Zen and the Art of Motorcycle Maintenance - 123helpme

The Capitol Police had the primary function of law enforcement on the grounds and adjacent streets of the State Capitol and all state property. The Capitol police provided vehicle cruiser, motorcycle and traffic patrols, criminal investigations and executive protection services. The Capitol Police station was at 1 Ashburton Place in Government Center and became MSP Barracks H-1.
As for license plate issuance for this agaency, the only information known is the following: Capitol Police licensed plates issued in the 1960s. Not known if these were on the old steel green or maroon base plates or the blue over reflective white aluminum base plate. These were used for vehicles which patrolled the streets around the State House. The plates had the state name at the top with CAPITOL over POLICE followed by a single digit number. During the 1970's and up to 1987, patrol vehicles used by the State Capitol Police used standard Massacusetts State Vehicle license plates. In May of 1987, a reflective white license plate with dark blue characters replaced the State Vehicle plates for this small fleet. The state name was spelled out in full at the top of the plates and the words CAPITOL over POLICE were silkscreened to the left of an embossed number.
These plates would have been defunct with the consolidation of the Capitol Police into the Massachusetts State Police.
Any photograph of a Massachusetts Capitol Police license plate would be gretly appreciated.

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The 1982 ATC200E, a.k.a. Big Red(R), had more of everything necessary to get a host of jobs done. Its 192cc engine and five-speed dual-range gearbox cranked out more power, especially low in the rev band, to make chores such as towing, spraying, seeding and fertilizing easier. An electric starter in addition to the standard recoil system made starting the day as easy as pushing a button. Dual racks and a 9.2-liter storage box made carrying tools, hay bales, fencing and other agricultural essentials easier. A new sealed rear drum brake survived the muddy fields and water crossings, and telescopic-fork front suspension made a day in the saddle that much more comfortable. Big Red added a reverse gear in 1984, and its drive chain was replaced with shaft drive for extra durability and less maintenance.

The other major ATV theme of the '80s-racing-was being played out everywhere from frozen lakes in the East to Western deserts to the dirt ovals of Middle America. Racing was an essential part of Honda from its founding in 1948. Thus it became part of ATC vocabulary as well, and the introduction of the ATC250R in 1981 put the rest of the world on official notice that Honda was as serious about winning on three wheels as it was on two. The world's first high-performance two-stroke ATC adapted Honda's CR(R) motocross technology to the three-wheel world with predictable results, taking hordes of unsuspecting competitors by storm.

Running unofficially in the 1980 Baja 1000 on pre-production ATC250Rs, a group of Honda associates surprised racing legend Mickey Thompson when they caught and passed him pre-running for the race. Honda's first official ATC racing participation came in the SCORE-sanctioned 1981 Parker 400 held in the Arizona desert. Thanks to Thompson's considerable influence, an official three-wheel class was sanctioned in the 1981 Baja 1000. In 1984, Honda's ATC250Rs started just behind the motorcycles rather than from the very back of the starting order, and then finished first and second in class, putting them fourth and fifth overall. Nothing on four wheels finished ahead of the ATCs. The three entries that did well were all large-displacement motorcycles, including Honda's race-winning XR(TM);. Honda raised the bar in 1985 with an all-new, liquid-cooled version of the 250R that cranked out 38 horsepower and offered nearly 10 inches of suspension travel at both ends, giving it the power to do disappearing acts ahead of other brands at race tracks across the country.

Though it was never as successful in the desert as the more potent 250R, the ATC200X that debuted in '83 proved that Honda four-strokes could run with the best of them. The 200X combined a high-performance 192cc engine, five-speed gearbox and manual, motorcycle-style clutch with long-travel suspension and sporty chassis geometry that was more at home ripping up race tracks than handling farm chores.

Meanwhile, back at the ranch, building ATVs to endure the stress of utility use put Honda R&D on a steep learning curve. Approaching the mid-'80s, ATVs were inspected, dissected and exhaustively scrutinized with more data acquisition equipment than any other Honda product. Machines were run hour after hour, day after day for weeks, with riders wearing 50-pound instrument packs that recorded information on every aspect of the machine's operation. As the market's swing toward utility continued, Honda's research made it clear that the next step in the ATV's evolution would be another wheel. Thus Honda's first four-wheel ATV, the TRX200, debuted in 1984.

The market responded almost immediately, making 1984 Honda's biggest sales year for ATVs. The 370,000 units delivered in 1984 remain the high-water mark for Honda ATV sales, making up a full 69 percent of total ATV sales in the U.S. that year. The upswing in utility use and the introduction of the four-wheel TRX200 were also the beginning of the end for Takeuchi's three-wheel matrix. Four-wheelers were considered more versatile tools by customers, and tools were what people wanted most.

