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menu skip to content home 6 may, 2017 by avi toolroll "what tools do you carry" is something that's come up a few times on forums i'm on recently, and the raft of issues at the taffy last week vindicated my tool selection :) on any ride that i think about, i take my tool roll. this is generally on the tiger 800 or wr450, but other people break down, too, so aside from the spark plug tools there's nothing bike-specific. the photo on the right is what's in the little pouch: in the roll, left-to-right: small philips screwdriver (fits the battery cover on the multimeter, and most little electronic things) side cutters & 8" adjustable spanner 8 & 10mm allen keys 1.5mm-6mm allen key bit set, torx bit set motion pro spark plug tool (16mm for the tiger, 18mm for the wr) and a generic front axle tool . the spark plug socket is 3/8" drive, but comes with an extension that accepts a 1/4" drive. i use this to drive the axle tool. the tiger uses the 17mm hex drive on the axle tool. 8-22mm open spanner set across two loops 5-14mm 1/4" sockets pen-type multimeter - i only got this one because it's what i could get hold of when i needed one; it's button-battery powered but i'd prefer an aa or usb-chargeable one. toothbrush 1/4" t-bar drive, with bit driver on the end two 1/4" extensions and a 1/4" universal joint magnetic picker-upper-tool and a metal punch feeler gauge, pen and (underneath them) a small set of tweezers in the little pouch, that's: lead for the multimeter chocolate-block connectors a length of two-core wire uhu glue liquid gasket sugru tuff tape - brilliant waterproofing repair tape for anything textile a tin of bolts (lots has been added/removed though) there's also usually a couple of 25mm jubilee clips, but i'd just used them prior to taking that photo. and there used to be a spare battery for the multimeter, but i've used and not-replaced that, too :) you can also see the stop-n-go puncture repair kit in the background below; that lives in the us5 along with the tool roll. it's very easy to pack the tool roll to be too-big to fit in the us5; this was all pared down last year in order to easily fit into it. the tool roll is a kriega one and while it's great, the enduristan and mosko moto ones both look better to me (though i've used neither). i've had this for about three years it's worn *really* well though - some of the elastic's a little less tight than it was before, but it's almost as good as new. under my seat, i've always got this lot: in an order that will hopefully become apparent, that's mini (rac-branded) compressor (with leads above it) pack of breathalysers wrapped in plastic and insulation tape (from a france trip) another generic front axle tool spare brake and clutch levers (oe, from before i put the short ones on) 22mm and 27mm spanner - the 27mm undoes the rear axle nut, 22mm the front axle tool park 'big' allen key set leatherman surge cable ties cable repair tin (with a bunch of fuses dropped in) insulation tape halfords motorbike jump leads spare clutch cable there's also an obd/elm reader that i always have, and use either the torque lite or piston apps on my phone to read the error codes. this stuff all fits in a bit like this: on the left, the motobatt battery is lower than the oe one by enough that the compressor fits on top of the battery (only with the seat in the higher position) and its strap. i wedge the front axle tool in under there, too. the brake & clutch lever are stuffed under the intake, and the insulation tape and cable repair stuff just kicks around by the fuses. normally the obd reader's either in there, too, or plugged in. the clutch cable fits under the bracing arm with the vin on it (you can see it poking out from the right in the left photo) with both ends disappearing off under the tail (which is also where the breathalysers, and cable-ties are stuffed). the park tool and leatherman fit under that bar, the 22/27 spanner behind one of the clips on the side and the jump leads sit under where my chain normally goes. 17 february, 2017 by avi ip address changes all my ip addresses have rather hurriedly changed. if you're using the names below, you'll be fine and when the dns changes propagate (~3h) everything will work again. if you're not, you'll need to update things. ideally to using the names :) fairygodmother.avi.co is now the same ip address as bigbadwolf.avi.co , not just the same host. old new name 80.87.131.17 80.87.129.54 swamp.avi.co 80.87.131.16 80.87.128.7 bigbadwolf.avi.co 80.87.131.48 80.87.130.153 donkey.avi.co 80.87.135.231 80.87.130.154 merlin.avi.co 80.87.131.18 80.87.128.7 fairygodmother.avi.co 26 november, 2016 by avi tiger 800 here's a load of info about the tiger 800. i've got a 2012 one, so this is mostly about that shape, but i've noted where i know things are irrelevant to the new ones. expect this to change as i find things. :) i've a manual, data sheet and service schedule for the bike (pre-2015), here: http://avi.co/s/tiger_800_service_manual.pdf http://avi.co/s/tiger_800_data_sheet.pdf http://avi.co/s/triumph_service_schedule.pdf and, thanks to matt mclelland, there's a manual for the 2016-on ones here: http://avi.co/s/tiger_800_post-2015_service_manual.pdf if you're looking for exploded diagrams and genuine parts, fowlers are good for those. world of triumph also have exploded diagrams, but they use their own part numbers and don't warn you of things not being in stock before you order them. muddy sump is generally taken as the go-to for tutorials on how to work on the bike. he's also a roving mechanic, who'll come to your house and fix your bike (in the uk). i don't know how to tell which obd readers work on the triumphs, but what i use is apparently a 'mini elm327 obd2 v1.5' . i've heard that obd v2.x readers will not work, because the triumph ecu doesn't support the negotiation. i use the torque app on my phone to read the data. i've replaced the mirrors on mine with natty folding ones that wemoto reckon are for a ktm 950 . they solve more problems for me than the fantastically expensive double-takes , and only cost £15. it's a great bike for all the reasons the reviews generally go on about, but there's a couple of nice little touches that are often missed: the xc and roadie cockpits are interchangeable, so you can raise/lower the bars by swapping risers, and get the same-shaped wider or narrower bars by swapping those. tiger 1200 bars are a common switch, too. it is approximately balanced on the centrestand with no luggage - you can stably tip it on to either wheel, and can remove either wheel without needing anything to prop the other end up. numbers front axle allen key 17mm rear axle nut 27mm (12mm & 13mm for the chain adjusters) chain slack roadie: 15 - 25mm xc: 20 - 30mm spark plug socket 16mm front brake pads ebc: fa226 ferodo: fdb570 oe: t2020377 rear brake pads ebc: fa140 ferodo: fdb531 oe: t2020602 oil 3.6l 10w40 coolant ~2.5l oat front tyre roadie: 110/80 19 or 110/90 19 xc: 90/90 21 rear tyre 150/70 17 common problems it's not without its flaws, though. here's a list of issues i've had/noticed, hopefully in descending order of bad-ness: the starter tends to fail relatively quickly (20-30k miles). the 675 engine uses the same part, and speed triple ones are often cheaper than those from another tiger. the problem is the brushes wearing out very quickly, and it looks and feels like a flat battery . the problem, really, is high load (from the poor contact) rather than a flat battery. not-fixing this for a bit does tend to ruin the battery though. generally, this is more of a problem on warm engines; left for a couple of hours (or overnight) mine would start immediately. the throttle idle stepper motor stops working if it gets excessively dusty, and it's not the sort of thing you normally clean. it's basically the replacement for the idle screw on a carb, and there are people who've converted this to use the daytona's manual adjuster . it's easiest sorted with the tank and top of the airbox off (do it when changing the air filter), but you can get a solvent spray on it without taking the tank off when you know where it is - i doused mine with gt-85 at about 20k and as of this writing (60k) it's been fine. it doesn't stop the bike working, just means it doesn't idle. the stepper-motor doesn't exist on the post-15 bikes (the three-letter ones, xcx, xca, xrx, xrt) so can't be a problem there. the stock suspension on the roadie is terrible off-road (really over-damped) and the xc's variously regarded as a bit better or sorted. andreani make a cartridge kit for ~£500 (brexit might change this) which adds adjustment, and completely sorted it out for me; they've no uk importer so i bought from italian ebay. the wp stuff on the post-15 bikes is generally regarded as sorted. there's a load of stuff hanging out the front of the engine at the bottom , which is a bit of a dirt-collector and makes it all a bit likely to rot (hence the jubilee clip). r&g will sell you a mesh protector for it, but that'll only stop rocks, really. it's worth covering the jubilee clips in inner-tube, and generally keeping all that clean. the