Very Superstitious: Riding The Superstition Mountains of Arizona

Arizona roads are magical.

I’m getting suspicious as I ride out of Scottsdale into the desert and see signs saying I’m entering Phoenix.  My son and I are riding in December, not something we usually achieve in Canada.  Our rental is a Kawasaki Concours14 from AZride.com.  We pull over into a gas station to pick up some water we needed anyway then turn around and start heading the right way.  I’m dataless and gpsless and we’re heading deep into the mountains a couple of days after Christmas.

Soon enough we’re out of the urban sprawl of Phoenix and feeling the cool desert breeze as we head north on Highway 87 through scattered saguaro cactus.  I have that realization I often get when I haven’t been in the saddle in a while: wow, do I love riding a motorbike!  The vulnerability, the sensory overload and the speed conspire to make a rush of adrenaline that opens you up to this overwhelming experience even more.  I’ve tried many things, some of them not particularly good for me, but nothing, and I mean nothing, feels better than disappearing down the road on two wheels.

Once clear of traffic lights I immediately get lost in the winding corners and elevation changes of the Bush Highway.  The bike is leaning left and right, feeling weightless under me and eager to spring forward at the twist of the throttle.  My twenty year old Concours at home under a blanket in the garage does a good job with a thousand ccs, this newer fourteen-hundred cc machine is a revelation, even two up.

 

The Ride:  350+kms through the Superstition Mountains
A couple of weeks after our ride our
route was buried in a foot of snow.

We leave the traffic lights of the city behind and immediately find ourselves amongst ranches and desert aficionados hauling everything from ATVs and Dakar looking off-roaders to boats and bicycles.  It’s the end of December but it’s still 16°C on the digital dash and people are making use of their time off after Christmas. 

The Bush Highway turns back toward the sprawl, so after crossing Usurer’s Pass we drop down to Highway 60 in Apache Junction having bypassed miles of Mesan strip malls.   Highway 60 is empty and arrow straight.  What would you do on a 160 horsepower bike you’ve never ridden before?  I do it.  In what feels like moments we’re leaving the desert floor behind us and climbing into the Superstition Mountains.  I feel like I’m sitting on a Saturn V in a full stage one burn.

The ride into the Superstition Mountains is elevating.

We’re both wearing fleeces and leathers and it was comfortable on the warm desert floor, however the mountains ahead are looking mighty foreboding.  We started our ride in Scottsdale at just over a thousand feet above sea level, but the road to Globe is going to take us up to almost five thousand feet and we can feel the temperature plunging as we climb.

I’ve wanted to ride this road to Globe since driving it in a miserly Nissan rental car years before.  It’s twenty five miles of being on the side of your tires.  You’re only upright as you’re switching sides.  The temperature drops and snow begins to appear in shady patches on the side of the road.  We surge ever upward in a cocoon of still air.  The Concours’ fairing is keeping the worst of it at bay while that mighty engine makes short work of any moving chicanes in front of us.  Would I like to ride this road on a sport bike?  Sure, but the big Kawi makes it easy to enjoy two up with luggage.

As is the way with winding roads I get to the end of them in a trance, and always earlier than I think I should.  By this point we’re both cold regardless of what we’re wearing and fairings.  The outside temperature in Globe is 4°C.  We jump off the bike at the Copper Bistro and stamp some feeling back into our legs.  Walking into the restaurant we’re met with the incredulous stares of the locals.

“Kinda cold to be out on a bike, ain’t it?”
“We’re Canadian.”
“Ahh…”
The old timer at the bar gives us a look like he understands why we’re out but still pities us for doing it.  We can’t help being what we are.

Do not mess with the Globe popo.

We warm up to a damn fine burgers and fries.  Max likes the splotches of copper made into art on the wall.  Globe is home to one of the biggest copper mines in America and the locals have that toughness that you see in people who don’t sit at a desk for a living.  The Globe Police department comes in for lunch, men with no necks who look like they stay in shape by managing the miners on Friday nights.  You wouldn’t want to mess with these guys.

Warmed up, we’re back on the bike and filling up before ducking out of Globe on the 188 into the Tonto Basin, a two thousand foot drop down from where we had lunch.  In warmer weather the 188 is busy with boat haulers heading to the lake behind the Roosevelt dam, but today the road is ours.