By 1986 the smart money was all on four wheels in the ATV world. The ground-breaking Honda TRX250R made an unmatched four-wheel performance statement with a liquid-cooled 246cc two-stroke engine similar to the ATC250R's. On the utilitarian end of the spectrum, Honda unveiled the first four-wheel-drive ATV that same year. The FourTrax(TM); 350 4x4 arrived at its coming out party in grand style-lowered from a helicopter to show all four wheels moving under their own power. Market forces were already at work to replace three wheels with four.

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From copper mines to banana plantations, golf courses to pig farms, forest reclamation projects to shopping center maintenance, nothing on wheels had ever been as versatile, reliable, efficient and affordable, on the job or on the weekend, as the Honda ATV.

Though sport models such as Honda's FourTrax 300EX and the new-for-'99 400EX are immensely popular with sport and recreational riders, industry observers estimate that 85 percent of ATV use in the '90s revolved around some sort of enterprise. Mr. Takeuchi's idea had grown up, gone to work and done a good job. When asked what products had the greatest impact on their farming operations since 1967, the readers of Farm Industry News ranked the Honda ATV right up there with Dekalb Biotype E Sorghum, A3127 Hybrid Soybeans and the Miller Electric Mig Welder as a Landmark Product of the last 25 years. That's high praise from one of the most brutally sensible groups of people on the planet.

In America, having a FourTrax on the job makes a host of jobs more efficient. In countries without our infrastructure, manpower and financial resources, the Honda ATV's reliability and efficiency handle jobs that simply couldn't be done before. Folks on other parts of the planet were discovering what America had discovered a decade before, and began putting Honda ATVs to work, performing all manner of work that was either impossible, impractical or both. Whereas Honda ATVs were largely a domestic phenomenon before 1990, they're currently working in more than 35 different countries worldwide.

The 1995 Foreman 400 4x4 introduced the working world to the strongest, most efficient Honda ATV yet. Powered by an innovative longitudinal engine design that positions the crankshaft perpendicular to its axles, the '95 Foreman's front and rear drive shafts transfer power to all four wheels with fewer power-robbing directional changes, fewer parts, less weight and a lower center of mass.

Robert M. Pirsig Zen and The Art of Motorcyle Maintenance Bespoke Post
19/12/2017 · Welcome to the LitCharts study guide on Robert Pirsig's Zen and the Art of Motorcycle Maintenance

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Your OEM battery is a YXT14-BS maintenance free sealed unit thatat full charge puts out 13+V and has a capacity of 12V - @ 12Volt/AMP hours. It lasts typically about 2-4 years but yourmileage will vary (I had a lawn mower battery about the same sizethat lasted NINE (9) winters without me ever putting a charger onit). Slow charging a dead battery with 1.5A for 5-10 hours isbetter than the fast charge of 6A for one (1) hour, but both willget your bike running (disconnect the cables when charging). Youshould check your battery terminals for corrosion and tightnessoften. The battery is a sealed unit, but you can adddistilled water to it by prying up the cap strip (usual cautionsabout acid and fumes). Leaving the battery discharged for a longperiod will cause sulfates to form and the battery to loseefficiency. Overcharging will do likewise and both will shortenits life. If storing for long periods, keep the temperature abovefreezing and slow charge only if the voltage drops. The OEMbattery is un-vented so if you replace it with an aftermarketunit that is vented, you'll have to figure a way to route thevent hose so it won't damage anything if it drains. Here's a linkthat gives good info about NEW batteries - [].

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The Shadow's modular, almost electronic-scale clearances between components discourage random investigation. You have to know exactly where you're going, and which layers to peel away, in what order, to get where you need to go. For rear suspension adjustment, a tiny peep window behind the right side panel gives access to the preload collar on the shock. The curved wrench provided fits into the space perfectly; all other avenues lead more or less directly to frustration. After a few days on the road, our VLX developed intermittent electrical power loss. Off came the right sidecover, fusebox module; eventually the maintenance-free battery could be pulled from its tiny shelf above the swing-arm pivot. Tightening a screw fastener on the loose ground wire terminal solved the problem. Later we discovered a tiny cutaway under the left side panel, provided for precisely such a purpose. It could have saved us almost an hour of pinching and plucking away at the Shadow's internals.