xc's bashguard is much more protective, but the whole area does still get dirty. the main fuse is underneath the battery, which makes it tricky to replace on an unlit road in the dark when it's raining etc. the ancillary fuses are easy to get at (under the rider's seat, by the battery) and there's gaps for spares. the main fuse is a normal car-sized 30a blade fuse, the rest are micro blade fuses. if you blow the headlight fuse, the bike won't start; i think this is part of a 'safety' circuit. when refilling the coolant, be really patient and do all the burping, and still expect airlocks. i don't know why, but the bike seems prone to them. also, don't forget about the bleed screw on the top-right of the radiator. there's basically no sealing of the underseat area - it just fills with mud if you ride in the wet, and with dust if you ride in the dry. it's also possible to eventually drown the battery and main fuse like this so you need to check this (and clear the drain hole) periodically; the relays are on the way down for the mud and dirt, too, so it's worth cleaning those, too. mine drowned after 56k of neglect. the clutch cable rubs on and eventually through the upper fork leg. i've heard of people getting these replaced under warranty. and of other people being refused it. the rear shock linkage is the lowest point on the bike, just sort-of dangling there waiting to get twatted by a rock. i've not seen a bashplate that'll protect it. the downpipes sometimes rot really quickly (mine had holes in at 45k); triumph seem aware of this; mine were replaced under (but out of) warranty. nobody makes a folding rear brake lever for it the bit of the frame that sticks out the front and holds the headlight unit is welded to the frame and bolted to the lights, so a front-end impact's likely to write-off the frame. 24 september, 2016 by avi scotland! i'd booked a few days off work for a trip to germany that mian was planning, but then he crashed and couldn't afford to go. i've made a few attempts at getting to scotland in the past, each scuppered by other plans being made, and i've been hankering to have a go at a trip on my own, so it seemed sensible to take the five days to get to john o'groats and back. a quick fiddle with furkot suggested that i had something like 1700 miles to cover in five days, which i rounded to 300 miles per day almost immediately before deciding that 300 miles was a reasonable day's riding. my rear tyre was awfully squared off so the obvious solution seemed to be blat it up the m1 and m6 past all the lovely places i've already seen, then get a new tyre fitted at or near the border. and i might as well do that after work on the thursday (i'd booked the friday, monday and tuesday off). so i booked the bike in for a new tyre at a triumph shop in carlisle on friday morning and set about finding somewhere cheap and not-too-bad to stay. i ended up booking at the travelodge at kendal which wasn't really success. thursday - london to kendal well, this was the easy bit. i've long had a strong aversion to motorways on the grounds that i'm riding a motorbike and not driving a lorry, but a couple of trips (most notably leaving work one evening for harwich and being in cologne by about 11 the next day) have convinced me to give them a go. so i worked from home, left at half four, jumped on the m1 and then the m6 and, aside from a brief error onto the m42 and a5, just made progress and dispatched with 250 miles in quite pleasant weather ahead of most of the traffic without once getting distracted by all the fantastic places i was zipping past. friday - kendal to fort william breakfast was at tebay services (the farm shop one) where i also bought the bits required to fashion a battery charger for my camera since i'd neither charged the camera nor brought a working charger for it. i paused again at carlisle to get a new tyre and fawn over the new tigers, before cracking on up through gretna green to glasgow i'd noticed by now that i'd forgotten to pack a number of things - i had no fuel bottle for my stove, no chain lube at all and while i'd brought a pot to cook in i had no cup to drink out of and no fork or spoon to eat with, so i paused in glasgow a little longer than i'd intended to. heading out of glasgow past dumbarton, up alongside loch lomond and over glen coe was a fantastic suggestion of what was to come from scotland: -- that last photo's from when i stopped because the temperature gague had been flashing at me in that way that suggested that something's gone awfully wrong. it's a weird place for an engine to overheat - a fast, empty road in a country not really known for its high temperatures. i briefly realised i'd never actually fixed the fan after it broke in germany last year, and then actually had a look: -- that's not really supposed to do that. a handy local stopped as i was wondering what on earth to bodge that together with - i think he was on an air-cooled bmw but i'll forgive him. he said that the petrol station on the way into glen coe was about 5 miles away and stocked "basically everything". i somewhat pointlessly filled the coolant system up out of my camelbak (another good reason to only ever have water in there) and cracked on past some more lovely scenery to fix it. -- during the application of magic network rail tape (i think that's its technical name) and some jubilee clips i heard the familiar sound of an approaching bmw flat twin. fortunately, this was a water-cooled one so the rider couldn't gloat, but he did advise me that the ferry i was hoping to catch first thing in the morning from mallaig (about an hour and a half away still) to skye was likely full and that i might end up waiting for hours if i turned up without a crossing booked. he left on his way once i'd persuaded him that i thought the thing was fixed - i decided i'd see how far i could get towards mallaig and book the ferry when i was reasonably convinced i'd be able to get onto it. after several scares that were just reminders of how carefully this engine needs its coolant bleeding, as i reached fort william i decided i'd definitely be able to make the ferry in the morning and i ought to book a ticket. the earliest available crossing was at 16:20, so i found a campsite nearby instead. saturday - fort william to thurso i woke up in the morning and reasoned that the current bodge had been 'fine' for the couple of hours it took to get to the campsite and it didn't really look like it had leaked overnight so it was probably fixed, and headed across to applecross. regardless of how much better it might have been to go across skye (and, really, the only draw for me had been the ferry) i didn't feel i'd missed much by just cracking on down the main road. -- the applecross road is one that i've heard much mention of but never really looked into - i didn't really know what to expect. the road to the beginning (in tornapress) is delightful. there's a singletrack railway alongside it with a lovely lake the other side, and the odd tunnel. -- but delightful as that is, the applecross pass is just a wonderful mountain pass. almost entirely singletrack with the odd passing place and not a lot of crash barrier, generally poorly surfaced and set in some wonderfully distracting scenery: -- applecross itself is a nice seaside village, providing both a good car park in which to deal with the failure of last night's bodge and a nice community-owned petrol pump: -- since i'd just rebodged the hose again (and the hole was bigger this time) i thought it would be best to head straight for a town to get some better supplies for this. it also seemed sensible to head fairly directly for the campsite (at thurso) with a view to getting there early enough to effect a proper repair and then leave it overnight for any glue to set. this was annoying - in applecross i was about halfway up the west coast of scotland, and thurso is essentially the east end of the north coast. the bit of scotland that i really wanted to see was the north-east corner, and here i was planning to skirt right round it. i sighed and thought i'd just take the most major road i could find to the next town that was remotely on the way -- ah well, i'll go back over the applecross pass if i must :) -- i pulled into a tesco in dingwall in order to top up on cup-a-soup sachets, but as i parked up i heard the familiar sound of spraying water and looked down to see my front tyre getting another soaking out of the now slightly-displaced applecross bodge. i headed into town and found a hardware shop. the original bodge had been network rail magic tape and jubilee clips, to which i later added duct tape. the second had been thicker self-amalgamating tape and duct tape (and jubilee clips) but this time i sought advice from 'papa greenbury' who suggested a glue to really fill the gaps. i uhu-glued some duct tape in place, then added some circlips and thought i'd better leave that to set so went off in search of a wispa. -- by now, this had gone from being a fairly entertaining problem that's just adding some jeopardy and interest to an otherwise run-of-the-mill trip to something a bit annoying. i was stopping frequently to