Soooo, I had no time to write during the last days…or I was just too lazy :-). I’m in Montreal, Canada now and things are on track. But what happened during the last days?
As the requirements for the transport of the bike say that the bike has to be clean for the shipment and I know that Canadian customs authorities are very picky when it comes to bugs or dirt on the bike, I decided not to ride myself to Paris, but to rent a truck and to deliver the bike with it. So I did. I borrow some wooden planks from a friend and manage to push the bike myself in the enormous Mercedes Sprinter. I went to a village north of the Paris airport where I had booked a little room. The area was gastronomic wasteland and so I had to deal with an ‘Italian’ restaurant that set new limits….on the lower end. The next morning, I went to the cargo area of CDG and I presented myself at the shipper office. To my surprise, everything was finished after 30 min, they even went to customs for me. I only had to drive to the warehouse and to drop off the bike. This could have been also very quick, but the inspector had some problem with the weight that the company had put on the dangerous goods form and the paper had to be printed again in the office which took some time. but in the end the whole process was very quick and professional. I could start my return trip, putting the pedal to the metal. Quite a good truck, this Sprinter. When I had left the day before, Heinz had called and had asked me one question:”very nice, the cut fairing. But where are the vertical forced now going to?” And suddenly I realised that by cutting the fairing, I lost also the lower holders that gave a lot of support to the whole construction. And this was gone now. This meant that most of the weight is carried by the small bars in the cockpit – bound to break. I passed by Heinz and I returned with some iron bars that I planned to put between the fairing and the older lower holders – something to be done in Canada. Another last-minute task. At home, I had to start to pack my things – very late! But in the end, everything was ready: divided into the luggage for the rally and for the vacation. MJ and I will pass a couple of days in Canada, touring around with a rental car.

Finally, the big day was there and we took the plane from Düsseldorf to Toronto. apart from a very windy landing (woooops!), a regular flight. Surprising how the manufacturers of the stewardess puppets manage to give them this human touch. At the border control, the welcome was not particularly very warm and, treating me like suspect and not like a guest. Dropping the luggage at the hotel and taking a taxi to the cargo airport. I hoped that this would be as quick as in Paris but I soon learned that this was asking too much. I got my papers from the warehouse, but I had to pass customs. How to get there? Oh, it’s at the other end of the airport, you need a taxi. 33$ later, I arrived there and told the cab driver to wait because I didn’t to call and wait for another taxi. The customs official also had an interrogative style in the beginning.  The best moment was:

“why are you staying such a short period?” ” Because I do not have more holidays” “But you guys do have three months of vacation, don’t you?” “Three months??? I wish I’d had…”

I was explained that the inspector had to go to the warehouse and to check the bike first. After an hour, the official explained the paper documents and told me that he had helped me because he had convinced his boss to give me the paper already now and not in one or two days (!!!). Incredible. 50$ customs fees and I finally could leave after more than one hour. The meter in the taxi seemed to be glowing due to overheating 😉 I had to pass by the hotel and grab a tool I had forgotten and finally I was back at the warehouse. The taxi fee was astronomic. Some paperwork later and 80 $ later, they delivered the bike at the gate and I helped to untie it in the crate.

Pick up in the warehouse

Pick up in the warehouse

OK, just connect the battery and let’s get back to the hotel. The starter turned, but the motor wouldn’t start! I tried for a couple of minutes, but no success. I felt some panic coming around the corner. What now?? Let’s try a jump start. I pushed the bike up the ramp….and realised that the kill switch was pushed a little bit. Argh! The bike started immediately. How embarrassing!

Back in the hotel I made an arrangement that I could leave the bike for the next week in the parking.

The next morning, I fixed the two prepared bars to the fairing, drilling holes in the fairing…manually!

Manual drilling takes somewhat longer...

Manual drilling takes somewhat longer…

Heinz had also prepared me for that, making a hand drill.

...but the result counts. Not made to win a design prize, but form follows function.

…but the result counts. Not made to win a design prize, but form follows function.

After less than one hour, the work was finished and I feel relieved now, the fairing should be stable again now.

I picked up the rental car and we Toronto eastwards, heading for Montreal. Straight highways with 100 km/h speed limit…my daily business during the next weeks. We made a quick stop in Kingston, the former capital of Canada with some historical buildings.

Kingston, Lake Ontario

Kingston, Lake Ontario

Now I might no be very familiar with Canadian engineering, but I would have thought that this artefact is from a past century...

Now I might not be very familiar with Canadian engineering, but I would have thought that this artefact is from a past century…

In the evening we arrived at our hotel near Montreal and talking to the concierge at the reception I realised that Québecois is different from the French spoken in France. A totally different accent. At the dinner, I was so jet-lagged that I hardly could keep my eyes open. At first sight, this looks very much European than in the Ontario province. Next task: visit Montreal.

The Brit Butt Rally was over, but some preparations still had to be done. Firstly, what had happened during the rally? It was not a bent tubing, but another obstruction in the fuel flow….

I had a presentiment during the Saddle Sore 3000…when I had lost the original fuel tap of the auxiliary tank, I bought a temporary fuel tap made of plastic. Every time I removed the tap, small chunks of plastic were cut off from the fins of the tap and fell into the tank. When I saw this, I thought that this would give me problems later….As a precaution, I had installed a fuel filter that should prevent that these chips would reach the carburator. So far so good.

Plastic chips that obstructed the flow in the fuel filter during the Brit Butt Rally.

Some of the plastic chips that obstructed the flow in the fuel filter during the Brit Butt Rally.

When I opened the filter, the problem was obvious…the filter worked perfectly and collected all the chunks….and reduced the fuel flow just little bit, but sufficiently to give me problems. It was also logical that the problem was more pronounced when the fuel level in the tank was lower as the hydrostatic pressure was lower compared to a a full tank. And this was the reason I missed my chance to win the rally…Ironic, isn’t it?

During another trip to my home town, I visited Mart!n who exchanged the clutch of the XBR despite the bunch of work he had because he tried to save a couple of motorbikes that had been drowned during the floodings in Bavaria. I had never before seen collector’s bikes that after opening the drain screw first spit out litres of water before any oil. Or those cylinders were completely filled with water. Thanks, Mart!n! No more slipping clutch below 60°C oil temperature.

