Stator, Battery, and Front Tire

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Well, it happened.  The stator in the alternator failed, as they tend to do in Ninja 650Rs.  Mine got me almost to 66,000 miles, so I am pretty happy.  It also didn't just let me down in the middle of nowhere, fortunately.

The stator is wired in a three phase pattern, and one of the phases was not producing an output voltage. 

I think the failure is right where the burned place is in the photograph below.

That failure made the stator produce less power to recharge the battery and run lights, ignition, fuel injection, and accessories.  I noticed that occasionally the horn was not very loud and the trip odometers and clock would sometimes reset to zero when starting the engine.  I tested the stator according to the Kawasaki manual and found the problem.

The stator OEM part number is 21003-0042 for my 2006 and others.  I bought a new stator from grimcycles on ebay, and it got here in about a week.  It looks good and fit fine.  More importantly, it now produces the full power that it should.  That cost me $144.95 for the part, shipped.  My labor, as usual, is free.

I changed the oil and filter as long as I was in there.  You lose most of the oil when opening the stator cover if you do it with the side stand instead of a rear stand.  If you use the latter, you only lose about a quart.  It needed changing anyway, so that was fine.  I use Mobil 1 and a Kawasaki-brand filter. 

The procedure to change the stator is well documented here.  I reused the stator cover gasket.  It is not metal, but it is sufficiently sturdy if you are careful handling it.  Use silicone sealant only around the wire passthrough, not on the entire gasket. 


I buttoned up the engine, filled it will oil, started it up and found that the charging voltage at 4000 RPM was correct at 14.6 volts.


I went for a ride, and the symptoms of the weak horn and disappearing odometer reading persisted!

Now what?

Well, I tested the battery after it had been on trickle charge overnight and found its voltage to be lower than it should be.

That is an indication of a bad battery.  I last replaced the battery in late 2012, almost 30,000 miles ago.  That time, I replaced it with the same as OEM, a Yuasa YTX12-BS.  I did the same this time, and found it only a few dollars higher than six years ago at $59.88, shipped from Amazon seller Avid Cycles.  It got here in a few days, I filled it, charged it, and everything works fine now.


Oh, wait a minute.  What about the tire I mentioned?   Well my front tire was about worn out so I sent away to Sportbike Track Gear for a fresh Michelin Pilot Road 4.  They had the lowest price of $146, shipped when I used an $8 rebate from previous purchases there.  I took it to the local Foothills Powersports dealer to be mounted and balanced for $37.  The worn out tire had 10,500 miles on it and the resulting cost per mile was $0.018 over its life.  Even at as long a life as I get because I ride sedately, tires are a significant expense of owning a motorcycle. 


So I have two good tires, and an electrical system that works properly now.  The whole escapade cost about $390.  This motorcycling isn't cheap!


I might say, though, that this bike has been very reliable over its life.  I never abuse it, so that probably contributes to its longevity.

The other major issues -- besides routine service -- have been the fuel pump failure, the loose kickstand, and the water pump seal failure at 41,000 miles.  I have done all of the maintenance and repair myself, so the costs were much lower than if I had to take it into a mechanic each time. 

Not too bad for an elderly ride like mine.

Hope to see you on the road!
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Droopy Rear Turn Signal Fix for Kawasaki Ninja 650R

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If you own a 2006 through 2008 Kawasaki Ninja 650R, then you are probably wondering what to do about the rear turn signals -- or as the Brits would say -- indicators. 

If you don't own one of these bikes, here is what happens: 

See the right signal hanging down?  Droopy, I'd say. 

The reason why they fail is that they are made with a rubber piece so that they have some flexibility and don't get broken off by a careless boot when mounting, or when they get crowded by a set of side bags,

or when you have a minor tipover. 

That rubber piece deteriorates with age and sunlight until it becomes cracked and broken.  ...and you can't buy the rubber piece by itself.  You have to buy the whole assembly. 