top up the water and couldn't really claim to believe my own lie that all i was doing was replacing air that had bled out. also, all that glorious countryside was just over to my left as i 'progressed' up a main road. there's basically no photos from the next five hours - i just smashed it up the a9 trying to get to thurso before it all blew up. as i pulled into brora (about 50 miles short of thurso) the overheating light came on again and i coasted into a petrol station. here i noticed that the radiator was cold, so the system was empty again; i set about filling it up and told myself that if i properly bled it as well, then i'd probably get most of the way to thurso on that. while i was doing that, a man on a fireblade pulled up into the petrol station and asked if i needed a hand. this had happened a lot by now, and it's really nice to have all these offers of help. but it's also a bit annoying how few people (myself included) happen to carry around with them all the tools to repair a steel coolant pipe. i tried to dismiss this offer, too - "yeah, there's a hole in a steel coolant pipe, i'm just topping it up and i'll be fine" but he wasn't so easily dissuaded - "you wont get anywhere on that. my house is 11 miles up the road, and i'm sure my son will be able to sort that out". it seemed a daft offer to refuse, so i headed up there. a few hours later i'd been introduced to three or four generations of the family, all of whom had multiple bikes in various places and, perhaps more importantly, had had a nice plate welded up over the hole in the seriously-quite-degraded pipe. it was absolutely amazing - i cut short an mx session when they were called back from the track, then six people basically spent their evening fixing this complete stranger's bike. -- i left at about eight, just after dusk and thought i'd crack on up to thurso - i still had 60-odd miles to cover. at the first bit of unlit road i flipped to full-beam and everything went dark... so i've got an electrical issue whereby when i use the full-beam circuit something shorts to ground and blows the fuse, taking out the dipped beam, too. also, presumably in an effort to protect me from myself, the bike won't start with non-working headlights (this seems more sensible now i've written it down). i got to thurso very late and tired and also *incredibly* low on fuel - i'd forgotten to actually fill up when the nice man took me off for some welding. luckily the petrol station on the way into thurso was still open (just!) since according to the range countdown on the bike i only had fuel for about an extra mile beyond the campsite. sunday - thurso to dundee, via aberdeen i slept incredibly well that night. perhaps partly because of how tiring saturday had been, and largely because i forgot to set an alarm and woke with a bit of a start a little after 9. i headed into town for a quick look around, and then on to dunnet head (the british mainland's most northerly point) for breakfast. -- that box ticked i headed for john o'groats. i've been to land's end a few times and it's brilliantly tragic and anticlimactic. i expected the same from john o'groats. -- what i got was the finish line to the "ride across britain" and a bunch of closed shops. -- which, in a way, was even better than i was expecting. i'd arranged to meet alan in aberdeen on the way down. i can't remember quite how long ago he moved there but i've been saying i'll come and visit ever since, and he's moving to australia at the end of the month so it was about time i actually did that. on the way to aberdeen i called in and delivered a crate of energy drink and a pile of cake to the family of welders - they'd said that was most appropriate! and then on down towards inverness. this is a lovely part of the world for a triumph owner; all the oil refining means that the smell of hot engine oil that so often means another problem is actually just part of the scenery. -- on the way i passed a sign for "nigg", which i followed rather optimistically hoping for a sign to something that's both appropriate and funny. obviously that didn't happen, but i did find a cheeky ferry: -- at this point i was still regarding the welded-up pipe as just the latest incarnation of the bodge, and i was a bit confident that if it all goes wrong alan's probably got something i can use to fix it. since there's a large bit of seawater in the way of my doing anything else i headed down and across to inverness and then out along the fast-but-dull main road to aberdeen. -- i was still running a couple of hours behind because of the relaxing sleep in, and my plan required i get at least as far south as dundee for the night. i got to alan's still with a not-leaking bike, and found that aberdeen is almost exactly as unremarkably not-bad on first impression as everyone says. i left rather late after dark and headed straight down to a campsite just past dundee. monday - dundee to whitby with the whole of sunday having gone without a coolant leak this was the first day that could just go as planned, but i'd also not actually planned this far ahead. whitby seemed a good aim for the night (being about half way home) and edinburgh, kielder and the north york moors are all on the way there. so, i headed down through edinburgh past the forth bridge and to the difficult-to-photograph-from-a-bike castle. -- i edinburgh i met a courier at a petrol station who recommended the a68 south-east as something "fun, with corners and no cameras" which was broadly accurate. i followed that down to jedburgh where i turned west so i'd cross the border straight into kielder national park. on the way i passed what turned out to be a waterloo momument. -- apparently you can't drive there, and instead have to park up and walk which i didn't bother with. i did, however, find a train station up an unpaved road: -- now that the bike wasn't leaking it all got a bit consistent - i just carried on riding over the border, through kielder, past a funny-named town and over the tyne at newcastle. -- i hadn't realised how suburban the angel of the north was - i expected it to be on the way to newcastle from the south, but it's a bit of a way into it. and while there's a handy layby for taking photos of it from the northern carriageway, anyone heading south must take photos as they go. it had to happen eventually on a scotland trip, and as i rolled in to whitby it started raining. -- annoyingly this is the first time i managed to get to a campsite early enough that i could spend the evening sitting around and relaxing rather than just sticking up a tent and going to bed, so i sat in my tent and hid from the rain for a bit. tuesday - whitby to london the morning wasn't a lot better. as i left whitby the rain paused and it just felt like it was going to rain soon. but i spent long enough deviating round york and going over the humber bridge for the rain to catch up. -- on the way out of hull, i saw a three-digit motorway which i thought i may as well go on for the novelty, where the much-predicted finally happened and i dropped the camera... -- it was fine and working, but missing a bit of the case so no-longer waterproof. given the weather, i didn't really take any more photos on the otherwise quite plain-sailing rest of the ride home. so, all up that's about 1500 miles in five days which is quite doable but perhaps not something i'd inflict on anybody else; lunches were in petrol stations and with the mechanical problems there was no time to do anything besides riding the thing. i definitely missed out a bunch of things that would've been really good - distilleries, the whole north-west corner, any form of interaction with the locals besides buying their petrol, the islands - and it was at least a little more stressful than i'd have liked. i've definitely got to get back, but with ten days or so... even more pictures are here and the viewranger tracks are a bit split-up: work to kendal kendal to fort william fort william to thurso thurso to aberdeen and aberdeen to dundee dundee to whitby whitby to home 21 august, 2016 by avi motorbike satnavs it's often said that a standalone satnav is far superior than a smartphone app, often for a multitude of reasons that are demonstrably wrong ("offline maps", "better signal", "better routing"). here, i aim to compile all my related arguments on the topic :) (android) apps there's no technical reason for apps to be less good at the important bits than a normal satnav - smartphones have plenty of storage space for maps, use the same or similar gps and glonass chips and are at least as likely to be able to use gsm and wifi to get better/faster fixes. there's some obvious benefits, too (drawbacks are listed further down): a smartphone is more of a general-purpose computer so you're less dependent on the way the satnav happens to implement podcasts or music, and can just use whatever app you prefer. you're not tied to any particular route-transfer options since you can just email them to yourself, and you can use the web browser to look up addresses not already in the device. get your calendaring and route planning right and you can turn up to ferry terminals with the booking