I had noticed before, that the XBR showed some strage behaviour when rolling slowly. I checked the steering head bearing – and was scared stiff! The bearing showed clearly a notch in the middle position. And yet another moment when disaster strikes…A nightmare! 10 days to go and I have to change the bearing! But it’s not as simple as that…it was a Emil Schwarz bearing that Mr Schwarz had installed two years ago. The particularity is that the bearing is not driven, but glued into the steering head. This is the best you can get for your bike in terms of bearings, but an exchange is not a piece of cake….I had an idea…I called Mr Schwarz the next day and explained the problem. His garage was on the way back home…I must have had some convincing arguments…and in the end he proposed to change the bearing the next day, on a Sunday morning! This was fantastic news! The next moning, after an early departure, I stood in front of his garage and he took immediately care of the XBR. 20130609_114427[1]During the next four hours, I had to cope with his bad temper as he hadn’t expected the fairing. It was difficult to work and after ruining a puller, he was pretty angry. I decided to shut up and in the end, Schwarz’ mood had improved and he listened to my plans, grinning and waging his head. Finally the bearing was changed and I could happlily continue my journey back home.

The new bearing seat.

The new bearing seat. Glued, not hammered.

At home, some tasks were still on the list. New tyres, new breaking pads, new air filter. All changed.

Apart from technical issues, more paperwork. An excerpt from a forum post of mine:

Well, the insurance matter is slowly turning into a nightmare….

I had bought an insurance from my shipper who ships the bike from
Europe to Canada. I thought I had fulfilled the requirement of the “500
CSL” policy as it was the highest policy I could get from that company
and it said 250000/500000/100000.
When Kevin raised this point again, I was confused and thanks to Ed
Otto I learned that this policy is not according to the IBR rules that ask
for a 500000/500000/100000 coverage. The problem is that all the
temporary insurances offer a maximum of 250/500/100 and it’s only a
company like Progressive that provides a real 500 CSL coverage.
So far, so good.
When I filled in the online order form of Progressive, I got stuck when I
had to fill in the VIN. My old Honda has a 11 digit VIN that is not
recognised by the system that expects a modern 17 digit number.
Another problem: you need to provide an US address. How can I
provide an address if I’m not a resident?? Well, I managed to use one
of a friend who will have to forward me the papers to sign.
At first, the agent wanted to cancel the talk immediately when I
mentioned that would be less than 30 days in the US. I had to persuade
him that in this case I would stay at least 31 days….
He gave me a price of 290USD, seemed reasonable….but this VIN is
not recognised by the system, so it’s a 640 USD !!!
That was not the end….when he realised that I have a foreign driving
licence, the price went up to $1012!!!
Under different conditions, I would have told him to
, but I had no choice but to accept.

Today was the day of last preparations. I had taken a difficult decision: The lower part of the fairing had to be cut off. A very, very painful decision, but I saw no other choice but to do this. My legs would be burnt and the motor would collapse in the heat. When I rode at 25°C a week ago, my legs were getting very hot. So I took the electrical saw and…..




…and after…

...the amputation!

…the amputation!

When I discussed the subject with Mart!n, I argued that it would be a pity to cut the fairing as it is so rare…and his pointed remark was: “there’s a reason why”…hmpf. John commented my action as “I’m glad you’ve done this as I was seriously concerned that your bike would have seized crossing the desert”. Well, I save 2 kg on the front, the XBR should be easier to drive now. Finally I had access to the motor and I could change the spark plug and adjust the valves. And as a last preparation, the bike was cleaned so everything should be prepared for the drop-off.


Everything ready for the big dance!

The positive side: I didn’t expect that, the small XBR left all the big bikes behind. It was a very challenging, but a beautiful ride. Great!
The tragic side: I was about to win the rally, but I decided the end the rally when I still had four hours left because I thought I had a carburettor problem and the XBR would not make it back. Wrong, it was just a bent fuel tubing of the aux tank. I didn’t visit the last bonus point worth a 1000 points. In the end, Rob Roalfe won by 200 points difference….
Detailed report will follow!

Ready for the Brit Butt Rally

Everything is prepared….let’s have dinner, get the rally instructions and then the planning starts!
Tomorrow morning at 6 p.m. we will all start from Castleford. It looks that the weather will be better, what a strong wind and heavy showers today! Will I drive south or to Scotland? I’ll know around midnight….

You can follow my track under

When I left work on the XBR today, I noticed immediately that something was wrong. I looked at the cockpit and…..was shocked! The holder that connects the upper part of the fairing to the steering head was broken! A nightmare! In other words: Drama! Disaster! My worst-case scenario for the Iron Butt Rally: Remove the fairing, throw it into the ditch and ride on. At a closer look, I realised that the thick steel bolt was neatly broken through:

Broken steel pin that holds the upper fairing in its place.

Broken steel pin that holds the upper fairing in its place.

What could I do? This was the end for the Brit Butt Rally this weekend, wasn’t it? Maybe I could remove the fairing….or try to fix the auxiliary tank to the BMW in a night-shift and leave with more Boxer power? But maybe there was still hope….I would pass by the house of Heinz, the magical mechanic. Maybe he had an idea. He had helped me two days ago to get my baggage rack welded, what a relief! But this would be too delicate to fix….Let’s give it a try. I met Heinz in front of his house, walking his dog. I expressed my frustration and we investigated the problem. The pin was actually a kind of screw that was screwed into the large nut. Heinz is a man who likes challenges and he immediately was looking for a solution. He drilled out the remaining bolt with the thread and looked for a larger screw that he could transform into a bolt. He luckily has a turning machine…and he can do miracles with it!

First, the screw was turned into a steel with the right dimensions...

First, the screw was turned into a steel bolt with the right dimensions…

...then a thread with the right pitch is carved (turned) into the bolt...

…then a thread with the right pitch is carved (turned) into the bolt…

...correct measurements are important...

…correct measurements are important… voilà! Old broken vs. new bolt.

…et voilà! Old broken vs. new bolt.

And this is the final product!!!:

Finished new bolt!

