxiliary lights with the excellent headlights that the Weestrom has, so that's not a real problem. The Wee has only one big problem, and that problem is a serious lack of personality -- it is a pleasant bike that is good at everything but doesn't have the character of the KLR or Jeep. On the upside it gets 60mpg due to the more modern fuel-injected engine and while it has all the personality of a blender, it is as reliable as one too.

So that's the menagerie. More on them as we go along...

-- Badtux the Motorin' Penguin

Adding a GIVI topbox mount to V-Strom 650

This is how to add a Givi hard luggage topbox mount to a 2008 Suzuki V-Strom 650. The Givi kit is the E528 plate kit. It should be identical on everything V-Strom.

When you open the Givi box and unpack the kit, you find this: There are the two brackets that mount on the OEM luggage rack, the top plate that mounts to the brackets, and the hardware packet with all the screws for doing this. There's also an insert (the hard plastic thing), but I never put that on because it makes it hard to take the top plate off when necessary (remember, you have to take the top plate off to get to the luggage rack bolts, and you have to take the luggage rack off to get into the side covers to do things like, e.g., add brake fluid to the rear brake).

To do this task easily, you need these tools: From left to right: a 5mm allen wrench, a 4mm allen wrench, a 10mm open-end wrench, a tube of blue (medium) thread-locker, a pair of bent-nose pliers, a pair of scissors, and a 10mm socket wrench. You can actually do this job with the contents of your Suzuki toolkit plus the thread locker, but it's a lot easier with better-quality tools.

Okay. now here's the ground rules. There's other ways to do some of this. For example, I will take the luggage rack off. But someone with smaller fingers or better eyesight may just need to loosen the luggage rack screws. The way I'm going to do it is the easiest way (not necessarily the way I *actually* did it, mind you, but the way I'd do it again!).

So here we go:

Remove the seat.
Remove the luggage rack by unbolting the following four bolts with your 10mm socket wrench.

Place the rack on old newspaper or some other surface where it won't get scratched up, and remove the rubber top cover on the luggage rack. There are five rubber nubs holding it in. To remove one of the rubber nubs, take the bent-nose pliers and use them to tuck one edge of the flange on the backside into the hole, while at the same time you pull on the other side. If you keep tucking pieces of the flange into the hole while tugging on the other side, eventually the whole thing will pop out. Repeat until all five are out, and lay the rubber top cover aside. (Sorry I have no picture of me doing this, hard for me to take pictures when doing something that takes two hands plus my knees!).

Once the rubber cover is off, we're ready to mount the brackets onto it. Here is the hardware we need to mount the brackets. Note that the FLAT-sided bracket goes on the back. The ANGLE-sided bracket goes on the front. Assemble the hardware as such:

Round-top 4mm allen-head screws with washers on top, washers then the bright-colored 10mm ny-lock nuts on the bottom. Here we are going to put the front bracket on first, which is the bracket with the ANGLED sides. The rear bracket is the one with the FLAT sides. You only need to snug up the bolts, you don't need to twist the heads off, remember we have nylock nuts here which won't come off easily. Note that the front bracket is supposed to point the other way, towards the front. Having it this way moves the mounting plate and topbox backward slightly and gives more room to the passenger, but at the expense of making the top plate harder to mount (since the top-plate nuts are hidden behind the bracket to a certain extent). Experiment to see what works best for you -- this is motorcycle science, not rocket science, and there's no One True Way.

Now bolt the rack with brackets back onto the bike. Put a couple of drops of blue thread locker on each of the long 10mm bolts when you snug them down. Thus far I have not found a Suzuki spec on what these things are supposed to be torqued to...

Now place the plastic Givi mount on top of the brackets so that you can see the bracket's mounting holes through the diamond-shaped holes in the mount. Drop a diamond-shaped silver plate into each of the diamond-shaped holes and position so you can see the mounting bracket holes through the holes in the silver plates. Assemble a 5mm allen head screw and washer, and shove through the hole in the plate and through the hole in the bracket. Now, using your 10mm open-head wrench, take the black nylock nut and position it under the plate next to the screw, lift the screw from the top and then shove the nut into place with your open-head wrench and jam the screw back down onto it. Tighten a few threads using the 5mm allen wrench on top and the 10mm open head wrench on bottom. Repeat for all screws. Now, tighten all four corners so that the nuts are barely touching the brackets, and then position the top plate to your desired position. Snug down the allen-head screws. You're now done! Note -- I never put the smooth cover that says "Givi" onto the Givi mount. It makes it harder to take the top plate off, and the diamond-shaped holes in the Givi top-plate give places to poke bungee cords through the thing when you're using it as a luggage rack rather than a luggage mount. This is how I leave it. And here is my Givi E45 mounted on it:

My SOLAS tape is really doing its job of shining, eh?!

-- Badtux the Wrenchin' Penguin