reference appearing on your screen as a notification. you can even use multiple satnav apps - mid-route i'll often switch to a different one to find a petrol station or lunch stop, for example, and i use different ones for road and off-road riding. i've used some of them recently (all on android): google maps is generally regarded by anyone who has tried anything else as the least-good option, but it's catching up and is workable if you're not interested in plotting a route (and instead just want to go to your destination). annoyingly it's also everyone's first impression of using their phone as a satnav and tends to be off-putting. its points-of-interest are its real feature; i keep it around to use when i'm already in a town and want to find a restaurant or something, but i'd hate to have to use it to do anything substantial. it can now do offline maps, but only of areas/regions rather than whole countries, and insists on a re-download every month or so. it recently gained support for multiple waypoints, but if you cause it to recalculate for any reason (by going off-route) it'll recalculate directly to the destination rather than considering all your waypoints. i think copilot 's the best for plotting routes with several waypoints, though they've recently 'upgraded' it and removed the drag-and-drop route planning. the ui used to be an acquired taste, and by the sounds of things it's still rather odd (i'm quite used to it, though, so a bit biased). one of the big features for me is that you can set 'routing profiles' where you can adjust the priority/cost of using each road category, and save a series of profiles - i have a 'rideout' one that generally sticks to good roads, a 'dirt bike' one that sticks to shit roads, a 'no motorways' one that does what you'd expect, and a 'normal' one that's like all the other satnavs. the other is the "poi alerts" (which are confusingly in the "safety alerts & warnings" menu); you choose a series of poi categories and a range, and a little icon appears on the map display when a matching poi is in range and on- or near-route. you can tap on the icon to scroll-through them, and there' s a button on each to set it as the next waypoint on the current route. as to downsides, the traffic service is largely useless (though the display is good) and the 'cloud backup' doesn't work. i think it's about £35 to get copilot premium and the uk maps. you get a few days free as a trial, during which there's no voices for navigation (but still icons on the screen) and no automatic recalculation - you have to hit a button on the screen. i've recently re-tried here maps , after its post-nokia reworking, and it's rather good as a take-me-to-a-postcode app; it's now my default for simple routes. it can't do multiple-waypoint routing as far as i can tell, but it much simpler and clearer than tomtom, with decent traffic estimates (when you've got data on) and speed camera warnings, and it's all free. you can download the maps or use them online, and it's completely free in either case. osmand really is map first and satnav second; it can do turn-by-turn navigation, but it really feels like an afterthought. what it's *really* good for is storing and managing loads of points of interest of your own. using an online map it's also fantastic for 'normal' points of interest. it's largely replaced google maps for me now for the "where can i get breakfast nearby?" type of problem. it did take several goes at turn-by-turn for me to get the settings 'right' for me. the tomtom app's fine; it's like the modern tomtoms (not the rider v1/2, but the 300 series); the ui is really modern feeling, but a bit surprising and oddly lacking in features. i've not yet managed to plan the route i actually want to do in it, and while it's got this neat 'timeline' down the right hand side of the screen to tell you where on your route any roadworks and petrol stations are it doesn't give you any information about them (like how far away they are). it does have a really handy thing that keeps track of your average speed in average speed camera zones, though. it feels polished rather than finished, really. it's £30/year, but you get 50miles per month indefinitely as a free trial (maps are free). aside from the average-speed zone handling and familiarity with the tomtom interface there's no great reason to get this over here, to my mind. navmii ' s completely free, but the user interface is pretty surprising. i know people who've got used to it, though, and now don't mind it. you get one country's map free with the install and it's actually pretty good at points of interest, but it doesn't do anything exceptionally well - i can't think of a reason to use it over here maps. navigon is garmin's app. it's long been famed for being atrocious, i'm amazed it's still on the play store. waze is now a google product, but it's actually good :) for a long time its main feature was the community - it's all about showing you user-reported cameras, accidents, and traffic. surprisingly, it still works for that, and despite being google underneath it seems a pretty reasonable satnav, though i've not used it for a couple of years. standalone units weirdly, when this argument comes up on forums and suchlike, the people arguing in favour of standalone satnavs seem to generally cite features that are commonly available in all the apps (like offline mapping) as if they're comparing with a quick glance they took at google maps. the things that make standalone satnavs better are those that come from the 'standalone' bit, and they're almost all to do with the hardware. if you were to design a standalone satnav for a motorbike, you'd have a bracket you can clip the satnav in with one hand, and make it such that as the satnav's put in some sort of robust, waterproof power connection is engaged so that the thing is always charging. you'd use a screen with something to prevent glare, which works well with gloved hands (perhaps resistive, and a ui that doesn't demand multitouch?) and you'd probably have a series of hardware buttons in addition to whatever's on the screen. when using a phone, you'll generally use a pouch or a ram x-grip which is only complicatedly one-handed and often obscures buttons or bits of the screen, and you'll need separately to plug in your relatively fragile, not-waterproof usb micro lead (which has until now just been dangling about) as a second step to just mounting the device. android's glove mode doesn't really work and "touch-screen compatible " gloves rarely do and that really bright and vivid screen that's great for looking at photos isn't great for glare (and a case is only going to compound that). iphones only have one physical button, and of android's three, one's famously unpredictable. i don't know many people who have started using a dedicated satnav in the past four or five years. i know lots of people who last used one four or five years ago (in the days of the rider 2 and the zumo 550) and have been put off them for life (i'm in that camp). everyone i know who uses one now, though, used one back then. it's really hard to get a decent go on a dedicated satnav, though - none of the people selling them seem to think that offering test rides is particularly worthwhile - so i don't really know much about the options hardware-wise any more, and i've been told that extrapolating anything from my use of a rider v2 and a zumo 550 would be incredibly unfair. what i do i don't think what i do is necessarily universally right, but it works for me. i exclusively use my phones as satnavs - i've a cat s60 and an s30, and a ram x-grip . dedicated satnavs are better than phones, but obviously i don't want those benefits by enough to spend £300 to get them. :) on the tiger, if i'm doing on and off road, i use viewranger for the byways and copilot for the roads. if i'm doing all-road i'll just use copilot for planned routes or here maps if i just want to get to an address. i'll use tomtom if i know there'll be average speed checks, or lots of cameras. viewranger's another one of those apps with a terrible ui that i happen to have learned. i know much less about the alternatives there but i've been playing with locus maps recently and it seems pretty good. 25 january, 2016 by avi all year riding gear i've had another discussion on reddit that went on long enough that i thought i ought to put it somewhere more concisely. it began with the question "what should i buy, and how much should i spend, on all-year riding gear?". for 'all year' or even 'winter' riding kit, i'd buy a decent set of lightweight riding gear (i've a mesh dainese jacket , and mesh rev'it trousers ), some decent layers for temperature regulation (base layers, a microfleece for under the jacket and maybe something to go over it) and some cheap-but-functional waterproofs - i use army surplus trousers and an raf jacket, you can get them for about £50 for the pair off ebay generally, sometimes cheaper at airshows. all-year motorbike kit is a massive compromise, and "waterproof" motorbike kit often isn't anyway; there's a couple of common compromises going on: firstly, we expect a lot from multi-season bike