Finished new bolt, screwed and glued into the screw nut!

A masterpiece of fine mechanics! I’m so grateful that Heinz could help me out of this mess!

This means that tomorrow I can leave for my third Brit Butt Rally!

Planned route for Saddle Sore 3000 - 3000 miles or 4827 km in less than 72 hours.

Planned route for Saddle Sore 3000 – 3000 miles or 4827 km in less than 72 hours.

I left on Wednesday evening after work and had planned to reach Poitiers after a 750 km (466 mls) ride that night. In my hometown, I had to put petrol and to document the start of the Saddle Sore 3000 with a receipt. But…the machine was out of paper! I rushed to the next station and tried hectically to put another litre of petrol in the tank, this time I received the receipt I needed. Quick, quick, I wanted to get going. Three hours later I passed through Paris, fighting with my new Zumo 350. As it crashed the fourth time, it erased all the data and programmed waypoints. Luckily I had still the Zumo 660. The rules for the IBA rides specify that unlike in rallies, a fuel stop has to be every 500 km at latest. I had programmed a stop after 480 km and when I got off the bike I realised that the bag of the auxiliary tank was open?? And the tap of the tank as well??? Where was the tap? I realised that I had lost it: Normally, I follow a strict routine when putting petrol, but the missing receipt had distracted me. This meant I had ridden with an open tank for about 500 km! Gulp! I found an emergency tap in the shop that should work for the moment. At 23:15 I arrived at the hotel, checked in, had a quick shower and had a sandwich I had purchased at another petrol station before. I had a five-hour sleep and after a quick cookie breakfast I checked out, put my rain suit on and was back on the road at 6:20. The morning was fresh, but dry. Before Bordeaux, I had another fuel stop, as I only had filled the main tank. I passed the famous Pilat Dune, the Landes and Biarritz. I entered the Basque Country and passed San Sebastian  and Bilbao. The atlantic climate welcomed me: rain and wind. I passed a truck and a wind blast almost made the bike slip when I rolled over a wet arrow on the tarmac. Woah! I rode along the Cantabrian coast and soon reached Santander, the capital of Asturias. Rain. Soon I had to stop at the planned petrol station before the 500 km limit. When I filled the tanks, I noticed a strong smell of petrol – and noticed a growing puddle under the bike….what the…? Instinctively I closed the fuel tap. What was this? The carburetor overflowing?? I made my planned lunch break and munched a sandwich, the usual riding diet. When I went back to the bike to make an oil check, I noticed that there was again a petrol lake under the XBR. Damn! I had forgotten the second tap of the aux tank! The friendly owner provided me with a funnel for the oil…and looked worried when he saw all the petrol on the floor. I started the engine, but the petrol kept flowing. “your motorbike….” “I know, I know, but I have to leave!” Brooooooom. When riding, the carb was fine, just stopping resulted in a mess under the bike. Rainy Asturias had me back again. I continued to Oviedo and turned southwards towards the mountains and the Pajares Tunnel. It got colder and colder and finally I disappeared in the fog. On the other side of the tunnel, the rain stopped, but it was still pretty cold. I passed León and rode through the high plain of Castilla, still accompanied by some occasional showers. I finally understood what happens sometimes to the Dispatch 1 distribution touch box. When I touch the light switch that triggers the distribution box, the display sometimes would not recognize the box. I have to try another time and to switch on all the devices via the display as the box apparently does some “hard reset” and erases the settings. At least now I know how to handle this.
At the toll booth before Madrid, I had to do some multitasking: close the rear fuel tap, grab the toll ticket, find the credit card, open the front fuel tap a bit, pay the toll and close the tap. An official walked around my bike and seemed to be very curious. Suddenly he pointed to the side: this way! Ooops! I realised that this was a control by the Guardia Civil. And I was listening to music on my iPad and couldn’t hear what the cop was probably telling me. I tried to switch off the music, but I couldn’t manage as I had put the rain cap on the tank bag. Finally I took off the helmet. Not too late, because the cop was apparently already pissed off. “Hooola!! De donde vienes?” (Where are you coming from?) “De Alemania!” “Qué bandera es esa en la matrícula?” (What’s that flag on your number plate?)…[….]..

Oho! So that’s were the wind is blowing! I’m close to Madrid, in the middle of a raid of the Guardia Civil and this guy wants to know what that flag with red and yellow stripes is on my number plate. Sooo, if I tell him the truth that it’s the Senyera, the catalan flag? Although I had placed it upside down, so that it was basically the flag of Barcelona. I had put it there 13 years ago when I lived in Barcelona to make it clear I was not a tourist. Nobody ever complained about it. Hmmmm….so the truth would be like a red rag to a (Spanish) bull. This would mean they would shake me down, for sure. Something I wanted to avoid, as I carried the Valentine One in my cockpit, ehem. Two of his colleagues were already curiously watching my gadgets…..OK, let’s try this… “Es de la Provenza” (It’s from the Provence [it’s actually the same flag]) …”De donde? (Where?)….”de la Provenza”….”Quééé?….”de la Provence“……[…..]…..”Eso está en Alemania?” (That’s in Germany?).

Ouch. At least this conversation had confused him so much that I could go on. What a strange encounter! I chose the M50 that lead around Madrid in a large circle, but at least I avoided the traffic jams in the city. Suddenly I was riding in the sunshine! On the way down to the Valencian coast, the air got warmer and I only had to ride one hour in the dark before I reached the place of my cuñados in Valencia after another fuel stop at 11 p.m. We had to chat a lot and I was served some delicious food, what a change after all the sandwiches. I had some 5 hours of quality sleep and on 6:20 in the next morning I was back on the road again. It was a lovely morning and I was more than one hour ahead of my schedule. I made good progress and at a quarter to ten I made my first fuel stop in Andalusia in the sun. My next stop would have to be in Sevilla for a fuel receipt as it formed the turning point of my ride. At noon I reached the planned petrol station in Sevilla, got my fuel receipt and munched again …a sandwich. I took off my warm underwear for it was hot now. I could feel it in my legs: the heat of the motor was channeled by the fairing and transferred directly to my legs. Hmmm. An interesting experience, I’ll have to find a solution for this problem because the temperatures in the IBR will be higher than this 30°C.

