Fixing a couple of mudguard niggles

When I did my main post-winter cleanup, I noticed that the front mudflap I'd made was ripped. It had done a good job at keeping the front of the fairing clear of muck and, in particular, the oil cooler. So I undid the brake calipers, loosened the six M6 mudguard mounting bolts and wiggled the mudguard free of the forks. I could see that the mudguard had been rubbing on the forks so I put some strategically place patches of duct tape on the guard to protect the paintwork. They are invisible when the guard is mounted - quite a pleasing fix to the first niggle then.

'orrible manky rubbish but ...

... rescuable and treated to new grommets

The oil cooler had been in a very rough state when I bought the bike. I had managed to restore it to a usable condition and so was keen to protect it as much as I could.

Now +25mm and robust

First attempt left, second attempt right.

The length of the mudflap was just enough to keep the road spray from the front wheel below the cooler. I decided to give myself a bit more peace of mind by making replacement mudflap about another inch longer. Also, my first attempt sometimes got caught against the front wheel when I pushed the bike backwards. I had fixed it inside the hard plastic of the mudguard. This time I decided I'd fit it to the outside. That meant making an aluminium bracing strip that was more substantial than the original.

I cut a length of 3mm aluminium this time instead of the 1mm sheet I used first time around. I put a curve into the new bracing strip so it would hold the rubber sheet in an arc around the profile of the tyre, helping it to resist the effect of wind at speed. I should have been more confident in making the bend really but it does the job.

Riding the bike over the following week showed that the 'tide mark' of muck now stops well clear of the lower edge of the oil cooler. Also, the replacement mudflap has yet to get caught by the front wheel. I've noticed that when I reverse the bike out of a parking spots that used to result in a gravelly graunching noise, all is smooth and silent now. A pleasing fix to niggle number two.

It was at this time I realised that the oiliness of the left-hand fork leg could no longer be dismissed as a bit of mist. It was a full-blown leak with fork oil accumulating running down the fork slider to the left-hand brake caliper. So it needed addressing as a matter of urgency. And then I got a puncture in my new rear tyre. Oh dear ...

I'm still riding

Despite the fact that I haven't posted for months, in fact my dear old Trophy has been in constant use. Yes, even though this has been the wettest British winter ever, in a nation with a meteorological history distinguished by profound dampness, I have kept on rolling. The odometer is now showing 44,600 miles so I've ridden 6,700 miles on Ruby since she properly returned to action in April last year . 

On the plus side, Somerset has been free of ice most of the time and entirely without snow. The roads have been free of salt thus conditions have been less corrosive than in a normal winter. The incessant heavy rain has caused a lot of road deterioration. I've never seen as much crumbling tarmac and the pot holes are everywhere. I didn't know so much damage could be caused without frost. Consequently, the body work has taken quite a battering from a constant dousing in grit and water and the running gear has got very crusty.

All in all, I'm very pleased with how she has coped with such a cruel exfoliation regime. I wasn't overly concerned about the fairing because I had not actually done anything with it. The paint was already pockmarked with stone chips and some of the decals has suffered over time. I'd pulled all the bodywork off, cleaned it thoroughly with T-Cut, and then waxed it before refitting with new fasteners as required.

I'd fitted home-made mud flaps to the front mudguard, to protect the oil cooler, and to the swingarm, to protect the suspension linkages . These have been brilliant. The 'tide mark' of muck thrown up from the front wheel just stops on the fairing lowers at the lower edge of the oil cooler. The rear suspension linkages are covered in grime but free of stones and mud. They have been caught indirectly by misted spray but entirely protect from direct blasts of water and grit. The only downside is that the front mud flap has split and would not last much longer. So I decided to make a replacement, and to improve it if possible in the process.

 Meanwhile, the underlying quality of the fit and finish has proven to be far more robust than I had imagined. She cleaned up beautifully with good old Turtle Wax shampoo.

Fuel Consumption

I thought I'd write something about fuel consumption. Then it occurred to me that I might as well just let the numbers speak for themselves since I  keep a little book with them in. I like to keep an eye on fuel usage because a gradual change would indicate there was something deteriorating. I can also see if changes I make result in better or worse consumption.

My overall average is around 47mpg, best around 55mpg (on Shell V Formula and BP Ultimate) and worst so far 42mpg (Esso). I don't know if it means very much to say which brand of fuel gave best and worst returns since the way I was riding probably had more to do with it. But still ...

I lowered the gearing by changing from a 42 to a 45 tooth rear sprocket at 41250. I'd wondered if I'd get higher consumption afterwards. It seems to be the case, albeit marginally. 

Mileage	Trip	Volume	Litres	MPL	MPG
38554	157	17.00	Texaco Supreme	9.24	42.0
38770	216	21.60	Shell V Formula	10.0	45.4
38959	188	18.80	BP standard	10.0	45.4
39181	222	21.10	Texaco Supreme	10.5	47.0
39424	242	22.99	Shell V Formula	10.53	47.8
39614	191	15.81	Shell V Formula	12.08	54.9
39856	241	21.88	Esso High Octane	11.01	50.1
40054	197	19.48	Texaco Supreme	10.11	46.0
40261	207	19.09	Texaco Supreme	10.84	49.3
40488	226	18.86	Shell V Formula	11.98	54.5
40707	218	20.29	BP Ultimate	10.74	48.8
40901	193	17.78	Esso High Octane	10.85	49.3
41123	185	19.73	Texaco Standard	9.38	42.6
41310	181	17.25	Shell V Power	10.49	47.6
41518	207	19.08	Pace Standard	10.84	49.3
41662	145	??	Asda standard	??	??
41832	171	16.46	Jet standard	10.39	47.2
42065	232	22.47	Esso High Octane	10.32	46.9
42289	224	22.18	Esso High Octane	10.10	45.9
42529	240	23.40	Esso Standard	10.26	46.6