My last week before I retired, I decided to ride the moto to work. People expected it of me and I enjoy the ride.

It was December, with temperatures down around 15f (-9.4c). I suited up and went out to the garage. The bike had been plugged into a tender, so the battery had a full charge; the engine cranked over, but it wouldn’t start. Growing increasingly frustrated, I pressed the starter button repeatedly, for longer than perhaps I should have. Nothing. not a pop.

Then I noticed smoke curling up from beneath the seat. I tore the seat off and saw flames and oily black smoke coming from the hot lead of the battery.  I was able to put it out quickly and pulled the battery out, just to be safe.  I took the truck to work. Got there late. I guess people expected that of me, too. What were they going to do – fire me?

 

 

 

 

I was sure I had a short at the starter motor or at least the relay. It would probably take some disassembly to get at things. My poor eyesight makes wiring difficult and it was too damn cold to be working on the bike. I kept putting it off, not at all enthusiastic about diving into what was apt to be an involved and frustrating project.

My friend, Russ encouraged me to get off my butt and fix my bike. He even volunteered to come over and help me get it sorted. It was late spring, the weather was fine. I really had no more excuses.

 

I stripped the tank and side covers off the Triumph that evening and Russ came over the next morning. We used the multimeter to check for a short in the battery cable.

 

 

 

 

 

 

 

We found infinite resistance between the cable and the frame, tending to rule out a short. Next we checked the positive cable to the starter relay and found insignificant resistance, indicating continuity. We did the same for the positive lead for the starter from the battery to the fuse box with the same results. A visual inspection revealed the cables looked undamaged. The only indication of overheating was the plastic cover for protecting the positive terminal, which was partially burned.

 

 

 

This sparked a suspicion. I had gone on-line and found numerous accounts of melted battery posts (mostly newer Harleys) caused by increased resistance at dirty or loose connections. Inspection of my hot leads showed tarnish where they bolted to the battery. Hmmm.

We sanded the posts and the connections until they were bright and shiny, smeared them with dialectic grease and carefully bolted them to the battery. I turned on the key. No smoke leaked out. I cranked it over. The posts didn’t get hot, still no smoke.

 

 

 

 

 

 

 

 

 

 

Cautiously optimistic, I drained the old gas into my lawnmower, reinstalled the Triumph’s tank on the bike and poured in a gallon of fresh gas. Crossing my fingers, I pushed the starter button. The bike fired right up. The leads from the battery remained cool to the touch and smoke free.

 

 

 

We buttoned it back up and put my tools away. Russ and I pulled on our riding gear and went for a test ride. We stopped in Odell for lunch at the Mexican restaurant, checking to verify all remained well.

 

 

 

 

 

 

 

 

 

 

 

After lunch, I stopped at the Chevron and topped off the tank, then followed Russ on the back roads of the middle valley. I put almost fifty miles on the bike. No problems emerged. It was glorious.

I felt a little foolish, having left the bike parked six months because of a bad connection, but was elated to have it roadworthy again. Thanks Russ!