I had reached my turning point and continued north to Extremadura under blue skies. The highway was lined with many of the famous cork oaks, a beautiful sight. The ride was very relaxing, good weather, scenic sights and no traffic. It was still warm, but when I passed the border to the Castillian high plain, the temperature dropped and the air was rather cool now. Past Salamanca, I had to stop and to put some petrol, oil check, drink and ….munch a sandwich. In the morning, I had reserved a hotel at the border in Irun, so I knew that I had to ride 1600 km on that day. My calculations showed me that I was 90 minutes ahead of my planning and that I would reach the hotel already at 9:30 p.m. Without a reservation, I would have continued two hours more, but I still would have enough time on the next day to the Ride to Eat meeting point in time. I passed Valladolid and Burgos and when I entered the Basque Country again, the temperature dropped from cool to cold. The weather was sunny but this was a bit too chilly for my taste now. I was still riding in the same gear as in hot Sevilla, but the temperature had dropped some 25°C. When I missed an exit at Vitoria, I had to take the next one, so I could stop on the secondary road and put on at least a jumper. Before that, I had passed a special force raid. Not just a police control, this was really serious. Equipped heavily with bulletproof vests, big machineguns and determined looks, it was obvious it was better not to make a wrong move. [Apparently some ETA terrorists were captured on that day]. The road down to the Atlantic sea was winding, but very beautiful. Very scenic, this reminded me of Switzerland: densely wooded mountains, deep valleys, picturesque villages. At least it got a bit warmer now. Finally I stopped for another fuel stop and bought my breakfast for the next morning. The booked hotel was not far away from the motorway and after the check-in I took a quick shower and enjoyed the luxury to go down to the restaurant and to have a real dinner. I was well in time, but I better wanted to leave early the next day. The distance to the ride to eat meeting point, the western tip of France, was some 900 km away and I wanted to be there on time at 4 p.m. I got up at 5 a.m. and by 5:45 a.m. I hit the road again. The weather was cool with some occasional short showers and a stiff breeze from the Atlantic sea. After 400 km, I stopped before I had to and warmed up 5 min with a hot coffee. I was still almost two hours ahead of my plan and could enjoy a relaxed pace on that day. When I reached the Bretagne, the speed limit was only 110 km/h, but I was not in a hurry. Some 150 km before Brest, I stopped for another fuel stop and munched the sandwich I had bought the evening before in Spain. Disgusting, there should be some physical punishment for people who produce or sell things like that sandwich. Some kilometers later I realized that the speedometer did not work anymore! Not again! Was it the same problem with the speedometer gear like in South Africa? Luckily, I had still the odometer reading from the GPS. Finally I arrived at 14:30 at the hotel in Brest and left my luggage in the room. It was only here when I realized that I still needed a fuel receipt to document the end of my Saddle Sore 3000! I had 2996 miles so far; this meant that I needed a petrol station between the hotel and the Pointe de Corsen, the meeting point. This was not that easy, but finally I found one in the Sat Nav and a couple of minutes later, after 3005 miles (4835 km) and 71 hours, I had finished this task and had only some 20 minutes to go to the Pointe de Corsen. I arrived some minutes before 4 o’clock and found many people there. We made the obligatory picture, without rain! After the picture, Jo turned up with this new KTM 690 Duke and was about to finish a Bun Burner (1500 miles in 36 hrs). Jo and I did our first Saddle Sore 1000 during the EuRR Rally in 2002 – both on XBRs. So it seems he’s back in business *g*.

Pointe de Corsen, end of the Saddle Sore 3000 - mission accomplished!

Pointe de Corsen, end of the Saddle Sore 3000 – mission accomplished!

We both went back to the fuel station where he could also get a final receipt for his ride and then we changed bike back to the hotel. I knew that the KTM is no ordinary thumper, but this….WOAAH! Amazing! It has a punch like a hot small V2 combined with no weight and excellent shocks. Heidewitzka!

After some quick check, I tried to fix the speedometer gear (I couldn’t) and a shower later we all met for dinner and a lot of petrol talk. Frank’s 1100 GS was losing oil from the rear drive so he was busy to find another mode of transportation to return home the next day (rental car). The next morning, everybody left home and after another 900 km and a lot of traffic jams, I arrived back home. To my surprise, this was an easy trip and I was not tired at all. 7 hours of sleep were very refreshing and I concluded that the fairing and the day-long saddle really change it all. Staying 17 to 18 hours on the bike riding pose no problem at all.

Ridden track - first I wanted to save battery power and only sent OK messages, at the end I switched on the tracking modus.

Ridden track – first I wanted to save battery power and only sent OK messages, at the end I switched on the tracking modus.

This was exactly what I wanted to know and I’m looking forward to the Brit Butt Rally next week. The only technical problems were the odometer and the overflowing carburetor. In the meantime, I realized that the root cause for the damage speedometer gear was the cable. I have cannibalized the caferacer XBR for the time being and the speedometer is fine again. I have opened the carburetor (seemed to be clean) and I have installed a petrol filter. A new rear tire was installed and a problem was detected: When I removed the auxiliary tank (I wanted to move it a bit to the front), I realized that two bars of the holders were broken.

Broken luggage/petrol tank rack - some welding needed!

Broken luggage/petrol tank rack – some welding needed!

This means I need some quick welding before next Thursday, because I’ll be leaving for the Brit Butt Rally then.

Conclusion: My confidence in the endurance of the bike and also in mine have increased a lot, if I get enough time for sleep, the pace of the Iron Butt Rally should be no problem.

Hi friends,

Tomorrow it’s time for another test ride through Europe. As I will have 72 hrs to the Ride to Eat meet in Brest on Saturday, why not trying a Saddle Sore 3000 (3000 mls in 72 hrs)? It is exactly the pace I’ll have to face in the Iron Butt Rally and it should be a good training of my endurance skills.

The bike has received a fork oil change with more viscous oil (what a difference!) and a last-minute oil change. After 2500 km of error messages, the Zumo 660 stopped showing these messages when I went to the Sat Nav shop this evening. Spooky. I discovered the problem for non-charging of the new Zumo 350: a broken ground (!) cable.

