PRODUCT SPOTLIGHT SHADTR 40 ADVENTURE SADDLE

The TR40 adventure saddle bags are

The set of saddle bags has 6 DURAFLEX cambuckles to adjust the bag to the size of the load, increasing driving stability. In addition, all strap ends have closures to prevent apping and loose ends. It also has re ective details to improve visibility and padded carrying handles.

The TR40 has received the ABC Awards 2022, rewarding its innovative design that focuses on solving key aspects for use in adventure motorcycles.

You can see the TR40, as well as the full line of SHAD products, online: SHADUSA.com fer a capacity of 32 liters and up to 10 kg of

TR40 adventure saddle bags feature the ‘Double Locking pending) which locks the bag to the 4P System at same time, access to the inside of the bag. Made from a high abrasion resistant material, compliant with REACH and OEKOTEX Standard 100 and resistant to 1.500 hours of UV exposure. It has reinforced stitches and base. The combination of the roll closure of the outer and inner bags ensures waterproofness.

The keys and lock cylinder of the TR40 are the latest premium version from SHAD, with a system that reduces the chance of theft. And a cover that stops dust from entering.

In addition to ensuring a sportive off-road riding, thanks to its low weight and its perfectly integration with SHAD 4P System tting, the TR40 saddle bags offer a plus of functionality which allow to attach extra accessories. The proof pouch that can be installed in any of the

A few months back we had a letter from a reader talking about the need to prevent riders from getting rear-ended while riding or stopped at a light. Conspicuity, lighting, and vigilance all came into play.

Today we received another letter talking about a rider – a lawyer in Florida who defended the ‘freedom of choice’ on the mandatory use of helmets in that state - that collided into the back of another vehicle on the road killing himself and his passenger – both not wearing helmets. To make it worse… they were on the road to attend a memorial for another rider who also died helmetless on a bike.

I am not here to discuss the use of helmets in Backroads. In truth, if you choose aggressively not to wear a helmet this magazine might not be your cup of tea anyway.

Even if we all have ridden with less than ATGATT more than we’d admit, we should all be aware that a combination of riding skill, attitude, vigilance, and proper gear saves lives every day.

You do have to wonder how this rider (& passenger) ended up rearending an automobile. I was not there, nor did I read the police report, but for a rider to run into the back of a vehicle a few things must be looked at and happen. Short distance between rider and car, lack of vigilance, and closing velocity. We can also add into the mix skill level, type of machine, and rider’s state of mind and attention.

Then there are the brakes. As Buffett once sang – “We all got them. We all want them. What do we do with them!?”

There has been a lot of progress and evolution in motorcycles as a whole, but tires and brakes have made major strides since I began riding in the 70s.

Having good brakes and using them well should go hand in hand, but we’ll go into braking skills and some tips on how to do it better in a later issue – today we want to talk about your brakes themselves and how you can make them better. Particularly riders with older machines.

We have two machines that are now old enough to drink legally in all 50 states. Shira’s Honda 919 and my Kawasaki KLR 650R.

The Honda came with decent binders from day one, but brakes were somewhat of an afterthought when the KLR was designed. “Oh, we have 10,000 of those old crappy single-piston units? Use them. No worries.”

It has been said if you wish to be better at braking, get pro cient at braking on a KLR.

All machines grow older, and as time rolls past, we either replace them with new rides or decide to keep them and seek to improve their rideability. It is a good thing to have a classic motorcycle that acts and responds like more modern machines. To get to this we’d want to look at the Holy Trinity of Rideability…Tires, Suspension, and Brakes.

Tires are easy. Suspension is the big wallet burner here – but much needed and with both the Honda 919 and KLR 650 receiving Hyperpro Suspension upgrades from EPM Performance, in Tenant, New Jersey, we signi cantly upped their riding performance. Log onto EPM’s site at epmperf.com to see what they have to offer your particular motorcycle.

Now onto the brakes. First, let us look at how most of today’s motorcycle brakes work. Hydraulics.

The front lever and rear pedal activate the master cylinder and the brake uid takes the force from the depressed brake pedal, translates it into pressure, and sends this pressure to the front and rear brakes to stop a vehicle. Brake uid can’t be compressed, which makes it perfect for use within a hydraulic braking system. There are different types of uid – most commonly DOT 3, 4 & 5. The difference is how each uid is made up chemically. Most modern motorcycles require DOT 3 or DOT 4 but see your owner’s manual for manufacturer recommendation.

Some quick changes are easy –older bikes can bene t from adjustable levers – especially if the rider has smaller hands and needs to cover the brake (& clutch) levers in a better manner. You can nd adjustable levers from many sources.

The Honda had decent dualpiston calipers – meaning there are two pistons in each caliper that push the brake pads to the surface of the spinning rotor creating friction and slowing and stopping the motorcycle. The KLR had ancient single-piston calipers front and rear. The discs were not all that large either.

Here we can turn to the after-market and we did – Galfer.

Started in Barcelona, Spain, in 1946 by Maf o Milesi, Galfer Brakes has been a major European supplier for decades.

Galfer USA has been a USA-based company since 1992 – now situated in Carson City, Nevada, although they still have their parent company in Spain. Both machines were to receive new brake pads, brake lines, and new “wave” disc rotors. Why ‘wave’ rotors? Wave rotors have extra surface area allowing more heat transfer to the surroundings. This allows the rotors to cool faster and make braking more effective.