kit - it should provide armour, waterproofing, removable thermal insulation and some abrasion resistance. the waterproofing needs to be on the outside, really, and the armour right on the inside, where it won't move around. the normal solution to this problem, though, is to have a single outer layer with the abrasion resistance, waterproofing and armour in it, and to have the insulation as a removable inner liner. this means that the outer layer must be designed to fit on the outside of the insulation, leaving it relatively baggy and prone to flapping around - including the armour - when the lining is removed. sometime it can be strapped down, but that creates creases that fill with water in the rain. with the insulation fitted it's arguably worse, as that fleecy layer acts as a lubricating layer between armour and skin. secondly, these waterproof membranes tend to be designed to work (at least in part) by having water bead up and run off the surface, but with the breathable function permitting standing water to seep through. that's a problem when the fabric is creased up as in the strapping-down of the sleeves/legs above, but it's a more general problem when a garment to be worn every-day on a motorbike is made waterproof. the usual approach to constructing these garments is to attach a durable outer layer to the waterproof membrane in order to protect it. normally this is something like cordura which is incredibly durable, but it's also not waterproof and somewhat absorbent; even if the jacket happens to keep the wearer dry for a day, for example, this cordura outer will have absorbed water, and probably still be wet the next day. often it will have become trapped between the cordura and the waterproofing, which tends to cause it to seep through the membrane. depending on the design, water will likely have crept round the cuffs and neck, too. this is often even worse on jackets where the waterproof layer is a removable internal liner, because there's even more material on the outside of it, though arguably the outer shell should be easier to dry. gore tex's laminate product, and columbia's outdry each are designed to be waterproof outer-layers and so obviate this problem, but are very much at the top-end of waterproof membranes and still don't really solve the armour/insulation problem above. outside of the compromises, we like to have pockets in our jackets, and in the summer we like to have vents. lots of "all weather" riding gear is sold to the adventure bike crowd, so it's got to look right, too, and that means pockets and vents everywhere. there's two approaches with a pocket on a waterproof jacket: if the pocket is itself waterproof then anything in the pocket is likely to get drowned in a downpour as the pocket fills with water, but if the pocket is not-waterproof, then any rain that gets into it soaks through to the wearer. waterproof zips are, obviously, a thing, and so are massive flaps on pockets, but neither's as reliable as a single sheet of waterproof fabric (especially if, like me, the rider forgets to check they're properly closed). finally, and perhaps most importantly, however nice and breathable it's billed as, waterproof membranes are always less good than something that's made no effort at all to be waterproof. whatever we like to say about it, the weather's not that bad in the uk - really it's not-raining the huge majority of the time and it's difficult to be genuinely surprised by rain on a one-or-two day ride. i think having waterproof riding gear and wearing that all the time is a terrible compromise, and it detracts from my riding when it's not raining more than it's a saviour when it is. the inconveniences the result from being completely watertight are fine when it's actually raining, but annoying the other 340-odd days of the year. if you really want to spend all the money on bike specific gear, i'd say get the top-end klim stuff for when it might rain: http://www.adventure-spec.com/default/klim-latitude-jacket.html http://www.adventure-spec.com/default/klim-latitude-pant.html and a selection of heated layers, so you don't need to be able to accommodate much insulation under it. then get something nice and vented for the summer. i don't think that would be particularly more functional than having the nice summer gear and £50 (or even £80) of mod surplus gore-tex, though. 29 march, 2015 by avi riding in southern ireland france has some wonderful scenery but an awful lot of french people. belgians are much happier to speak english, but have very straight roads and not many hills. ireland, apparently, has some fantastic scenery and is full of people who speak a pretty recognisable form of english. and they use holiday money, too! so, i planned a trip to ireland. right at the bottom of this post is some handy notes if you're thinking of doing the same. after most of the people initially coming along either got jobs or lost jobs and so pulled out, three of us made it to the pre-ferry meeting point at a cafe in pembroke, but only two of us made it as far as the ferry: -- and one of us had developed a crude form of active suspension: -- having got off the ferry in the early evening we headed for cashel for the night. the next morning we wandered into town to plan our riding for the day, and stumbled across a ride-out. -- we were invited on it, but then they left early (!) so we ended up chasing them and meeting at their half-way point. we rode back to cashel with them, though, and arrived at about lunch time. we weren't due in cork until that evening and tipperary was not actually a long way away, so we decided to go through it on the way. it's not an especially pleasant town, but no raries were being tipped. -- cork hostel was a little cosy for the bikes, perhaps, and being asked "you did lock them up, didn't you?" wasn't the most confidence-inspiring greeting, but being a proper town offered some time to faff about getting some fork oil, filling a topbox with lunches, and being bemused by the way the irish advertise their crisps -- the full extent of the planning i'd done in the uk was as far as staying in the an oige hostel in black valley on sunday night, and then riding the ring of kerry on the sunday. the black valley is off to the west of killarney national park and apparently so-called because they didn't get a telephone line until the 21st century. you're supposed to do the ring anti-clockwise because of the shape of some of the corners, so i'd advise doing it clockwise so as to not get stuck behind coaches. we started in killarney and headed south through the national park. -- the turn-off for the black valley is somewhere near ladies view, apparently so named for having a view that impressed queen victoria's ladies in waiting. we stopped to consult the map and take some photos. -- the road goes down from the comparatively unremarkable moll's gap. it's also got the sort of surface that helps justify buying a road bike that thinks it's an adventure bike. it doesn't, apparently, make recent adoptees of sportsbikes happy. rest stops make for some dramatic photos, though: -- the road is a lot longer than i was expecting - 8 miles, and not one to do at speed - and the largely absent mains electricity in the area meant it was quite dark when we arrived. it was also hailing. we got up the next morning to another hailstorm, but by the time we left it was a lovely day. we elected to go back up to moll's gap the way we came in, partly because that was the only feasible route and partly because we both thought we ought to have a go at enjoying that road. -- we stopped at moll's gap when i remembered that motorbikes need petrol to operate, and recalled being warned that petrol stations in rural ireland can be few and far between (hence the jerry can on my back seat). while i looked for a petrol station, roni got to discover what a comfortable bike feels like. after a false-positive we found derreendarragh (i think that's spelled correctly, but honestly it's hard to tell), which was down probably the straightest road for a few hundred miles. -- puzzlingly, it'd dried out for the return journey. we followed the ring of kerry to kenmare (where we'd joined it yesterday) and from there picked up the wild atlantic way, another fantastic signposted route, this one all the way along the atlantic coast. -- at sneem we came across a layby that basically forced us to stop for a break -- down a few tracker bars and even more hob nobs, we decided on dingle for lunch and rode on, looking at even more fantastic scenery, some of which we were fairly categorically not allowed in -- there is supposed to be a photo of fungie here, but we didn't see him. we *did* have some cake, though. -- podcasts topped up (basically every building in ireland has free wifi), we headed for the westernmost hostel in europe. -- behind that tree behind the bikes is the westernmost point on ireland. in hindsight, we could have parked a bit better. the next morning we finally got some of the weather i was promised i'd get if i went to ireland in march -- we went back to dingle, and then out over the connor pass. it's ireland's highest pass, and were it not raining