I have fixed mine using Dap 18384 Flexi-Clear Elastomeric Sealant (UPC code: 70798 18376),

along with a stiff wire covered in rubber tubing to support the lamp from the side reflector. 

Rubber-covered wire beneath signal lamp,
supported from reflector mount.

Underside of fender view.
The wire support has a loop that wraps around
the screw and under the nut on the back of the reflector.

Be sure to apply the sealant into the cracks and then smear some on the outside to smooth out the cracks.  It is very messy, but solvent removes it from your hands. 

This holds up fairly well, is inconspicuous, and is very inexpensive. 

If your signals are in much worse shape, then an alternative is needed.  New signals cost about $70 each. 

Eek! 

I have been unable to find a set of used ones that are in any better shape than mine, and I won't spend that kind of money to get new ones. 

You can buy a set of Chinese LED lights that look almost like the originals, but since the originals are incandescent, you do have to install a different flasher or install parallel resistors to make the lamps flash at the correct rate with this option.  It is also not certain that those meet DOT light output requirements. 

Most of the other cheap aftermarket LED signals are very weak and almost invisible in daylight. 

You could also install an integrated LED tail/stop/turn signal.  The disadvantage is the flasher replacement issue above and the fact that the separation distance between the tail light and the signal does not meet DOT requirements.  In other words, a following driver may not be able to distinguish the brake light from a turn signal because they are so close together. 

One other solution that looks factory is to replace the signals with some from a later year bike.  The ones for the 2009-2011 are a different shape, and have a different rubber piece, but they fit the same opening and use the same mounting hardware and electrical sockets. ...and you can be sure that they meet all DOT visibility requirements. 

Here are some pictures for comparison:

2006-2008 signal showing mounting hardware.

Top, 2009-2011.
Bottom, 2006-2008.

2009-2011 signal shown mounted on 2006-2008 rear fender flap.

The later year rubber piece is of a different design, it does not appear to deteriorate as fast as the older design, and it fits the openings in the rear fender flap properly.  You can find them used for a fairly low price (certainly well under the $70 each retail price new). 

I bought my set on ebay from seller mxnmama (Sooner State Cycle in Tulsa, OK) for $4.90 + $5.00 shipping each. 

Here is a rundown of part numbers and current retail prices to help you find what you need:

2006-2008 

• 23037
  LAMP-ASSY-SIGNAL,RR,LH
  23037-0077
  $69.78
• 23037A
  LAMP-ASSY-SIGNAL,RR,RH
  23037-0078
  $69.78

2009-2011 

• 23037
  LAMP-ASSY-SIGNAL,RR,LH
  23037-0235 (was 23037-0161)
  $69.85
• 23037A
  LAMP-ASSY-SIGNAL,RR,RH
  23037-0236 (was 23037-0162)
  $69.85

Mounting Hardware for either 2006-2008 or 2009-2011 (one of each part number required for each signal.)

• 92200
  WASHER,SIGNAL LAMP
  92200-0164
  $2.32
• 92200A
  WASHER,SIGNAL LAMP
  92200-0165
  $2.32 
• 224
  SCREW-PAN-WP-CROS,4X8
  224AB0408
  $2.48

Here is an exploded 2009-2011 parts diagram:

OK, so now you have no excuse to run around with those droopy turn signals.  

See you on the road soon!  I'll signal 'ya.  

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A Quick Test Ride, and A Glamour Shot

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As you know if you read the last posting, the weather here in South Carolina has been cold and snowy.  That, however, made for a great time to do some wrenching on the bike.  I take it slow and follow the service manual to help ensure that I don't made a mistake, so the downtime is usually more than for a crack mechanic.  I also like to test tings after I think I am done, just in case I have committed a blooper. 