Roosevelt Dam, a nice stop and the beginning of the rather
bananas Apache Trail – an astonishing road but not the sort
of thing
 you’d want to two up on a Concours.

We wind down into the Basin and see the big saguaro cactus return.  The temperature is back into double digits and we’re at our ease following the twisties on an empty road.  We meet the odd bundled up motorcyclist coming the other way and get the universal wave, but otherwise it’s wonderfully quiet.

We pull into Roosevelt Dam for a stretch and a drink of water before following 188 to its end at Highway 87.  Our animal sighting luck kicks in at this point.  As we’re kitting up to leave the dam a bald eagle flies over it and down the Salt River looking a scene out of a movie.



By this point it’s mid-afternoon and we’re both wind blown, dehydrated and a bit achy from the swings in temperature, and I’ve got the trickiest part of the ride coming up.  I’ve driven the 87 in a car and know what’s coming.  We pull up to make sure our ATGATT is airtight and for me to get my head on straight for a high speed decent on a fast two lane highway down the side of a mountain range.

Have a stretch and get your head on straight for the ride back
to Phoenix.  The locals don’t take this road slowly.

The first time I drove the 87 toward Phoenix from Payson I was astonished to see large trucks towing full sized boats blow past me at better than eighty miles an hour.  This road moves and none of it is straight.  Some of the corners feel like they last forever and they all generally lead straight into another corner.  For a guy from Southern Ontario, home of boring, straight roads, this isn’t business as usual.

The Concours surges down the highway and I drop into the flow of traffic.  Leaning into corners for up to thirty seconds at a time has me concentrating on perfect arcs and not being happy with the results.  How often do you get to describe high speed arcs for an hour at a time?  I’m feeling rusty, frustrated and want to find a way to smooth out my mid-corner corrections.  Fortunately I’d been reading Total Control by Lee Parks on Kindle and found his advice about one handed steering to be the solution to my broken corners.

Total Control by Lee Parks – it’s exhaustive in its description of motorcycle physics.  I wouldn’t call it light reading,
but that one bit on steering input made me a better rider instantly.

Lee’s advice is to only push on the inside handlebar when in a corner.  This causes the bike to counter steer deeper into the corner with very little effort and much finer control from the rider.  I wouldn’t normally get much of a chance to play with this on Southern Ontario roads but Arizona was made for this sort of thing!  That one piece of advice got me down the 87 with significantly fewer sore muscles.  By the time I was getting to the bottom of the Superstition Mountains I’d had many long corners to test and refine my technique and my arcs were more precise and less meandering as a result.

The Concours is back in the lot next to this ridiculous thing.
I’d take two wheels over anything else any day.

We roll back into Scottsdale afternoon traffic like two cowboys who have just time travelled back from the Old West.  The suddenly onslaught of traffic is a bit overwhelming.  After a last fill up (the gas station attendant has a starry eyed look at the bike) we return the Concours to AZrides and get checked out in a matter of seconds.

The rush hour drive home in the rental SUV is tedious and slow, but that blast in the mountains cleared out the cobwebs.  The ZG1400 made an interesting comparison with my ZG1000.  I found the newer bike a comfortable and agile machine, but the whining of electronics didn’t thrill me, and the tightness of the foot controls were awkward.  Because this is someone else’s bike they made choices (like ridiculously high risers) that I wouldn’t have.  None of these things spoiled the ride, and the biblical power of the ZG1400 motor is something that needs to be felt to be believed.  This taste of ZG1400 makes me wonder how I’d fettle my own.  Thoughts of a ZG1400 swirl in my mind as I roll along with the commuters into the setting sun.

Check out this piece as published in Motorcycle Mojo.


ZG1400s for sale (they aren’t $800 like my old ZG1000 was)…
2008 with 100k on it:  $8600 (really?)
2008 with 63k on it:   $7850
2008 with 13k on it:   $8900 
2009 with 72k on it:   $7000
2013 with 8k on it:    $13,000
2015 with <1k on it:   $13,500
new 2016:              $18,000

Photos from the helmet cam.  It was supposed to be video but I didn’t set it up right.  I guess I’ll have to go back and do it again.  I’m most sorry you can’t hear the sound of a ZG1400 engine singing in the tunnel…

The Bush Highway


The tunnel out of Superior – the Concours’ engine was a spine tingling howl!