and foggy i'm sure we'd have had some glorious views. were it not so crazy windy roni might have enjoyed it, too. -- going down the other side was hugely less windy, with odd glimpses of the beautiful countryside under all that fog -- this being a day of solid rain, i didn't take a great deal of photos. we stayed that night in a hotel in ennis. while we were having breakfast we were accosted by the owner who, as had become something of a theme of our trip, recommended us places to ride. the wild atlantic way is fantastic, but because it hugs coast it takes a long time to get anywhere. having spent two days now following it quite rigidly, we decided to skip a bit and head for connemara where we'd pick it up again. strapping what gear was still wet to the outside of our bikes and luggage, we set out into more surprisingly glorious sunshine. -- ireland's chock full of really interesting neolithic bits and bobs, and we'd ridden past loads of it. so we stopped at poulnabrone dolmen, a portal tomb, which also featured what roni continues to maintain was the best half-mile stretch of road of the entire trip, and i'm not sure he's yet forgiven my turning off it to go and look at a pile of rocks. -- that rock formation's was built before the pyramids at giza were even planned. it predates basically all unifications, even china 's. then it collapsed in 1985 and was rebuilt. anyway, we zipped through galway and into connemara. even after all the beautiful countryside we'd spend the past few days in, this was astonishingly pretty. -- so much so, in fact, that i didn't take an awful lot of photos of it. we ended the day in cong, and spent the next day heading for dublin. ireland's interior is pretty dull compared to the coast, unfortunately, and quite frequently does a rather good impression of the netherlands: -- impressively, i still spotted the rarest of road users, the lost roni: -- and, later, the sv finally had something of a problem when the indicators kept not-working. that we'd stopped for me to get some engine oil to feed the tiger's cravings, and we then had to push start it to leave, is something i shall gloss over. -- we didn't really have much time in dublin, but there was a cbr250 at the ferry: -- back when i started planning this trip i realised that one lovely thing about ireland is that to get to it you have to go through wales, and it's very hard to have a boring time travelling through wales. since our last (and, at this point, next) hostel was at much wenlock, in england, we were going to have a pretty good go at it. coming out of holyhead on the roman-straight a5 you can see the fun that is to come on the horizon: -- before all that fun and games, though, i have been near the station with the longest name on the uk rail network many times before, but i've never actually got around to going into the town. in keeping with the general trend of british geographical landmarks, it's a bit of an anti climax: -- here we realised that we were due to get to the hostel about half an hour before it closed, and we'd yet to have any dinner, pick anything up for it or even get any petrol. time for an uncomfortably quick crossing of snowdonia! -- ... and then my camera's battery died. some handy notes: the ring of kerry and the wild atlantic way are both well signposted and gorgeous. you could spend several days on them without needing to do any other planning. away from them it's still tricky to go far wrong. wifi is everywhere - i downloaded a map update in a petrol station. petrol stations could be more abundant in the countryside, but they're not *that* scarce. they do often close early-evening, though. ride-outs leave on time (or early!) an oige isn't a coherent unit like the yha, but more a program which hostels may join. you will find all the hostels on booking.com or similar, and that might be easier than going through an oige. if you book through an oige's site, what you actually do is pay a deposit and cause someone in their office to ring the hostel and book for you. there's little motorcycle parking in dublin and what there is is quite expensive (ncp style). considerate parking on the pavement is apparently completely tolerated, and it's what the locals do. if the (rosslare) ferry's not particularly busy they don't turn the kitchen on so you can't eat on it. speed cameras are craftily hidden. they're also not dvla compatible so this is not of real consequence. lots of the roads are poorly (or not-very-recently) surfaced. apparently punctures are common, but we didn't have any. and there's yet more photos here . 15 december, 2014 by avi keeping a ride together – the cornerman system the cornerman system (or 'corner marker system') works pretty well for larger groups, and those with some slow and some fast riders; it encourages overtaking. if there's only three or four riders, or everyone rides at about the same pace, follow the leader is normally a better match. most forums try to explain the cornerman system but make it sound far more complex than it is. in short, there is a 'leader' and a 'tailgunner' (who might also be called a 'tail-end charlie' or 'tec'), and everyone should be able to identify the tailgunner from the front and the leader from behind. the leader goes at the front of the ride and knows where they're going, the tailgunner stays at the back - nobody overtakes the leader, and the tailgunner overtakes nobody. whenever the ride does anything other than go straight on, the rider immediately behind the leader stops and marks the corner - they are now a 'cornerman' or a 'cornermarker'. if the leader thinks a marker's needed somewhere then they'll point to where the marker should be, and the next rider should stop and mark whatever's been pointed at. marking a corner is exactly that - pulling over (often just to the side of the road, but if there's a pavement or something that's fine too) so as to be able to direct other riders. riders approaching the corner will see this rider and know to turn, or at least that they need to do something other than just carry on riding straight on. it is quite important that the cornermarker positions themselves such that they are obvious to oncoming riders (not hidden behind a sign, or already round the corner), and also such that it is obvious what the oncoming rider must do - which turning, roundabout exit or lane they should be taking. as the tailgunner approaches the corner, the cornermarker gets back on their bike and rejoins the ride - pulling in before the tailgunner, but after the previous rider has taken the corner. and that's basically all there is to it. during the ride the faster riders will naturaly find themselves overtaking lots, and therefore at the front a lot, and so marking corners. slower riders will sit in the middle with a steady stream of corner markers guiding them, and faster riders overtaking them to mark more corners. 15 july, 2014 by avi metal mule pannier frames and a fuel exhaust on a tiger 800 the exhaust pipe on the tiger is ginormous so almost all luggage options require assymetric panniers which look daft. metal mule, however, sell a set of their hard-bastard frames in a symmetrical form, for use with with a new narrower silencer (a rebranded scorpion). that silencer costs £250 and, since the only reason for it is the narrowness, i thought i'd try a cheaper one. i tend to default to fuel for cheap exhaust pipes, and their narrower silencer for the tiger is only £150. but neither fuel nor metal mule will say for sure that the pipe will fit (metal mule are nice enough to not insist on my buying their scorpion, though, and suggest that "it really should, but we can't guarantee it"). turns out it does! the rack does actually foul the linkpipe, though, but i've drilled a sidestand puck to space it out a bit: and the gap i was concerned about (between the frame and silencer) is fine: 10 march, 2014 by avi keeping a ride together – follow the leader everyone loves the cornerman system , which is explained both in great depth and with much convolution on most motorbike forums. but i quite like playing follow the leader, and much as it's probably how you ride anyway, sometimes people ask how a ride is going to work. here's what i call 'follow the leader' and some other people call 'the buddy system': you set off in a line, and maintain that order. no overtaking each other. you pause at corners to wait for the guy behind you. at the beginning of the ride you agree on how he'll signal that he understands where to go - i always suggest a wave since that's really hard to accidentally do, but some people like headlight flashes. as you're going along, you keep an eye in your wing mirror for the guy behind you, if he disappears for a while you stop and wait, eventually going back if the guy in front of you comes back for you (he having waited a while). if you get to a corner and you don't know where to go you stop. eventually the guys in front will be back. post navigation older posts scotland! riding in southern ireland blimey, that was chilly the cornerman system categories bikes computers tracts uncategorized proudly powered by wordpress . theme: untitled by wordpress.com .

