Rim blues – the end of the story

A week after receiving the rim, I finally found some time over the weekend to get down to it – it was final exams week at work and those days are always hectic.

I had to remove the brake discs from the damaged rim and install the onto the new one, which I expected would not be an easy task, since the five bolts holding each disk were glued to prevent them from coming loose. Then, there were the bearings. The rim I had bought had them fitted, but I did not know whether they would be in better or worse condition than the ones in the old rim.

So, the plan was to paint the rim over the weekend (it was silver, remember), as it required a coat of primer and 24 hours later at least one coat of matt black paint, and then on Monday take both rims and the tire to the shop and have the brake discs transferred, the bearings checked and swapped if necessary and the tire fitted.

Once I got to my parent’s place, however, my father, a retired mechanic, engineer and all-round DIY genius, checked the bearings and found that the ones in the new rim were in much better condition, so they did not need swapping, and he also said he felt confident that we could remove the bolts in the disks ourselves. Seeing a chance to get all the work done in one day, I started to have doubts about paining the rim and delaying things a further couple of days. On top of that, several people had told me that I should keep the rim in silver, as the V-Strom had had a long life and it was a fighter, so having mismatched rims would only add to its charm. The front left indicator is still held together with duct tape since the wind toppled the bike in a fjord in 2013, so I thought they had a point.

We set about removing the bolts, which required a long enough lever and a determined hand. Then I removed the ABS sensor disc, and when we were going to fit it on the new rim, we got an unpleasant surprise.

Even though the rim was for the 2007 to 2010 model, had the exact same codes as the one on my bike, had the disc brakes mounting points in the right place to make room for the ABS sensor disc, and the disc fitted snugly in the space provide for it… there were no mounting holes for the bolts that held it in place!

I could not believe it… Suzuki modified the rim then ABS became available in 2007, but apparently only drilled those holes on models equipped with it, which I personally think is an extra complication in the production line. Why not make all rims the same?

We were not going to let that drawback stop us now, so out came the tool collection that my father had built over decades and we tackled the problem.

We drilled three holes and, with a specialised tool, cut the thread for the bolts in them. The ABS sensor disc was perfectly secured in position and then we mounted the brake discs.

I managed to find a tire shop that was open on a Saturday afternoon and got the tire fitted at the moment for 20€, and the whole wheel finally went back onto the motorbike! All in all, it has taken almost a month, but my pockets are much happier than if I had had to pay for a new rim!

Il cerchio

Having admitted defeat on trying to have the rim repaired here in Barcelona, I considered my options:

  1. Strap it to the back of the AT, ride all the way to Astrakhan and have it fixed there.

As tempting as that sounded, I did not have the time nor the money for it (yet, but I want to go back there in the future).

  1. Buy a new rim.

List price for a new front rim is over 500€, which must be about half as much as my 160,000-kilometre bike is now, so that was also out of the question.

  1. Find a second-hand rim.

Now, that was a more realistic option. I first went to see Fabio at Hamamatsu Motor and told him my story. He agreed that a used rim was the best alternative, and quickly found one online, but it was sold through a professional breaker and it was a bit too expensive.

The cheapest option might be to source one from a private seller through motorbike forums and online ads, so we agreed that I would try that and if I could not find anything, he would order the one we had seen.

The problem is that anything at the front of a motorbike (rim, forks, headlights, etc.) is what breaks first in most accidents, so finding a good rim would be complicated, especially if I wanted it fast. To make matters worse, despite looking practically identical, the wheels for the ABS and non-ABS model are not interchangeable, and the V-Strom 1000 wheel is not compatible either. I spent a week visiting different sites and managed to locate up to four different rims, but they were all from non-ABS bikes. I located one that looked promising in southern Spain – it was in good condition and it was cheap, but for some reason the guy selling it kept me waiting for four days before confirming that it was for a non-ABS model. Argh!

I called Fabio to order the one we had seen, but it had already been sold. These things go fast! I went back online and finally managed to find the right one: ABS, 2007 model. The problem was that it was silver, not black. And in Italy. And more expensive than the other ones I had found… But at this point I could not afford to go on trying to find a good deal, and it was still way cheaper than a new one, so I ordered it.