The road to Globe


The never straight 87 back to Scottsdale – 3300 feet down to the desert floor, none of it straight… at 80mph.


 
Dropping down into the Tonto Basin


188 into the Roosevelt Dam
The Apache Trail a couple of days later in the rental car…
Back of the Roosevelt Dam before tackling the Apache Trail.
Roosevelt Dam
Sunset on the Apache Trail
Maybe on a dual sport or adventure bike?  Not on a Concours.  Apache Trail is a couple of hours of hair raising corners with no crash barriers, washboard gravel  and thousand foot drops.  A brilliant road, if you’re brave enough!



Ride Maps

The actual trip:

 
The original plan:

A bit less: the Superstition loop with a jaunt up to the interesting bit of Hwy 60 – though mileage wise this is pretty close to the full monty below. it doesn’t include AZride’s Bushy bypass…


Getting to the twisty bits (hitting the interesting bit of 60 before coming back):


The full monty: what I would have aimed for solo

The Motorcycle not-so Super Show

A not-so-super Saturday morning.  After driving through thick fog for almost two hours we’re told to line up to get in the parking lot, then line up to get in the door, then line up again to get into the show – it was over an hour wait to get to the single guy with a ticket scanner.
After a long slog through pea-soup fog we arrived at the International Centre in Mississauga on Saturday morning.  This was my third go at the North American International Supershow, and it’s probably my last.  My first go was a bit of culture shock with the girls girls girls and men dressed like pirates thing knocking me for a bit of a loop.  Our second go impressed upon me the real focus of this show:  limited choice but cheap gear if you’re lucky.  Our third go was long lineups, dodgy websites, and crowds, though the odd deal was found.

Once again, the only thing we bought was from my local motorcycle shop, Two Wheel Motorsport.  Once again I bumped into Steve who ran the course at Conestoga that got me going on two wheels and got a fantastic discount, this time on a Shark Raw helmet.  $150 for the lid, taxes in (less than half what it’s retailing for).

The website the show put out (when it loaded at all) was insecure.  Management & organization is an issue.

What would be nice would be having access to show specials at my local.  I’d happily spend the hundred odd dollars I spend getting to and into this show and apply it to purchases at Two Wheel.  If that’s a possibility I’ll save a Saturday next January and avoid the lines, crowds and other nonsense.  I’m going to contact Two Wheel and see if show specials might be available for customers on that weekend at their shop.  Their new digs are twice as nice as the International Centre and it doesn’t take you an hour of lining up to get in the door.

The other reason to attend a show is to touch base with your favourite motorcycle media.  I did have a nice chat with Glenn from Motorcycle Mojo but couldn’t find Graeme at Inside Motorcycles, though I can see my favourite motorbike magazines at the Toronto Motorcycle Show in February which feels like a much more professionally organized, industry driven event.  I can also take my wife to that one without her rolling her eyes at all the strippers on display.

 
As far as other people I’d want to chat with, the CoG guys were too busy but I had a good talk with the Widow’s Sons.  Even in the cases of these obvious connections I’m a bad joiner.  It doesn’t occur to me to contact CoG or the Widow’s Sons to go for a ride, I’d rather just go out on my own.  Riding in a group feels like a needless restriction to me.
 
I’ll stick to complaining about the poor organization both online and at the venue, but the show itself is what it is. I’m an odd-duck in motorcycling.  I prefer to ride alone.  I go riding to find solitude and in that solitude delve more deeply into the craft of motorcycling.  Riding to feel a part of a crowd, ‘show my colours’ or just show off isn’t my bag.  I don’t ride to be seen or make a statement, I ride because I love riding.

To the dress-alike leather pirates and many other social riders this show must feel like coming home.  Next year I think that’s where I’ll be.
 
Coulda skipped that…


Woulda happily have skipped that (this is the passageway you get funnelled into
after getting out of the big passageway)…


Coulda done this at Two Wheel…


Coulda done that at Two Wheel…

 

Bike Bucket List: Ironbutt Glory & MotoGP photography redux

almost 1600 miles diagonally across North America.
My motorcycle bucket list includes earning the Ironbutt basics.  The first two rides are the Saddlesore (1000 miles in 24 hours) and the Bunburner (1500 miles in 36 hours).  The Austin MotoGP race happens to be just over fifteen hundred miles away, making it an ideal target for these badges of long distance endurance riding.
 