I have received my new headset from AKE: good-bye SRC! Superior quality, a high volume and clear sound will give less problems. I hope.

Another feature I am testing for the first time is the Spotwalla homepage: You can follow my test ride live here:

Let’s go south!

Update Thu 0 a.m.: Greetings from the hotel in poitiers, everything is on schedule. good night.

So it was time to go for a first real long test ride. I had done some minor modifications, trying to fix problems and to do some maintenance. I changed the brake fluid and installed a new chain with new sprockets. The Dispatch 1 gave me same problems – the iPad and the smartphone wouldn’t charge! After a discussion with the manufacturer it turned out that the USB connections supported the USB standard, i.e. 5 V at 0.5 A. However, the iPad requires a 2 A current. So, I had to find another solution: I connected a 2 A USB socket to a 12 V output (normally used for heated garments) – and it works! So this is solved. I had another problem with the new Zumo 350: the cradle wouldn’t work, so I had to change it for a new one – but it didn’t work either.
I was quite worried about the fairing, the upper holders are vibrating a lot and I thought to spot some play in the system. In a short test drive I had to admit that the fairing touched ground way too early and I bent the lower holders to bring the lower fairing closer to the bike. A bit of fairing had to be cut as well. The fairing was slipping downwards and damaged the label with the chassis number. So, would the fairing be stable?
The temperature sensor of the Dispatch 1 that is connected to the oil hose seems to work well and reflects very well the temperature in the oil tank.
So I went on the 3000 km trip to Avignon where the Ride to Eat of the IBA UK was scheduled. I started on Friday afternoon and planned to get to Dijon where I had reserved a hotel. I started in the rain with a full tank and envisaged to avoid a fuel stop. In Luxemburg, heavy rain was bucketing down and I realised that the bike showed some heavy vibrations at 130 km/h?? I continued at 110 to 120 km/h (speed limit in France in the rain: 110 km/h) and tried to forget the nasty rain. After 560 km, I had to stop for the first time: my bladder refused to resist any longer. Anyway, it was the longest stint ever on a motorbike without any stop. In Dijon, I had a problem to leave the motorway: the ticket was wet and I had to call for assistance to be able to pay the toll. Before reaching the hotel, the Zumo 660 started to give me error messages that I still haven’t managed to get rid of (the accessory is not supported). I checked in the hotel and had a small dinner.
The next morning the rain had not stopped. I first had to escape Dijon to ride on the national road through one of the best vineyards of France – Gevrey Chambertin – Vougeot – Nuits St. Georges – Vosne Romanée to Saligny-lès-Beaune where I bagged one location of Grim’s “Motorcycle Museums” ride.

Savigny-les-Beaune's motorcycle museum - another Grim Trail location

Savigny-les-Beaune’s motorcycle museum – another Grim Trail location

The gate was closed, but I took a picture of the entrance and continued my way to the motorway. Rain, rain, rain. While riding through Lyon, the oil temperature reached only 41°C! I thought I had enough time to stop for lunch in Montelimar, but the situation in the service area was chaotic. The stop took longer than expected so time was running out and I had to push a bit to arrive in time at 4 p.m. in Avignon under the famous bridge. The group was small but we were happy to have reached the destination – not big fun after temperatures around 5°C and all the rain. Michiel made only a stopover and continued to the Pyrenees!

Sous le pont d'Avignon -  Ride to Eat

Sous le pont d’Avignon –
Ride to Eat

After the obligatory picture the remaining 6 riders went to the hotel where we met for dinner after a refreshing shower. We had a nice evening with the usual “petrol talk”. I received a lot of useful information about the Iron Butt Rally from Gerhard, the IBA Germany president. It was so interesting that I didn’t realize how late it was and how many beers I had. Only the next morning I tried to remember and I concluded that the beers were OK, just the red wine was probably the factor in the equation that shouldn’t have been there. So I decided against the planned early start and gave my stomach a couple of hours more rest. When I finally got up for breakfast, everybody was already gone, of course. It was only after 10 a.m. when I hit the road, direction Côte d’Azur. Of course in light rain. The toll booths with its long congestions were a bit annoying, but a slim XBR can pass quicker than an average car….Finally I was in Italy and went on the nice coast motorway to Genova with its tunnels and nice sea views. And the horrible metal slits in the bends where the bike is drifting a bit, releasing some adrenalin into the bloodstream every couple of seconds, woah! I was surprised when I had to turn the fuel tap only after 690 km (429 mls)!! 20 km later I stopped at a service area, after 710 km (441 mls) with one tankful! Another record. As usual, the cashier was flabbergasted when I had to pay more than 35 L of petrol (“is this correct??”). As I was in Liguria, I had to eat a pasta dish with some real Pesto Genovese. The rain had mostly stopped, but now the motorway was jammed and I had to filter for about 50 km between the cars, urgh! Finally I could turn north, direction Milano. In the Padan plain, I had some tailwind and the XBR wanted to run faster. As the vibrations at 130 km/h were annoying, I decided to go at 150 km/h. Temperatures were rising and finally I was riding in the sunshine. Time to stop and to take off all the excess winter pants, sweater and winter gloves. The bike liked the high speed and I saw the oil temperature raising to 105°C, still a very good value. At 120 km/h, it was immediately down at 90°C (air temperature 20 °C). I passed the Garda Lake and stopped in Kurtinig in the well known Hotel Teutschhaus that I had reserved in the morning. Bueno, bonito, barato, as the Spanish say. Some relaxing 850 km were sufficient on that day. The next day I continued to my hometown in Germany where I had some issues to take care of. My SRC headset again went nuts and refused to work properly. That’s enough. I had returned it 4 times within the last 2 years.

I arranged a short-notice visit to Mart!n’s garage where he exchanged all the wheel bearings – a preventive maintenance action.

Wheel bearing change by Mart!n

Wheel bearing change by Mart!n

I discovered the reason for the vibrations: I had lost a screw that secures the front axle. Ooops. The next day I went north to Belgium, not without visiting Johannes in Fürth, I had to show him the Naughty Little Rascal in personam. The XBR enjoyed the German Autobahn and I went again at 150 km/h, once I even banged at 170 km/h (105 mph). This would be enough to end up in a county jail in the US.