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However, it will all come together at the end

If necessity was the mother of the first ATV, Honda engineer Osamu Takeuchi was its father. In 1967, American Honda asked Honda R&D Ltd. for a new product dealers could sell when motorcycle sales cooled off in the winter. Mr. Takeuchi was assigned to lead the project, along with a small group of Honda engineers. This was clearly the group for the job, since Takeuchi and company had been working to develop other new recreational vehicles that never saw production. These projects gave Takeuchi the tools to develop Honda's first ATV, the US90.
Forget the proverbial blank sheet of paper. Takeuchi started in the shop with a head full of ideas and an eclectic assortment of components. Two-, three-, four-, five- and even six-wheeled configurations were examined, but the three-wheel concept delivered the best combination for the machine's intended mission. It dealt with snow, mud and assorted slippery conditions a two-wheeler couldn't, while providing more maneuverability than other configurations.

In the early stages, a Honda ST(TM)70 motorcycle gave up its 70cc four-stroke single-cylinder engine for the cause, along with assorted chassis parts. An extended rear axle carried cultivator wheels designed to handle rough terrain. Two driving wheels in the rear worked well. Cultivator tires didn't. The biggest challenge would be finding a tire capable of getting a grip on soft, changeable terrain such as snow, sand and mud. Two wheels, three wheels, four wheels or more? Motorcycle tires weren't an option.

The design process quickened when American Honda sent Takeuchi an American invention called the Amphi-Cat& that rolled on six 20-inch low-pressure, high-flotation balloon tires. The light bulb went on. Revamping his ST70-based prototype to accept the new low-pressure rolling stock, he went to work on his own tire design, ending up with a 22-inch tire inflated to 2.2 psi. With the tire dilemma solved, the 70cc engine lacked the muscle necessary to push a full-sized rider through snow or mud. A 90cc engine running through a special dual-range four-speed gearbox added the requisite flexibility over varied terrain.

The next phase of development was optimizing the chassis to match the new engine and tires. Testing over rough roads, sand hills and slopes as steep as 35 degrees gradually established chassis dimensions effective for recreational riding as well as agricultural work. Laid out in the shape of an isosceles triangle with the footpegs located outside the triangle to optimize control, the ATC design was unique enough to let Takeuchi patent the arrangement.

Exhaustive testing brought other lessons to light as well. Using a thumb throttle instead of the typical motorcycle twist grip let riders shift their weight for optimal vehicle maneuverability while maintaining precise throttle control. A rear differential was considered, but discarded when a live axle performed better. Though suspension is an integral part of the modern ATV, Takeuchi's original balloon tires soaked up rough terrain best by themselves. Exerting less pressure on soft or sensitive terrain than the average human foot, those tires let the vehicle go places others couldn't, leaving little or no evidence of their passing-an advantage that looms large in hundreds of modern ATV applications.

The 1970s: The World's First ATC
Officially introduced to America in 1970, the US90 sent its 7 horsepower through a dual-range four-speed gearbox with automatic clutch, and sold for $595. It was renamed the ATC90 later that year as Honda trademarked the ATC name. Three models carried that Honda ATC monogram through the 1970s. The ATC70 gave younger riders a scaled-down version of the fat-tire experience. And by the end of the decade, requests for more power turned the original ATC90 into the ATC110 in 1979. The ATC was as evolutionary as it was revolutionary from the beginning.
Good as the original fat tires were on snow and sand, they were vulnerable to punctures from things such as stubble from harvested crops. The fact that those original tires weren't repairable compounded the problem, so a fabric carcass was added, and steel hubs replaced the first hubless wheel design in 1975. Tougher, color-impregnated plastic fenders were added in 1975 as well.

Though it was primarily a recreational vehicle through the '70s, farmers were beginning to see the ATC as a tool to make their lives easier. Honda engineers followed their machines into the field, gathering data to guide the machine's natural adaptation to a rapidly growing market. The ATC was as capable at labor as at leisure, and America was catching on.

The 1980s: An Expanding Marketplace
Moving into the '80s, the two arenas looming largest in the ATV lexicon were utility and racing. The popularity of utility usage was easy to understand. On the farm, a tractor cost exponentially more to purchase and maintain, and an ATV uses 8 percent of the fuel necessary to feed a tractor. Consequently utility usage exploded in the 1980s and ATVs became multi-purpose machines, serving both recreational and utility purposes. This multi-purpose usage grew from 30 percent of total usage in 1985 to approximately 80
percent of today's ATV market.

Introduced in 1980, the ATC185 was popular among utility users. Rolling on larger, 25-inch tires that afforded improved traction, the 185 featured a five-speed transmission with an automatic clutch, and a 180cc four-stroke single-cylinder engine that was considerably more powerful as well. Though designed to split its duties more or less equally between work and play, the 185 set the stage for Honda's first purpose-built utility ATV two years later.