I’m not sure that I’d ever do an Ironbutt again, but it’d be nice to have done it once.
 
The MotoGP race in Austin is on April 10th this year.  Leaving on a Tuesday night would get me there for the event.  Even with a (more) relaxed ride back, I’d still only be on the road for seven days – 3 of them at the GP.

I roughed out hotel stops based on ideal distances, but it would probably be significantly cheaper to pick a hotel chain and stay with them throughout.  My hotel of choice would be Hampton Inn, so a revision based on where I can stop at those might be in order.

After Indy got cancelled this is the only other race on my continent and so my only chance to ride to a race event.  It’d be nice to see the circus in action again this year and Austin, while much further away, offers a chance at Ironbutt glory!

Video of MotoGP practice through the esses at Indianapolis.




It’d be nice to go down there with some good camera kit and see what I can capture.  I did pretty well with my little Olympus last summer, but another go with more effect gear would net even better results.

Many of the images I took had to be photoshopped a bit to hide the poor resolution and light intake of my camera (creating a simplified painted look in Photoshop hides these weaknesses).




I’m also getting frustrated with the lack of lens availability with the Olympus I’ve got.  I’m thinking of going back to a superzoom on my next camera.  The Nikon P610 has enormous reach (4x what the Olympus telephoto can manage with similar light loss).  What would be even better would be a full 1″ sensor superzoom like the Pentax FZ1000, then I’d have a multipurpose camera with excellent low light ability – though they are three times the price of the smaller sensor superzooms.

I had a fixed lens superzoom a few years back and loved the flexibility, though it was one of the first electronic view finder cameras and lagged annoyingly.  It’s light intake wasn’t great either.  The new ones will benefit from much faster electronics and dramatically larger sensors letting more light in.

The Olympus PEN is an entry level mini-SLR.  I’ve enjoyed the size and convenience but the lenses are expensive and hard to find, and the kit lens has broken.  The body itself also broke under warranty when I first got it.  A second failure in three years has me thinking about moving on.  I’m looking for the simplicity and flexibility of a fixed lens superzoom again.  This would be especially handy when travelling on a bike where all the SLR clobber takes up too much space.

As a photographer I’ve always enjoyed being able to do more with less.  I’ve often seen people with suitcases of gear worth ten times mine take worse pictures.  As long as it can keep up with my eye and offer the control I need, a quality fixed lens superzoom will let me do that in spades.


Rough Planning Maps:

Smoke & Mirrors

I’ve been watching Tough Rides: China by Colin & Ryan Pile.  It’s the long way around China and a great introduction to a little known country, but it sometimes comes off as another thinly veiled BMW ad for adventure motorcycling.

The ride itself is indeed tough with the boys working their way through deserts, traffic and mudslides all the way to the base of Everest, but their bike troubles left me thinking about BIKE’s ride from the UK to Japan on a Suzuki V-Strom.  In that case the (relatively budget) Suzuki V-Strom managed to cross Europe and Asia (including the Pamir Highway and Mongolia) in fine fettle.  Bike’s 13,768 mile (22,160km) ride highlights just how tough Suzuki’s less famous adventure bike is.

In comparison to Bike’s bullet proof V-Strom, the new BMWs making the 18,000km circuit of China quickly develop character.  I just finished the episode where one of the bikes (after not starting in a previous episode), now needs a whole new clutch.  This got me thinking about another statistic.

The Consumer Reports reliability Rankings are pretty damning.  From a purely statistical point of view you’d be crazy not to buy a Japanese bike, adventure or otherwise.  If you want something American, get a Victory!  Want something European?  For goodness sakes, get a Triumph!  Ducati is more dependable than BMW yet the propeller heads from Bavaria still seem to be the darlings of the TV adventure motorcycling set.

I get the sense that this is a triumph of marketing over engineering, which is a real shame.  If every other motorcycle manufacturer took the same risks supporting epic rides we wouldn’t all be subject to this style before substance adventure-bike TV.

A while back I was reading a Cycle World article comparing the big BMW adventure bike to KTM’s Super Adventure.  The article ended with a litany of breakdowns on both machines.  It turns out taking 550+ pound, tech-heavy giant trailies off-road doesn’t end well unless you’re a magazine reporter riding a demo bike.  I guess they’re great bikes as long as you’re not pouring money into repairs yourself.