After 3000 km, I returned well and the bike is in an excellent state. I can’t say this of some electric gadgets. The Garmins…annoying, as usual. The SRC…will be replaced by a deluxe headset from AKE. But overall, this first test ride was successful. In three days, the next test is about to start….R2E Avignon

I used the Easter holidays to work on the painting of the fairing and the electrical wiring. I installed the Dispatch 1 distribution box under between the battery and the (new) saddle. Lots of cables needed to be attached to the bike. As I didn’t want to cut them, they had to be placed somewhere.

Wiring between the distributino box (left, in the black dry bag) and the cockpit.

Wiring between the distributinon box (left, in the black dry bag) and the cockpit.

The only place near the frame is under the side covers. Using all the little space there, I crammed the cables under the right cover and the auxiliary fuel line and the CDI box under the left cover. I had to move the CDI box, as the distribution box needs quite some space. I am considering to reduce the box in height, another 3 mm would be good so it is not pressed down by the saddle.

Under the left side cover. Tight.

Under the left side cover, the new home for the CDI box. Tight.

In the last post, I had no picture for the Krista auxiliary LED lights. I did a quick night ride test to take some pictures that demonstrate the massive light output of these flooders. During the ride, a rabbit crossed my way, its eyes were brightly glowing red as I had the Kristas on full power. Probably its retina was melting in this moment…an impressive sight. It gives some piece of mind knowing that I can detect the critters a lot earlier before they jump on the road.

The normal, low beam light.

The normal, low beam LED light.


Low beam plus high beam LED light


Low beam plus high beam light plus Kristas at lowest dimming setting


Low beam plus high beam light plus Kristas at 50% power


Low beam plus high beam light plus Kristas at full power. 116 W LED power equivalent to some estimated 400 W halogen output. Bambi, beware!

Bambi's view: WOOOAAAAHHH!22W, 22W+22W+8W, 22W+22W+36W, 22W+22W+72W

Bambi’s view: WOOOAAAAHHH!
22W, 22W+22W+8W, 22W+22W+36W, 22W+22W+72W

My cockpit at night.

My cockpit at night.

This brings me to the next topic. All the wiring had a purpose, of course. I installed the distribution box of the Dispatch 1 under the saddle and connected the electrical devices to it: The first GPS, the second GPS, the V1, the iPad, the smartphone and a LED lightning for the roadbook holder. They can be swiched on or off individually via the display that is placed in the cockpit. I mounted the holder of the new second GPS today when a small pin of the power supply broke .

The display of the Disptch 1 in the cockpit.

The display of the Dispatch 1 in the cockpit, showing time, battery voltage and temperature.

The main display shows the time (not needed here, but useful), the temperature (very useful, I have attached the temperature probe to the oil hose to monitor the oil temperatur and hopefully prevents engine breakdown in the soring heat of the desert ) and the battery voltage (veeeeery useful, it gives me valuable iformation about the condition of the battery). The latter is needed to check if the electrical system is in good health. It does not substitute a proper measurement of the charging current that I will do at a later stage to investigate if the alternator produces enough energy for all the electrical appliances, but it is a good indication. Remember, the max. output of the alternator is only 170 W. A 2012 R1200GS Adventure has an output of 720 W, that’s 4 times more! I have connected a lot of additional farkles and heated garments are not possible to use. The additional Krista lights draw most of the power and have to be used wisely. Another advantage of the Display 1 is that I can easily switch off the devices, even during riding. This means I can use all farkles while riding with low beam and switch off the ones with an internal battery when I need full lightning power at night on winding roads. As I said, I need to measure the exact uptakes and their effect on the total power using a clamp meter.

I mounted the auxiliary fuel tank again, together with the little puke tank and the vent tube. The whole system worked very well on my BMW during the last two years and is very reliable.

The fairing…well, er….looked horrible after the wrinkle desaster (see last post). I tried to mend it by grinding the worst bits, add another layer of black paint and two layers of clear varnish. Before the last step, I applied the stickers and lettering. In the end, it looks quite OK 🙂 if one doesn’t look too close at the finish. I mounted the fairing holders and fixed the fairing. A test ride today showed me that I will have to modify the bottom of the fairing, it scratches on the tarmac way too early.

Sooooo….what does the baby look like now?



IMGP9328IMGP9306IMGP9324IMGP9319 RascalLooks quite OK 🙂 .There are still some things to fix and some preventive maintenance to be done, but the bike is getting ready for the thousands of kilometers of test rides that I want to do before the start of the Iron Butt Rally on July 1st.

3D painting

A couple of days ago, the XBR looked like this:



What has happened??? Well, I had decided to start the painting of the fairing. At the same time I needed to change back the bike to a normal state to pass the road test. It is only due in June, but I want to continue to change the bike to ‘rally mode’ and switching back later is too late. So I went to Germany today and passed the test without any problem. On the way back it was snowing! Chilly, chilly.

New All-day-long seat from Russell (right) compared to the normal XBR seat (left)

New All-day-long seat from Russell (right) compared to the normal XBR seat (left)

It was also a test ride with my new Russell seat that has arrived this morning from California. Wow! It not only looks big, it IS enormous. But what a comfort! I only rode 215km today, but this felt very, very comfy. I even didn’t get a comment about the Bol d’Or handlebars I had mounted replacing the original ones. My seating position is more upright and relaxed, not to speak of the new seat. Now I just need to put back the fairing and I’ll be in LD heaven 🙂 . Well, in the meantime I was painting the fairing: grinding, two layers of primer, one layer of black (all applied manually) and then one layer of sprayed black – and then the disaster happened – the freshly applied layer wrinkled within seconds!!! All the hours of work for nothing…I ground the wrinkles after drying, but I have a 3D painting now. Whatever, not everybody has such a unique fairing, ehem …The reason was most likely that the first black layer was not dry enough and/or the two paints were not compatible.

The prepared fairing....

The prepared fairing….

...after two layers of primer...

…after two layers of primer…

....after the first layer of black paint...still everything OK.........