A week later, it was delivered. I took it home, opened the package and checked that it was the right one.

The codes were the same:

And also the mounting points for the brake discs, which are the main difference between ABS and non-ABS models. The later mount in the hub, while the former have mounting points around the hub to make room for the ABS sensor disc:

Great! The only setback was that despite the fact that the picture in the ad showed the wheel without a tire, it had arrived with an old one fitted, I assume to protect the edge during transport. It was properly fitted and inflated, which meant that I had to go through the hassle of breaking the bead and removing it again… And this time I did not have an extra pair of hands to help me. Oh, and it was the hottest week in the year so far. Yay! Well, once more, good practice for the future. Here you can see how to break the bead with the side stand if you are alone:

Learning to break the bead on a tire

I went on my first adventure trip on a bike that had tubeless tires, so I was only carrying a puncture repair kit of the kind that plug a hole in the tire without having to remove it from the rim (not that it helped much when I dented the rim…)

The new bike has tube type tires, which mean that when I get a puncture I will need to remove the tube and either patch it or replace it. I have had the bike for over a year now, and although I do carry a couple of spare tubes, a set of tire irons and the tools needed to remove the wheel from the bike, I have never actually practised how to remove the tire. I kept telling myself that I had to learn how to do it before I find myself facing a puncture while travelling, at night, under the rain and in the middle of nowhere, but I never found the moment to do it.

Now that I had to take the V-Strom rim to have it repaired after this incident it was the perfect moment to see if I would be capable of breaking the bead and removing the tire. The V-Strom wheels are tubeless, meaning that the tire walls are reinforced and it is more difficult to break the bead. If I could do it on this wheel, I should be able to do it on the AT.

With the help of a friend, I set about it. We removed the wheel from the bike, laid it on the floor and tried with the tire irons first. I used a rim protector to prevent damage to the wheel, and even though the tire irons went in easily, it was impossible to break the bead with them, as I was expecting.

There are several ways of breaking the bead out on the road. The one I wanted to try did not involve any blocks of wood, clamps or specialist tools – it consists of using the sidestand and the weight of the bike to break the bead.

We put the wheel next to my friend’s bike (mine was too close to the wall to lean it properly), leant it to the right, slid the tire under the sidestand, leaned the bike back over to the left and, easily enough, the sidestand popped the tire from the bead. So, the method works.

A close shave on the motorway

A few days ago, as I was riding to work on the C-17 motorway, I changed lanes to overtake a car and suddenly saw a block of wood that must have fallen from a truck.

I could not avoid it, and the front wheel hit it at about 100km/h. The block was rather big, and I felt the motorbike lift off the tarmac and the block graze the back wheel. I was airborne for an instant only, but I had time to be perfectly aware of the situation and think that if the bike went into a tank slapper when it landed, things could end up really, really bad for me, so I held tight onto the handlebars and prepared for the worst.

The hit the ground and wiggled a bit, but it kept going straight almost immediately. Knowing that such an impact could have destroyed the front tire, I let the throttle go and braked gently with the back wheel to shed speed without loading the front wheel. The handlebars seemed to vibrate a little, but that was about it, the front tire had not gone flat. As the traffic was heavy and mi exit was the next one, I decided not to stop on the hard shoulder, as it might be dangerous. Out of the motorway and with the bike parked, I took a look at the front wheel and found this:

The impact had been only on the right side, and even though the rim had visibly bent, it still held the air, unlike the time this happened in Kazakhstan.

I called my insurance to see if that was covered, but didn’t held much hope, as this was my commuter bike and had a rather simple policy.

As I suspected, I was not covered against own damage and if I had not seen which truck the block fell from or had a written police report stating that there was a dangerous object on the road, I had to pay for the repairs myself. So, lesson learned: if you happen to be in a similar situation, stop right there and call the police to report the presence of the object on the road. If necessary, take pictures, and do not leave without having obtained a written copy of the police report. Only with that do you have a chance to claim the repair costs from whichever authority is responsible for that road, but even so, there is no guarantee…

Moroccan paperwork

Next step on our trip preparation – arranging the import forms for our motorbikes.