I got into Nick Sander’s Incredible Ride a while back.  Nick road the length of the Americas three times, two of them in just 46 days, on a Yamaha Super Ténéré.

That’s 50,000 miles (~85,000kms) through the bad gas of Central America, jungle, deserts, mountains all from north of the Arctic Circle almost to the Antarctic Circle.  The BigTen worked flawlessly and when they stripped the engine down after the fact the technicians were frankly astonished by how little wear there was.  Needless to say, it didn’t need the clutch replaced during that massive trip.

Honda is bragging on their new Africa Twin, a ‘true’ adventure bike.  At 500lbs it’s a bit lighter than the super-stylish yet very breakable BMWs & KTMs listed above, and if anyone could build a bike that wouldn’t break it would be Honda.  Yet even in this case I’m left wondering just how resilient any off-road capable bike north of five hundred pounds is going to be.

You’d think it would be impossible to build a big bike capable of managing this abuse – it’s a question of physics (mass vs. the violence of off-road riding), but Sanders’ Yamaha suggests it is possible, though you won’t see it on adventure bike TV.  Maybe bikes that work all the time make for bad TV.

There is a reason why you guys are having to figure out how to
install clutch plates in the middle of a trip….

An antidote to all of this is Austin Vince‘s various Mondos.  He seems to spend about the same amount of time repairing his ailing, ancient dual sport bikes but he isn’t wearing designer riding gear and he didn’t pay anything like the $15,000 that the two Canadian boys did for their new F800GS Adventures.  Vince probably spends less than that on a whole trip, including the cost of his bike.

Ultimately, much of the adventure bike genre is more concerned with style.  Like SUV drivers, most ADV riders seldom if ever venture off pavement so perhaps this post is suggesting something that doesn’t really matter.

COST x FAILURE RATE presents a pretty obvious conclusion.

But if you can buy a better built Japanese adventure bike for less (they all cost substantially less than the nearly $22k a BMW 1200GS Adventure costs), then why on earth wouldn’t you?

If you’re buying that GS to feel like Ewan & Charley then I suppose it’s all good if you enjoy the feeling you get from it, but if you’re actually interested in going off the beaten path and don’t have a sponsorship deal and a support crew, considering reliability before marketing seems like a no-brainer.

Motorcycle Reading: Lois on the Loose

I just finished Lois Pryce’s first travel book, Lois on the Loose.  Unlike many of these find-yourself-on-a-long-bike-ride books apparently written by people with a lot of time on their hands and no financial demands, Lois gives a real world account of the necessary evils of working in a job that anaesthetizes you.  You know where she’s coming from and why she leaves.
 
You’re on board with her once she gets going.  On the road Lois is an honest, witty writer who never leaves you waiting for the next moment.  Her prose is tight and well edited… you’ll fly through this book, but it never lacks for detail or continuity.  Ashuaia feels like the galactically distant goal that it is throughout.
.
 
From shockingly rude Canadians to wonderfully supportive Guatemalans, this book makes you question all the prejudices we have about foreign lands (as well as the one I happen to live in).  Lois is amazingly fearless and committed to her journey.  You can’t help but admire her for her bravery.
 
If you enjoy travel writing you’ll love this book.  If you enjoy motorbikes you’ll love it even more.  When things go sideways past Titicaca I was riveted, reading until way past my bed time.  You will too!
 
   
Fortunately I’ve still got Red Tape & White Knuckles to look forward to over the holidays.
“On April 30th 2003 I left my job at the BBC and my cosy houseboat in London to motorcycle the length of the Americas on my Yamaha XT225 Serow. My route took me 20,000 miles from Anchorage, Alaska to Ushuaia at the tip of Argentina, the most southerly place in the world that can be reached by road. The book of this journey, Lois on the Loose is available in the UK, USA and has also been translated into German, Dutch and Italian.”

Crushing on the Ariel Ace

The Ariel Ace is a low production, virtually bespoke motorcycle made by a specialty engineering firm in the U.K..  With a girder frame and forks, it doesn’t look like anything else out there.  It has an almost architectural vibe to it.  The motor is Honda’s big V4, which is bullet proof, powerful and full of character.  It’s expensive, unattainable and unique; the perfect bike to have a crush on!


If you think you might be in love, head over to the online configurator and spend some time building your perfect Ace.  