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Domain Name: AVI.CO
Domain ID: D1135707-CO
Sponsoring Registrar: TUCOWS DOMAINS INC.
Sponsoring Registrar IANA ID: 69
Registrar URL (registration services): www.opensrs.com
Domain Status: clientTransferProhibited
Registrant ID: TU5U6FEZEDZRYQTV
Registrant Name: Avi Greenbury
Registrant Organization: Avi Greenbury
Registrant Address1: 65 Hall Lane
Registrant City: London
Registrant State/Province: United Kingdom
Registrant Postal Code: NW4 4TJ
Registrant Country: UNITED KINGDOM
Registrant Country Code: GB
Registrant Phone Number: +44.7709816301
Registrant Email: [email protected]
Administrative Contact ID: E127953256451972
Administrative Contact Name: Avi Greenbury
Administrative Contact Organization: Avi Greenbury
Administrative Contact Address1: 65 Hall Lane
Administrative Contact City: London
Administrative Contact State/Province: United Kingdom
Administrative Contact Postal Code: NW4 4TJ
Administrative Contact Country: UNITED KINGDOM
Administrative Contact Country Code: GB
Administrative Contact Phone Number: +44.7709816301
Administrative Contact Email: [email protected]
Billing Contact ID: E127953256451973
Billing Contact Name: Hostmaster Hostmaster
Billing Contact Organization: Hostmaster
Billing Contact Address1: Units H, J, K
Billing Contact Address2: Gateway 1000
Billing Contact Address3: Whittle Way
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Billing Contact Country: UNITED KINGDOM
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Billing Contact Phone Number: +44.1438342490
Billing Contact Facsimile Number: +44.1438300137
Billing Contact Email: [email protected]
Technical Contact ID: E127953256451974
Technical Contact Name: Hostmaster Hostmaster
Technical Contact Organization: Hostmaster
Technical Contact Address1: Units H, J, K
Technical Contact Address2: Gateway 1000
Technical Contact Address3: Whittle Way
Technical Contact City: Stevenage
Technical Contact State/Province: England
Technical Contact Postal Code: SG1 2FP
Technical Contact Country: UNITED KINGDOM
Technical Contact Country Code: GB
Technical Contact Phone Number: +44.1438342490
Technical Contact Facsimile Number: +44.1438300137
Technical Contact Email: [email protected]
Name Server: DNS0.POSITIVE-INTERNET.COM
Name Server: DNS1.POSITIVE-INTERNET.COM
Created by Registrar: MELBOURNE IT LTD
Last Updated by Registrar: TUCOWS DOMAINS INC.
Last Transferred Date: Mon Jul 18 10:22:42 GMT 2016
Domain Registration Date: Tue Jul 20 18:00:39 GMT 2010
Domain Expiration Date: Thu Jul 19 23:59:59 GMT 2018
Domain Last Updated Date: Wed Aug 03 10:58:35 GMT 2016
DNSSEC: false