….after the first layer of black paint…still everything OK………

...and after the last sprayed black layer! Buaaaa!

…and after the last sprayed black layer! Buaaaa!

What else? I had received the Krista LED light and mounted them. Unfortunately, I had not taken a picture, but I will post one later. The lights are amazing, night becomes day! This is some serious stuff.

I also tried to squeeze the Dispatch distribution box under the seat, but this is tricky despite the smaller battery. this will be one of the next challenges. I have also changed tyres and I have spare tyres for the next months. I have received the temporary insurance for the bike in June/July.

From now on, the serious preparation on the bike starts…

Farkle time…

The SPOT GPS tracker (in the centre). And the mounted auxiliary tank.

The SPOT GPS tracker (in the centre). And the mounted auxiliary tank.

Details are important. Since the last update, I focussed on the bike and some small improvements and electric farkles.

I received the Spot Messenger, a little GPS tracker. It will give me some extra bonus points and you can follow my track when I “and the XBR blaze a path across America” (R. Roalfe) . I will put a link on the blog, but, you’ve got to send me an e-mail to receive the password for the map with the tracking info. I tested it during the ski tour in Tyrol last week and it seems to work quite well.

Example of the tracking function of the SPOT.

Example of the tracking function of the SPOT.

In order to store the Dispatch 1 solution (see last post) under the saddle, I need more space there. I wanted to exchange the battery preventively, so I chose to buy an odyssey pure lead battery. It is not only more reliable and safer than a classic battery, but it is also 6 cm lower in height, that’s where I plan to install the electrical distribution box.

The stronger and smaller Odyssey pure lead battery.

The stronger and smaller Odyssey pure lead battery.

The contacts were a bit tricky to fix, but in the end I found a way to connect the cables to the battery.

I checked with Russell seats that my old saddle has arrived well and they confirmed that my super-comfort all-day-long saddle is being built at the moment.

I checked again the LED headlight and I came to the conclusion that I will leave it as it is at the moment. The glass lens in front of the lamp does make sense as the LED provides a very focussed spot in the middle which is better distributed with the additional lens.

Connecting brace to reduce buffeting of the winshield.

Connecting brace (in the middle) to reduce buffeting of the windshield. And the AQUABOX.

During my test rides, I noticed that the windshield is buffeting. Following an idea of Heinz, I constructed a brace that connects the windshield with the cockpit. It seems to work very well.

I have received my order from RAM Mount: some usual connectors, but also a SPOT mount and the AQUABOX to protect the smartphone from the rain. The fixing of the mounts to the fairing was a bit tricky, but in the end I had to conclude “now we are getting somewhere!”. There will be more things mounted in the cockpit, but one can get an idea how it will look like in the end.

The cockpit view in the current state (to be continued).

The cockpit view in the current state (to be continued).


Only 130 days left

A lot of progress was made since my last post. Let’s start with the logistics. After careful judgement, I have booked the motorbike transport from Paris to Toronto and back. The main reason was that his is the only way to ship the motorbike back by air freight. In contrast to Canada, it is only possible to ship a bike by sea freight from the US. Be as it may. I didn’t want to wait weeks to get my bike back so I have to fly via Canada. I also will add a couple of holidays before the rally starts so I can arrive in a relaxed mood at Pittsburgh. I also got me an additional insurance and special medical coverage (Medjet) that is also required by the rally organisers. I have reserved all hotels at the start, the two checkpoints and the finish. So most of the logistics is on a good way.

What about the bike? I was very busy with upgrades. The fairing was mounted and with help from Heinz, the fixation was optimised. A first short test drive was quite OK. But this was not all.

Truck Lite LED head lamp 22W/43W

Truck Lite LED head lamp 22W/43W

The indicators were connected and the new LED head lamp was installed. The set up of the lamp is not yet perfect. The ‘original’ Volkswagen Beetle lamp is a little bit larger than the 17” lamp, so I had to use the original lens, i.e. I have another glass in front of the new lamp.

New LED head lamp (left) compared to classic H4 bulb (right). 22 W vs. 55W

New LED head lamp (left) compared to classic H4 bulb (right). 22 W vs. 55W

This doesn’t make sense, but it is only a temporary solution. Something to be optimised. The performance is OK, not overwhelming, but it saves me about 30W power which is about one fifth of the output of my alternator.I have also ordered the most powerful LED auxiliary lights that are on the market at the moment: a pair of Krista LED lights. 2 x 36W uptake at a light output equivalent to 360W halogen lights. They will serve as high beam flooters. The rear light/brake light was also replaced by a LED bulb.

Additional windshield deflector

Additional windshield deflector

I mounted a plexiglass deflector on top of the windshield, this should give me some extra wind protection. When I did my test rides at 5°C, I felt quite protected from the icy wind.

I have also connected the auxiliary tank that I used on my BMW during various rallies. I had prepared the mount 18 months ago, but never really used it before on the XBR. I also connected the little puke tank. The tank is connected via a quick disconnect. The system works perfectly and expands the fuel volume to about 36 – 37L (9.7 gallons) which should be enough for 550 – 650 km (340 – 400 mls) without stopping.

Cockpit at the moment. Very empty. It will be crammed with electrical farkles.

Cockpit at the moment. Very empty. It will be crammed with electronic farkles.

Another feature I purchased is a rallybook holder. I usually prepare a sheet with the bonus point instructions for the tank bag. This device can be controlled while driving. A little light in the interior makes it also useable at night.

This brings me to the topic that kept me thinking last week. I want to connect many electronic devices in the cockpit, but how to connect all the cables to the battery? I was thinking of a simple distribution box but in the end I found the perfect solution: I ordered the Dispatch 1. Its distribution box can connect up to 10 electric devices and controls them individually via a display in the cockpit. Additionally I get the battery voltage and a temperature via a sensor on the cockpit display (I want to use the sensor to monitor the oil temperature).

I also practised route planning with some old data from the Iron Butt Rally 2009. I made some interesting conclusions. For example, I have to further improve my routing software tools.

Still a lot of preparation ahead. Sounds like fun.