In the meantime, I’ve been playing with graphics of this lovely machine:

The original from my configurator… carbon wheels?  Why yes, yes I will!

IIHTM: The Digital Workshop

If I had the money, what would the dream workshop look like?

I’m a computer tech teacher by day, and the 3d printer revolution is astonishing to behold.  The dream workshop would have the usual suspects (awesome tools etc), but it would also have some truly alien looking tech.

Ever seen a resin based 3d printer?  It’s like something out of Terminator:

3d printing is about to get even wilder, with larger scale prints becoming an option.  Imagine a 3d printer that could handle motorcycle fairings… except you could do anything you want.  Want a fairing made out of dragon scales?  No problem!  Want customized etching across the entire fairing?  No problem!  Want to design a radical fairing using the stock mounting points?

Some time in Blender and you’ll be ready to print radically customized fairings and other parts.


The BigRep1 goes for almost $40,000, but imagine what you could print in over a cubic meter of build space – motorcycle fairings would be not problem.  I think I’d rent one first to see what I could get away with before buying.

Using resin based printing instead of additive 3d printing means you can produce parts that have the same structural nature as cast pieces (they aren’t made of bonded parts).  These pieces would be incredibly strong – they could also be made much more quickly.  Instead of hours long build times, we’d be looking at minutes…


If you’re looking for futuristic workshop inspiration the Big Hero 6 garage would be a good place to start – in there he’s 3d printing carbon fibre!  The holographic display is pretty dope too…


Iron Man is another film that gives you a good idea of what a 21st Century garage might look like.  Tony Stark’s workshop is a holographic wonderland with built-in fabrication capabilities.


It was once thought that with fuel injection, onboard computers and digitization we would be losing the ability to modify and customize our motorbikes.  It turns out that digitization is actually handing the ability to manufacture back to individuals from the factories that took it from them.  Industrialization meant standardization and centralization in the 19th and 20th Centuries.  In the 21st Century manufacturing will return to the craftsmen it started with; localized micro-manufacturing is going to be the way of things to come.

If you’re making shop space for yourself, having a computer in it gives you access to a world of information (I frequently use my to watch how-to videos and view schematics), but that workshop based computer is soon going to be providing a lot more than just information.  Do yourself a favour, get a handle on 3d modelling, it’ll come in handy in the near future.

Ways to get started:

  • Get handy with Blender – it’s free, and it’s powerful!  There are also a lot of tutorials available for it online
  • Structure Sensor: a 3d scanner that snaps onto your ipad.  It makes making 3d copies a breeze!
  • Basic 3d printers start at about $1000.
  • If you want to give printing a try, many people in the maker movement offer 3d print services. It’s a nice way to see what a 3d printer can do for you without the overhead… 3D Hubs is one such option, and they’ll introduce you to makerspaces in your area.
  • Sketchfab is handy for sharing and doing light editing on 3d models.

Snow’s A Fallin’

It’s accumulating outside.  While that’s happening, I’m in the garage busy stripping the Concours down to its underskirts.

Once that’s done I’ll give it a final cleanup before getting into the brakes and bearings.  While the wheels are off I’m going to look into getting them refinished.  Fireball Performance in Erin does wheels, so I’ll see if I can drop off the rims while they’re off the bike.  I’m curious to see just how magical a transformation that can be, and what it costs.

 

The partially stripped Concours.  It made me wonder what a stipped Connie would look like… pretty fantastic as it happens:

 

 

Strange that I’ve been through the Yamaha’s carbs in detail, but never the Connies…

 

With her skirts off, the Concours still looks good for a 21 year old motorbike that spent too much time outside.  A drop of coolant on the back of the block has me in full suspicion mode – I’m hoping it’s a bit of overflow splash, but mechanic’s skepticism tells me it’ll be a leaking water jacked and a lot of gasket work – the coolant reservoir isn’t low…

 


Emotionally Charged Engagement

Pettis‘ manifesto demands the freedom needed to make things work. Educators might get excited about Maker philosophy like this, but it isn’t what they want in classrooms.

This talk of Making at ECOO had me thinking about my own process of building, repairing and creating.

My engineering process is closely related to my creative process.  Creativity came first as a toddler mainly because I found visual art intuitive to step into.  Engineering followed shortly thereafter (about 6 years old?) when I found myself dismantling bicycles and toys, sometimes for creative purposes but mainly driven an intense desire to understand how things work.  My mother was an artist, my father is an engineer; my behavior wasn’t a happy accident.