So last Thursday I ventured out in cool, clear, and dry conditions to do just that.  The roads up to Whitewater Falls are good ones with sweepers that are usually clean, so that's the way I went.  There wasn't much traffic, so I could move along at a good clip.  After a tour of the Falls parking lot, I diverted onto the Wigington Byway to the overlook on Lake Jocassee and the other lakes to its south.

Here is the view, first of the crystal clear sky as a background to the old girl that had recently undergone some internal work and some external cleanup... 

Pretty girl, eh?

...then a panorama of the view from the overlook.

Click image for a larger view. 

Everything on the bike seemed to be working fine after the surgery, so I must have done it right.  The serviced items should be good for several more miles now. 

...and I thoroughly enjoyed the test ride, too.  
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I Actually Picked a Good Week to Do It!

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Yes!  I did pick a good week.

[To do what, Bucky?] 

To work on my 2006 Ninja 650R.

I had a bunch of things to do that I had been putting off because I didn't want the bike to be down and I had other things going on.  Here's the list:

• Check and adjust valve clearance.
• Clean and adjust chain.
• Change spark plugs.  
• Clean air filter and air box.
• Change oil and filter.
• Drain, flush and refill coolant.
• Check brake pads.
• Lubricate clutch and throttle cables. 
• General cleaning and lubrication. 

The valve clearance checking takes the most time because you have to remove the windshield, meter housing, most of the cowlings, the fuel tank, and the air box to get at the top of the engine.  Then you have to get the camshaft cover off and get it out of the way. 

Further, I don't have a valve shim kit, so I have to do the measuring and calculating to determine which shims need to be changed, then send away for any shims I don't already have from the previous adjustment.

That sending away takes several days, so the bike is down for at least that period.

[OK, Bucky, why was this a good week to do all this?]  

This is why:

Recall that when we get snow in South Carolina, everything comes to a complete halt.

And this is another reason why:

Yes, it was under nineteen degrees overnight.  

So, it turned out to be a good time to work on the bike.  I dressed warmly and started to work in my garage. 

The valve clearance adjustment was last done back in January of 2012 at 30,837 miles.  The bike has almost 62,000 now.  Back then, I put together some tips on how to do the job a little easier.  The only thing I did differently this time is to bring the cam cover out the left side of the frame instead of out the top.  It was much easier that way. 

This time, three of the exhaust valves were near the tight side, though still within spec.  They almost always get tighter with use, you know.  All of the others were almost exactly where I set them previously.  That's pretty good for better than 31,000 miles of operation, though remember that I am an old guy, and never redline or go to full throttle, so the engine isn't stressed as much as it could be.  I exchanged one of the shims with another valve and replaced the other two shims to bring the three back to the center of spec. 

The spark plugs were replaced at the same time as the last valve clearance work.  They looked a little worn, but they were a nice gray-brown color as they should be.  One of them had a thin thread of something between the center and the ground electrodes.  I have never seen this before, but the cylinder did not seem to be misfiring.  I bought the replacements on Amazon. 

The rear brake pads were a little thin, so I put on another set of EBC HH sintered pads.  Last time was in May of 2013 at 37,192 miles, so these have lasted about 25,000 miles.  They have a nice, predictable grip and were an improvement over the originals. 

The clutch and throttle cables needed to be lubed, so I got out my aerosol can and my cable luber.

BikeMaster Cable Luber

I use Yamaha Performance Cable Lubricant.  It made a world of difference, especially on the clutch cable.  

As I got further into the job, I found some other things that needed attention.  For example, the throttle cable was frayed at the throttle-body end, so I replaced the cable with a nearly new one I had bought almost a decade ago to carry as a spare. 

By the way, prices on parts have really gone up.  The valve cover and spark plug gaskets are $35 all together, and the shims are $10.99 each.  With shipping, it was almost $70.  It was about $40 last time. 

The lowest price I could find for NGK CR9EIA-9 Iridium Spark Plugs is almost $10 each.  They were $7.50 last time. 