The KLR – which had been hobbled by the smallish disc rotor - would have a larger replacement, although it would still use the stock caliper -extended out a bit by a bracket. This would allow for a bit more stopping power as the disc’s circumference was further from the center of the wheel. Trust me on this, or ask Mark Byers… he knows how this all really works.

This kit ($354) included a 320mm oversized oating, patented Wave rotor for optimum pad-to-rotor contact, Semi-metallic brake pads, and 6061-T6 aluminum relocating bracket for the caliper. This high-quality, Galfer-patented Wave Rotor is made from a proprietary mix of virgin high carbon 420 stainless steel, laser cut, and was made in the Galfer factory in Spain.

The Honda had a more intrusive problem. Squeal. At every stop, the Brazilian Frog-esque Honda would let out a shrill whine from the rotors. Almost twenty years and some 55,000 miles had taken their toll on the OEM rotors and a new set - both front & rear - was not so much as a wish, but a need.

Swapping all this out is really not as dif cult as it might seem.

Patience, a good size, clean, and well-ordered workspace is a plus and a blessing if you have one. I think doing this on a side street in Astoria, Queens might be a tad more dif cult.

Wheels were removed and the old discs came off with just a bit of a ght. No ame or heat was needed but good tools were a must. Do check your particular bike’s torque speci cations and use them. With new rotors installed and the wheel remounted we then looked to the calipers.

This is where things can get tricky and messy as both the Honda and KLR had ridden many miles before this bit of service and the entire brake systems were dirty inside and out.

Since the lines were to be changed it made sense to drain the old lines rst. To make this an easier and neater job we used a hydraulic brake bleeder and vacuum kit. The one from Pittsburgh Automotive costs just $24.99 from any Harbor Freight and made it very easy to suck out the uid from the master cylinder and old hard rubber brake lines before cracking the banjo bolts loose.

With the calipers in hand, we simply used some aerosol brake cleaner (wear gloves as this is nasty stuff) and a bit of light sandpaper to clean off the pistons, removing years of gunk and grime. A good dollop of high-temp grease on the pad retaining pins was in order as well.

With the new brake pads installed and calipers remounted it was time to swap the lines. Instead of the OEM rubber-style lines, we were going to swap them out for far superior steel-braided brake lines. Braided stainless steel brake lines can withstand the pressure associated with the bike’s brake system and they never swell. As a result, their lifespan is much longer. (certainly more than 20 years) This means they can maintain high performance over a long period. When brakes are applied, these lines offer a rmer and more responsive feel –even with machines about to get historic plates.

The Galfer Brake Lines were exactly matched to the stock size and bends and their 14mm banjo bolts looked to be tougher and more durable than the stock 12mm these bikes came with. They even come with two extra copper crush washers for installation.

(Galfer? They WERE extra, right?)

Once installed the hydraulic brake bleeder was attached to the bleeder valve and attached to the compressor to lightly suck the new and clean brake uid from the master cylinder through the lines and out the bleed nipple.

This was a very quick and easy operation on both bikes, except for the rear of the old KLR. When nothing happened, I removed the bleed nipple valve entirely and soaked it in brake cleaner. Then using an extremely delicate and expensive tool – a paper clip – I began to work out the crud that had built up inside it. Once cleared the brake lines lled quickly. A little note here: all of the master cylinders were dirty and the muck, which was once brake uid, inside both bike’s brakes, was embarrassing.

After the brakes were lled with the hydraulic brake bleeder, they already had a good feel. Some old fashion hand bleeding made that go from good to great.

When all was done both bike’s braking systems were far more substan- tial and worked far better in all situations.

Rotors, steel-braided brake lines, and brake pads are a bit of an investment. In our case for two machines; but money and time are well spent.

What, do really think your brakes on that old machine of yours are up to snuff? C’mon man… give me a brake! ~ Brian Rathjen ,

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Their homemade ice cream, in a plethora of avors, will not disappoint. With everything from blueberry to vanilla, including great combos as Coffee Oreo, PB and J, Pumpkin Gingersnap and Maple Bacon, and tantalizing Italian ices in Strawberry Lemonade and Rootbeer, there will certainly be something to tickle your fancy.

Did you catch that wonderful waft of waf e when you came in? These made-to-order waf e cones are the perfect serving platform for your special scoop. You may have to wait the 4 minutes it takes to bake, but well worth it.

Should you be craving a delicious cup ‘o Joe, you’ve come to the right place as their Holland-imported espresso machine will give you just that.

The retro black and white checkered décor accented with red vinyl is the perfect setting to enjoy your dairy delight, whether it be a simple scoop, a sundae, shake, malt or oat or one of Inside Scoop’s famous specialties such as the Atomic Freeze, made with hard ice cream and mixins (think Blizzard but much, MUCH better).

Coming in with a group? Go for the Volcano – the largest sundae in PA, and possibly the entire US. Served in a smoking bowl, it contains 14 scoops of ice cream and 8 toppings, whipped cream, cherries and you’ll get 6 spoons. There are benches outside for that after-sugar rush nap before you take off on the rest of your ride.

The Inside Scoop is located at 301 N 3rd St, Coopersburg, PA (you can’t miss it – Giant Chip is standing right outside – has been since 2017, right after our rst visit) they are open year round (check website for seasonal hours) and it sits in a terri c riding area. See www.insidescoop.com for their latest avors and other interesting information.

I think I’ll stop in soon for a scoop of Black Raspberry – I heard it was to die for…,