Both my processes have evolved and entwined, and both demand absolute ownership.  I find myself fully committed to my process which makes the idea of going to committee abhorrent.  If what I’m doing ends up not working it’s on me and me alone.  That focus and responsibility is what allows me to work through frustrating, stochastic, non-linear builds and repairs that would cause most people to shrug and give up.

I prefer to work alone.  If I’m going to seek help, I will initiate it.  Being forced to accommodate collaboration prevents me from doing what needs to be done to make the thing work.  Lateral thinking never works well when you’ve have to constantly explain every intuition, it breaks your flow.

How much faith do I have in my process?  I drove my wife and newborn son home in a car I rebuilt the brakes on.  I ride a motorcycle (with my son on the back) that I rebuilt from scrap.  If I did it, it’s done properly, I regularly bet my life on it.  This is what competency looks like when making something work is the priority; mechanical mastery can’t exist in any other circumstance.

intuition works best in silence

When I’m working on an engineering problem or a creative project I am radically engaged (fixated?) with what I am doing.  This isn’t the kind of directed, controlled engagement that teachers encourage in classrooms.  Being interrupted by a well-meaning teacher who wants to make my process transparent antagonizes the hell out of me.

Teacher interruptions in my process are vexing.  I don’t seek an expert to do it for me, that doesn’t teach me anything.  I’d prefer to ask another capable student who is struggling with similar issues and figure it out with them rather than ask a teacher who has done it a hundred times before.  This is what mastery learning is and why it seldom happens in a classroom.

This all comes from my first post-secondary learning experience as a millwright apprentice.  I left high school before graduation because it felt like a holding tank rather than a learning opportunity.  In that apprenticeship I didn’t have teachers assessing my learning, I had people who were invested in it because it meant less work for them.  That we were all doing the same work went a long way toward me valuing their expertise.

Collaboration isn’t the point of any engineering activity.  It shouldn’t remove the focus from a project, it should amplify it.  When teachers say things like, “we’re going to be makers, but what the kids are really learning is collaboration!” I would expect to see a group of frustrated students and a pile of newly purchased Arduinos and Raspberry Pis gathering dust in boxes.  You’ve got to respect the skill and focus needed to make things work first.

My favorite kind of teacher is the one I try to be.  I encourage skills development and provide expertise if asked (though I am reluctant).  I provide materials and offer multiple avenues into how to get it done, but then I get the hell out of the way.  What I hope to see is a student lose themselves in their process and improve as a result of this intensive engagement.  You learn more in the doing of a thing than you ever do in the theory of it.

I observe, I offer help if it’s asked for, but I also allow students to fail if they refuse to take risks and engage in a meaningful engineering process.  In the best cases I’m able to look at a finished prototype that shows resiliency, creativity, and works.  That last bit is important, I’m not grading how hard they tried, or how well they get along with each other, I’m grading engineering.  The student who built a working prototype feels a genuine sense of achievement because they went through real struggle to resolve complex, non-linear (non-textbook) problems.  They seldom worry about what kind of mark they got, the value is self-evident.

Assumptions and cultural influences won’t get you far in mechanics –  you need to be stringent and respect reality because it doesn’t care about your perceptions.  This is the reason why two mechanics from opposites sides of the world with no shared language can still effectively communicate with each other.  Reality is a shared language.

A highlight of a recent unit was watching a student who found the process of building Arduino circuits very challenging.  In his presentation of a partially working prototype he angrily said, “… and it didn’t work again, until I realized, like a n00b, that I hadn’t plugged the power wire into the rail.”  He was absolutely right, he is no longer n00b, and he should be frustrated with having made such a rudimentary mistake.  His emotional engagement with his failure was telling – he is beginning to take pride in his skills.

Emotional engagement is at the root of my work with machines.  Radical engagement makes my process an emotional one  (or is it the other way around?).  The sometimes stochastic, often non-linear and usually frustrating nature of building and repairing complex machinery requires an emotional edge.  That edge is what powers my resiliency.  I refuse to let a complication derail me, sometimes not giving up even when I should.  If it continues to not work, emotion not only powers my resiliency but also my imagination, driving me to think laterally around problems.