I changed the oil and filter, cleaned, lubed, and adjusted the chain, cleaned up the air box and cleaned and reoiled the air filter, drained the refilled the coolant, and a few other odds and ends. 

In case you wonder, I do try to use mostly OEM parts on the bike, and I replace seals when the manual recommends doing so.  I suppose I could get by without going by the book, but I don't want to have to tear things apart a second time for the cost of a new seal or two.  I figure that Kawasaki engineered the bike to be reliable. Gaskets, seals, spark plugs, shims, and oil filter are all OEM.  Oil is Mobil 1, racing 4T 10W-40.  Brake pads are EBC HH.  The chain cleaner is kerosene, and I use Maxima Chain Wax lube from Cycle Gear.  It is clear and doesn't fling off a much as some others. 

Anyway, I think I picked the best week of the winter to do the work.  I have a few cosmetic things to put back together, and by then the weather should be cleared up.

Ah, the beauty of living in the Carolinas.  You can ride [almost] any time of year. 

See you on the roads soon!
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60,000 Miles and Counting

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Well, it has happened.

....I have ridden my Ninja 60,000 miles!....

It has taken me since July 18, 2015 to log these last 10,000 miles.  I'm kind o' slow, I guess. 

Here's a recap, for those of you who don't know, I started riding a motorcycle (this motorcycle) in late 2007, at the then youthful age of 57.  I had been thinking about it for a long time, and a colleague at work encouraged me.  (Thank you, Jeff.)  I took the MSF Basic Riders Class, bought an almost new motorcycle, and set out to learn how to ride it.

Along the way, I have met people I would otherwise not have met, and I have gone places I otherwise might not have gone.  Some of those places are chronicled here in this blog of mine, along with the progression of learning how to ride, and a few other topics that interest me and maybe you, too. 

This momentous event -- reaching the 60,0000 mile mark, I mean -- took place on September 26, 2017, almost exactly ten years after I bought the bike.  In those ten years, I have had the bike out of the garage 728 times.  (Yes, I count.  I'm an engineer, don't you know.)

I note that I have not ridden as much since I retired from the job as I had anticipated.  It appears that I have been too busy with other things to ride as much!  I'd like to go more often, but I also can't seem to find a riding buddy who isn't working, and who wants to go to the places and at the pace I do.  (Let me know if you want to ride some time.)

I also have not written as much on these pages as I used to, because I tend to ride to many of the same places that I have already written about, so I don't want to bore you.   Sassafras Mountain (the highest point in South Carolina), Whitewater Falls, Table Rock State Park, Saluda North Carolina, the Blue Ridge Parkway, and a few other places that are beautiful and great places to ride are all frequent repeats.

One infrequent place I did go with a friend was the Wheels Through Time museum in Maggie Valley North Carolina back in July.  He rides at about my pace, and we had a great time riding up US-178, NC-215, and the Blue Ridge Parkway.  I enjoyed seeing the museum again, but my buddy had not been there before.  One of the museum's mottoes is "Our Visitors Are Like Family".  That is fitting.  Every time I have been there, each of the staff was friendly, knowledgeable, and helpful in every way. 

Unfortunately, just as we were fueling up for the return trip, it began to sprinkle, then rain, then rain hard, then downpour for a good long distance on the way back home.  Noah and his Ark would have been welcome in a few places.  It dried up not long after we entered South Carolina.  I hadn't taken my rain gear 'cause it didn't look like rain, so I was soaked to the skin by that time.  We took it slow in the rain, and arrived without mishap.  Unfortunately, another motorcyclist was not so fortunate, as we passed the scene of an accident where he went down near Balsam Grove, NC. 

I have also grabbed a few tags on the ADVRider Upstate SC Tag-O-Rama, here, here, and here, and set a few challenging new ones.  (If you are interested in playing, all of the various South Carolina tag games are listed on this page.) 

I suppose you could say that I am mostly keeping to myself when riding. 

[Come on, Bucky, tell us where this latest mileage achievement occurred.]