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SERVERS

  SERVER co.whois-servers.net

  ARGS avi.co

  PORT 43

  TYPE domain

DOMAIN

  NAME avi.co

  HANDLE D1135707-CO

  SPONSOR TUCOWS DOMAINS INC.

STATUS
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NSERVER

  DNS0.POSITIVE-INTERNET.COM 80.87.128.65

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  CREATED 2010-07-20

  EXPIRES 2018-07-19

  CHANGED 2016-08-03

OWNER

  HANDLE TU5U6FEZEDZRYQTV

  NAME Avi Greenbury

  ORGANIZATION Avi Greenbury

ADDRESS

STREET
65 Hall Lane

  CITY London

  STATE United Kingdom

  PCODE NW4 4TJ

  COUNTRY UNITED KINGDOM

  PHONE +44.7709816301

  EMAIL [email protected]

ADMIN

  HANDLE E127953256451972

  NAME Avi Greenbury

  ORGANIZATION Avi Greenbury

ADDRESS

STREET
65 Hall Lane

  CITY London

  STATE United Kingdom

  PCODE NW4 4TJ

  COUNTRY UNITED KINGDOM

  PHONE +44.7709816301

  EMAIL [email protected]

BILLING

  HANDLE E127953256451973

  NAME Hostmaster Hostmaster

  ORGANIZATION Hostmaster

ADDRESS

STREET
Units H, J, K
Gateway 1000

  CITY Stevenage

  STATE England

  PCODE SG1 2FP

  COUNTRY UNITED KINGDOM

  PHONE +44.1438342490

  FAX +44.1438300137

  EMAIL [email protected]

TECH

  HANDLE E127953256451974

  NAME Hostmaster Hostmaster

  ORGANIZATION Hostmaster

ADDRESS

STREET
Units H, J, K
Gateway 1000

  CITY Stevenage

  STATE England

  PCODE SG1 2FP

  COUNTRY UNITED KINGDOM

  PHONE +44.1438342490

  FAX +44.1438300137

  EMAIL [email protected]

  REGISTERED yes

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