Class bells, rubrics, teachers showing you how and assigned groups are the antithesis of my kind of radical engagement.  Schools seem designed to prevent this kind of focus and break learning up into an arm’s length, carefully managed chunks.  Learning is an organic process until you see it diced up into curriculum and fed to students who have no idea what it is they are supposed to be learning or why.  The education system might work for basic skills but mastery isn’t what its set to produce.  Education elbows its way between student curiosity and their natural tendency to learn in order to manage the process.  The ultimate purpose of the education system is not to teach but to produce grades which everyone believes are an expression of student learning but are actually entirely fictional.

Radical emotional engagement is the antithesis of the clinical, rational engagement educators look to manage, but this emotional engagement is at the root of my empathy with machines,  Education spends a lot of energy encouraging collaboration, linear consumption of curriculum and a cold kind of empathy between students, but ignores (stamps out?) human emotional engagement in order to retain control.

The difference between how I and many others learn, and the mono-cultural, rationalist’s philosophy of education is why you seldom see radical engagement in a classroom.  It’s why you see outliers, especially highly engaged ones, do poorly in school.  Education is designed to hit the medium, the comfortable middle class child who requires no emotional connection because they have it elsewhere.  Deviants, whether they are eccentrics who want radical engagement in something they are fixated on, or students who need more from a teacher than grades, aren’t a good fit with the system.

The difference between applied and academic students has
a lot more to do with family dynamics and the need for
emotional engagement than it does with intelligence.

 

Education’s discomfort with emotional engagement lies at the root of Ontario’s high school streaming system.  Applied students tend to come to school from less stable home lives and look for more emotional engagement with their teachers.  This freaks out the academics who teach them.  Academic students (and the teachers they turn into) prefer to treat school at arm’s reach – rationally and emotionally distancing themselves from it because information is all they require from a classroom.  To these academics school is a job, one they have figured out and are good at.  These are the students who get mad at you when you saddle them with a problem that may not have a solution.

This distance between student need and teacher approach is probably the single largest difference between academic and applied students.  Some of the smartest kids I’ve ever taught have been applied level students.  Teachers willing to support emotional engagement with learning often find these students are the ones who make the biggest leaps in high school, but they are challenging and often emotionally exhausting, especially when the rationalists who run the system think 30+ students in a classroom is manageable (and it is if you don’t treat students like people).

Ironically, all of those teacher movies that educators so love are the ones that emphasize this emotional learning connection but it just doesn’t happen that often in the real world.  At a recent Heads’ meeting a rule was put up saying that people have to be rational and unemotional when making suggestions.  They can’t be emotionally engaged in any debate.  That’s how ed-quants like it in the classroom too.  What a sure way to make something tedious, distant and uninspired.

Radical engagement is powered by emotion.  It makes for a messy, demanding learning environment, but it’s also a vital key to differentiating learning that the vast majority of educators don’t just ignore but actively seek to stamp out.  The doorway to mastery is one you have to walk through yourself, and you’ll never manage it if you’re dependent on the advice of others.  It takes resiliency, courage and a lot of work to become that kind of proficient.  Emotion is a powerful ally in getting there.

Sense of Satisfaction!

After all the Maker talk this week at a conference I attended, I was keen to spend some quality time in the garage working on the 35 year old XS1100 basket case.  It’s easier to walk the walk than talk the talk when it comes to Making.  Unlike the education approach infused with collaboration for your own good, I did it the way I always do: alone in a garage.  It’s wonderfully cathartic to get something broken working again, and meditative when I don’t have to explain everything I’m doing.

How do you get a 35 year old motorcycle left outside for several years unattended working again?  Very carefully!

The front brakes were seized, the throttle body was seized, the rear brake is still seized, as are other things I haven’t found yet.  Motorcycles aren’t like cars, when they’re left in the world they don’t have a shell protecting the mechanicals from the weather.  Restoring a car tends to be more mechanically salvageable as a result.


I ended up having to take the end carburetor off the rack of four Mikunis that line the back of the Yamaha engine.  It was the most carboned up and filthy one, and the grit had seized the throttle body rod.  A complete dismantle, cleaning and reinstall has the carb working again (before this you couldn’t move the throttle body without great effort and a nasty creaking sound…


It took a couple of hours to break it down, find the problem and rebuild it.

It was pretty before, but the Mikunis are even prettier now that they work!