Well, first a little history about where some previous milestones were reached:

• At 40,000 miles, it was directly in front of the local landfill.  Eew: smelly, and certainly inauspicious. 
• At the 50,000 mile mark is was on Silversteen Road, a nice twisty road north of Rosman, NC.  There are lots of good twisty roads around there, by the way.

Now, where did I reach 60,000, you ask? 

At a cemetery.

Yes, that's right, at a cemetery.  (So what was I supposed to do, fake the record of this historical event for the purpose of being in a more interesting spot?  I think there is too much fake news these days.)

Here's where it is, on SC-288, also known as Table Rock Road after the nearby geological feature and state park of the same name.

Click here for larger, interactive map.

Notice that the twisty US-178 is to the west, Table Rock State Park is toward the northeast, and the thriving metropolis of Pumpkintown is to the east. 

Actually, it turns out that this cemetery is an interesting place after all.  It is the Chastain family cemetery, whose several generations of occupants were born in 1743 or after, and who died in 1924 or before.  There are at least nine bodies buried here.

Here are some photographs.

That last photograph is the largest monument, and is nearest the road, announcing the presence of the graveyard.  Here is a list of those buried there, along with their relatives names:

 
Closer photographs of the stones are here, taken from the Internet.

This John Chastain (John Jr.) lived during the Civil War, and served in the Confederate Army. 

The most interesting marker for a man buried here, I think, is for one Rev John "Ten Shilling Bell" Chastain Sr., inscribed at the top on this more modern stone, along with a history of the family. 

Reverend Chastain was born in 1743 in Manakintown, Goochland County, Province of Virginia, fought in the Revolutionary War, and was a Baptist preacher, who traveled up and down the frontier, preaching and establishing churches.  He was one of the founders and the first minister of the Oolenoy Baptist Church, now located at 201 Miracle Hill Rd, Pickens, South Carolina, and founder of Crossroads Baptist Church.  

If I counted correctly, Reverend John fathered fourteen children by two wives.  

Click here for larger, interactive map.

I am sure, by now, that you are wondering about Reverend Chastain's nickname.  Well, legend has it that John Chastain's preaching voice was so loud and so ringingly clear that he was given the nickname of "Ten Shilling Bell".  Oh, that preachers were that forceful and eloquent today as he, perhaps was.  You can read more about the Chastains by clicking the links at the end of this posting. 

Getting back to the bike, there have not been any troubles with the bike in the last 10,000 miles.  It has been a joy to operate. Since I bought the bike slightly used, the odometer showed 60,640 miles total when I reached this milestone. 

Here is the victorious rider: 

I went on a little further that day, meandering around the country roads near the historic spot.   One place I went is to Table Rock State Park, stopping at the Pinnacle Lake overlook,

That bike kept wanting to pose for the picture.

and at the lodge,

Again, posing

and to see Table Rock itself, viewed from the park road. 

The day was a short one -- only 84 miles, but quite enjoyable.  When I first started riding, I never dreamed that I would ride 60,0000 miles and more on two wheels. 

I'll keep on writing here as interesting things come to mind, especially landmarks and good roads. 

See you on the [hopefully long] road ahead. 


Bucky's Other Milestones:

• 25,000 milestone -- May of 2011
• 10,000 milestone -- April of 2009

Chastain Cemetery References:

• Our Family Tree
• Geni
• Reverend John Chastain biography

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Still Winter -- and Still a Good Time to Ride the Blue Ridge Parkway + Some Nostalgia

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Even through it is winter; we have had some very warm days here in South Carolina.  I took advantage of one of those days on the 21st of March to venture up to the Blue Ridge Parkway.  I had not been there since October of 2016 because of the threat of cold temperatures and possible ice and sand on the roads.  The fall colors on that day were spectacular, by the way.  You can see them in the blog posting linked above.