Link zum Bericht

I knew it for quite some months, but I was not 100 % sure if I would join until I had to pay the second half of the entrance fee this week. Yes, I was granted an entry based ‘on the discretion of the rallymaster’ aka a personal invitation for the toughest motorbike rally in the World. I was hesitating for weeks and months, but now I’m decided. I’ll be riding the mother of all long distance rallies – the Iron Butt Rally 2013 in the USA. It is an honour to be invited to this rally where the best 100 motorbikers of the world compete. On average, the task is to ride 11.000 miles in 11 days, to visit as any bonus point locations as possible, and to arrive at two checkpoints and at the finish on time. This goes beyond what I ever have experienced – I am quite used to the 24 h or 36 h rallies in Europe, but 11 days….I add some links that can explain more:

Video 1

Video 2

2011 Iron Butt Rally GPS tracking video

The start and finish will be in Pittsburgh, PA, 1st to 11th of July. I expect to have to visit Canada, Florida, California and many spots in between.

I was convinced to have to buy a new motorbike, I planned to get me a BMW R1200GS Adventure. But in the very last moment I changed my mind and I chose to compete in the ‘hopeless class’ – I will do it with my old, but trusted Honda XBR500. The reason for this last-minute change was that I discovered solutions to the biggest problems for this bike. The biggest drawbacks result in an action plan that I will have to tackle in the next weeks:

1. Get a decent protection from wind and weather

2. Lower the drain for the electrical system as the alternator has only a 170 W output.

3. Make the motorbike as comfortable as possible

The enormous advantage the XBR has over my BMW is the reliability: It never broke down during the last 327.000 km. Which bike can say that? During the last two big trips (Arabia, Africa), it did 22.000 km without any serious technical problems. The speed limits in the US are rather low so I expect to be sufficiently ‘competitive’ despite my tiny engine. There is only one big objective: arrive healthy at the finish. At the IBR 2011, only one traditional air-cooled motorbike made it to the finish (Boxer BMWs not included) the legendary Triumph Trident of John Young. I’ll have to find a solution for the heat problem as well.

I have already started to address action 1: I borrowed the huge Habermann fairing from Harri, the biggest solution I am aware of. I am busy with attaching the fairing properly to the bike – the pictures already give a first idea 🙂

Harri's Habermann 'Jumbo' fairing

Harri’s Habermann ‘Jumbo’ fairing


Enormous but slim

Enormous but slim

The fairing  model is called 'Jumbo'...

The fairing model is called ‘Jumbo’…

My picture was chosen as the winning photo in the photo competition!

My picture was chosen as the winning photo in the photo competition!

Today I received the newsletter of Grim – and I was very surprised to see my picture on the front page!

I received a Special Gold Award for my trip 🙂 and I got some special recognition in the newsletter:Picture2

Looking forward to next year’s Ride!


Check out the new report under

Sculpture Trail Ride 2012


German Butt Rally 2012 won!

Summary: I couldn’t do any updates earlier as I dropped my netbook on the floor (unintentionally, of course). I arrived well at home and the whole rally was great fun and perfectly organised and managed. A longer report will follow later and I just wanted to post my track as I was requested to do so.

Ich bin gerade wieder wohlbehalten von der German Butt Rally 2012 nach Hause zurückgekehrt. Für ein früheres Update hatte es nicht gereicht, da ich anscheinend aus lauter Freude so gezittert hatte, dass ich das Netbook auf den Boden fallen ließ und das kaputte Display vollständig zerstörte (ächz).

Die Rally war sensationell organisiert und ausgearbeitet (Bravo, Gerhard und Co.!) und ich konnte alles in allem meine geplante Route zu 95 % fahren, trotz einiger Widrigkeiten wie zweimal zurückgelassener Rallyflag, Starkregen und einer wegen eines Bergmarathon geperrten Strecke (darf man sich aber nicht davon aufhalten lassen 🙂 ). Die kleineren Probleme (Stilfser Joch zweimal rauf- und runtergefahren) waren aber deren nicht zu viele und so gelang mir endlich mal wieder ein 1. Platz bei einer Rally! XBR-Kumpel Hans belegte auf der XBR 500 einen sensationellen 7. Platz! Es wird viel zu erzählen geben, das erfordert einen längeren Bericht. Als Vorgeschmack hier mein Track und die Eckdaten:

German Butt Rally 2012 - 40 out of 66 bonus point locations visited.

40 Bonuspunkte mit 97548 Punkten, 1594 km in 24 h 5 min Fahrzeit

Die Ergebnisse gibt es hier:

Despite having done the Stelvio two times due to a forgotten rally flag at the previous point I was still smiling! (credits to Gerald for taking the picture)

Despite having done the Stelvio two times due to a forgotten rally flag at the previous point I was still smiling! (credits to Gerald for taking the picture)

So, alles ist erledigt, es ist halb zwölf und ich kann schon ins Bett, dank einer guten Vorbereitung. Die Route morgen wird sehr anspruchsvoll, viele grosse Alpenpässe sind darunter. Leider werden wir vom Regen nicht verschont bleiben, aber so schlimm wird es schon nicht werden.

Die Anfahrt war heute extrem heiss, die Lage des Hotels am Aichelberg ist sehr hübsch. Rallymaster Gerhard und Mitstreiter haben eine tolle Rally ausgearbeitet, morgen um 5:00 Uhr geht es los!

Alle Bonuspunkte für die Germanbutt Rally 2012Die Vorbereitungen sind beinahe abgeschlossen. In zwei Tagen beginnt die Germanbutt Rally. Es wird in die Alpen gehen und 27h dauern. Da die anfahrbaren Bonuspunkte bereits vorher bekanntgegeben wurden, habe ich mir bereits 13 Routenentwürfe vorbereitet. Die endgültige Entscheidung treffe ich am Freitag wenn nach der Fahrerbesprechung die Wertungspunkte bekanntgegebne werden. Es sind sehr schöne Pässe dabei, leider sind die Wetteraussichten niederschmetternd: Regen und Gewitter in den Alpen von Samstagmittag bis Sonntagmorgen, stöhn!
Da muss sich mein neuer BMW Regenkombi bewähren.

Morgen geht es zum Rallyhotel am Aichelberg.

Guckst Du “Tour Reports”: Toscana 2012