I have been told that there are long queues and general chaos at the border crossing in Melilla, and it is possible to expedite the process by having the temporary import forms for the vehicles you are travelling with ready beforehand. That way you save the hassle of finding the right window to obtain the forms, filling them in, dealing with local ‘helpers’, etc.

It is possible to fill in the temporary import form online and print out a copy to hand in directly at the crossing on this website.

Fill in all the information and print a copy. You get three copies of the same form in one A4 page, sign each of them in the ‘signature du déclarant’ section and they will fill the remaining information at the border (date and number). Customs keep the bottom form (Entrée), the second one (Apurement) will have to be handed when you leave the country and the third one (Exemplaire déclarant) is for you to keep.

If you do not speak French and need some help to fill in the online form, there is a translation/explanation in Tim Cullis’ Morocco Knowledge Base.

How to get the bikes to Morocco

One of the first things we looked at once we had the dates and a rough outline of the route we were going to do was to consider which options we had to get to Morocco. There are more than 1,000 km of motorway to get to the ferry that crosses the Gibraltar strait, too much to ride on one day.

The first alternative we considered was the ferry from Barcelona to Tangier – it would save us a long ride, petrol, tolls, tires… but unfortunately the ferry does not operate every day, and there was no ferry available for our departure day, the 26th of December.

The second alternative was to put the bikes on a trailer and drive to Algeciras. We would be able to take turns at the wheel, reducing fatigue and pay fuel and tolls only for one vehicle. It sounded like a good plan, if it were not for a couple of details – one, we did not have a trailer; two, none of our cars had a trailer hitch. Then Gerard remembered that his family have a trailer in his hometown – not a trailer for motorbikes, but a big one nevertheless, big enough to take three trail bikes. Not the kind to be easily discouraged, we rode halfway across the country to see the trailer and test whether the bikes would fit on it. If they did, then we could consider fitting a trailer hitch on my car and splitting the cost among the five of us.

The trailer was big indeed, but definitely not designed for motorbikes. It was quite high and did not have a ramp, so we had to improvise. Gerard provided an old desk that looked sturdy enough to support the weight of my bike (the biggest one) and I got it up the improvised ramp using the throttle and clutch while walking next to it, with the rest of the guys holding its back.

Once we got it on the trailer, it became clear that there was no way three bikes were going to fit in there.

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That would have been the end of the trailer story, but a friend of mine offered to us his, which is specific for bikes. With our hopes up again, I went to get a quote for fitting a trailer hitch to my car and, to my dismay, it was a lot more than we had anticipated. Not only that, but there would be the extra cost of homologation, including a trailer in the insurance policy, the paperwork and having an extra license plate made. On top of that, the trailer is designed to fit three bikes, but of a smaller kind – endure bikes, race bikes… we had no guarantee that it would be able to take three big trails. That, and the time it would take to find secure parking for the car and the trailer near the port for two weeks plus the potential cost finally put us off the idea.

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We also considered having the bikes sent as I did when I visited the south a couple of years ago, but the shipping costs for a two-way transport service, plus plane tickets were too high compared with fuel and tolls.

Finally, I was told that there is another ferry line connecting Almeria to Melilla and Nador, which would save us about 300km, bringing the ride down to about 800. We reckoned that if we set off early we could be in Almeria by early afternoon, giving us time to have a good rest and enjoy some tapas before taking the ferry before sunrise the following day.

Planning is half the fun!

Two weeks of holidays for Christmas mean that another big trip is coming up. This time I am going to head south for the first time – Morocco!

I have no excuse for not having visited Morocco yet. Living in Barcelona, Morocco offers a taste of African adventure only a day’s ride away from me, making the desert one of the big must-see destinations for European bikers alongside the Nordkapp, Stelvio Pass, Transfagarasan Road, etc. Well, actually, I do have an excuse – I only have holidays in August, Easter and Christmas, and can not take any days off besides that. Easter would be the perfect time to visit Morocco, but I only have a week, which is too short to ride there, see enough and then ride back. I have a lot more time in the summer, but the temperatures are too high, which leaves the winter holidays. It will be cold and we won’t be able to see most of the Atlas mountains, but there is a lot more to discover.

dsc_0777I won’t be riding alone this time, though – we are going to be five people in three motorbikes.

We’ll keep you posted!