On the most recent trip there, it was to be in the low 80s on the flatlands where I live, so it would be maybe 10 degrees cooler than that on the Parkway due to its higher elevation.

I checked my tire pressure, the oil level, and generally looked over the bike to make sure nothing was about to fall off.  I check my lights every time I ride, so I did that too.  It is always good policy to look things over so you don't have trouble on the road.

I put on a thin layer of fleece under my riding suit, guessing that it would be warm enough, but not too warm.


I finish dressing and get rolling.  The GoPro is on for those times when there is something interesting on the road -- good or bad.  In fact, just after I start out, a woman begins to pull out from a side street and into me.  She ignores my headlight modulator and a few anticipatory blasts of my horn.  There are several feet to spare, but I swerve away from her in case she is a lead foot.  Fortunately, she missed.

I continue on US-178 from Pickens to SC-11.  I continue following 178 through the most twisty parts to the north until I reach Rosman, NC.

There are a surprising number of bicyclists out today in the mountains.  Their leg muscles bulge as they labor up the hills, but they are rewarded on the downhill sections -- and some of them go faster than I dare on a few of those downward slopes!  They trust those little tires a lot, I think.

Here are four of the cyclists today.  

Yes, four.  There is one more behind one of the visible ones. 

Just beyond Rosman, I take a left onto a short stretch of US-64, but turn right almost immediately onto NC-215.  This part was paved a few years ago and remains in good condition.  It is quite curvy, and I am taking it easy in case there are any leftovers from the cold weather.  I don't see any gravel, sand, snow, or ice here.  Good. 

It is a little over 43 miles to the Parkway from Pickens.

Click here for an interactive map.

Both US-178 and NC-215 are favorite motorcycle roads for local and no-so-local riders.  Many of the motorcycle forums have postings from riders a good distance away who discover these roads.  We are indeed fortunate to live where there is this much beauty and challenge to be had. 

Right about at the place pictured above, just before the entrance to the Parkway, the temperature changes abruptly downward.  I can feel a chill that I had not felt so far on the way up.  This thermocline is quite pronounced today for some reason.  Still, I am not cold, fortunately. 

One of the picturesque overpasses that are a signature of Parkway construction comes into view.  The Parkway entrance ramp is just beyond it. 

I head to the north, and stop for a break at the first parking area.  This one says that there is a view, but the trees are so thick no view is visible.  A chainsaw might remedy that, but the tree huggers would get mad, I suppose. 

After searching for the illusive viewpoint, and as I am walking back to the bike, I notice that the red "record" light is still flashing on the front of my Go Pro.  I forgot to turn it off when I stopped.   My consternation with myself is visible, I'm afraid; within the candid video it was taking while sitting there, otherwise idle. 

I proceed along the Parkway at the speed limit of 45.  I am still watching for anything on the road that might be a traction problem.  In this stretch, I see not only another biker, but some ice left over from the cold weather.  It is present on the north side of a few rock cuts.  There is also the possibility of ice in the several tunnels because of water seepage and cold temperatures, but I don't see any today.  Fortunately, in fact, I don't see any sand or ice on the entire ride today. 

That other rider is making time, and I wonder whether he knows that the speeding fines here are north of $300.  I'll stick to the speed limit, I think. My wallet isn't that thick. 

I see much more beautiful sky and enjoy the road, turn by turn. This is one of the best roads I know of, both because it is curvy and because it is beautiful even in winter when the trees and other flora are not very colorful. 

Here is a wide-angle view from Pounding Mill Overlook at milepost 413.2, elevation 4,700 feet above sea level.   For reference, the highest point on the Parkway is 6,047 feet at milepost 431.4 (the other direction from where I entered the Parkway off of NC-215).  Easley is at 1,079 feet, so the climb has been a net 3,621 feet from home so far. 

It is hard to see in the photograph above, but the Parkway continues near the top of the distant mountains, and the upcoming route US-276 falls back down the escarpment. See the black line and white line, respectively in the copy of the above photograph below.

Here is another panorama from Pounding Mill Overlook, to the right of the view above.

You nature lovers will be pleased to know that this overlook is one of the best places to see monarch butterflies as they migrate to Mexico in early fall.

You should also note that from milepost 412, where US-276 crosses the Parkway, there are several places you can visit.  To the south:

• Forest Heritage Scenic Byway is US-276 and several other roads of interest to bikers and tourists,
• Pisgah National Forest, 
• Pink Beds Hike (4 miles), an area of pink-blooming rhododendrons and laurels,
• Cradle of Forestry (4 miles), where they chronicle the science of forestry,
• Sliding Rock (8 miles), a place to slid down some huge shoals in the river,
• Looking Glass Falls (10 miles), visible right next to the road, and 
• Brevard, NC (18 miles). 

To the north:

• Waynesville, NC (22 miles).  

But for today, I continue on my way north, staying on the Parkway. 

I'll bet you didn't notice the view of Biltmore House, the largest private residence in the United States, in the above photograph.

Although it is the largest anywhere, it is several miles from here, so I've circled it in the copy of the same picture below.  Look just above the guardrail and to the left of the motorcycle cowling. 

It is so far away that it looks like a toy, but it is a grand place to visit.

I exit at milepost 393.6, elevation 2,100 feet, the French Broad River access to NC-191.  Located near here are:

• The NC Arboretum 
• Bent Creek Mountain Biking and Lake Powhatan Camping.  

You could go a little further north on the Parkway to visit a couple of other places:

• Milepost 388.8, where US-25 crosses, then travel north three miles to Biltmore Estate 
• Milepost 384, the Blue Ridge Parkway Visitor Center.

I follow NC-191 for a few miles, then cut over to 1-26, then US-25 to get back home. 

It is superslab most of the way, but I cut off onto Gap Creek Road, a narrow two-lane, and wind my way to SC11, SC-8, SC-135, and on to Easley. 

I stop at Wildcat Falls right next to SC-11 for a few minutes. 

You don't really have to get off the bike to get this view. 

The pool at the bottom of the falls is a favorite place for families to bathe in the summer. 

Too soon, I am back in Easley, crossing the busy Norfolk Southern tracks to get home.

I am a bit nostalgic at the end of the ride today for some reason.  Looking back, my first time on the Blue Ridge Parkway was in April of 2008, just seven months after I bought this Ninja 650R, the only motorcycle I have owned thus far.  If you have been following my blog, you know that I started riding in my 57th year, and doing so was a significant departure from my otherwise nerdy life.

I'm still pretty nerdy, I admit, but I seem to come out of my shell a bit more with each passing year.  I can actually carry on a conversation with other adults on occasion.  By the time I am 90, I'll likely be a full-fledged extrovert!  I do note that I am much more extroverted than before, and motorcycle riding has helped that. 

I looked back and counted the number of times I have visited the Parkway on the bike.  It turns out that I have been there more than 50 times since that 2008 date, including several times to the Ridgecrest Conference Center Rally to Ridgecrest in Black Mountain, NC.  Perhaps that is why I have some feelings today about riding the Parkway: It is a beautiful road, and a joy to ride.  I am lucky to live close enough to go there often. 

There are also times near the end of an especially enjoyable ride, that I feel as though I don't want it to end; that the day isn't long enough for all I want to see and do on two wheels.   I have written about this before, and I sometimes still feel that way at the end of a ride.

Some day, when I am in my rocking chair at the nursing home drooling on my bib, I'll remember these days and these feelings. 


Well, it has been a nice day out.  I only went about 162 miles, but it was a warm-winter-day treat on some great roads.

Here is the whole route for today.

Click here for an interactive map.

More Parkway Information

• A longer trip from 2014
• A website covering attractions from Milepost 294, Moses Cone Park, to the Parkway's southern terminus at milepost 469.1, Great Smokey Mountains National Park

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