Kevin Cameron and Mark Hoyer pick a few of their favorite motorcycle books and tale about what makes these titles so great. Are these books part of how Kevin Cameron knows so much? Engines, riding technique, high performance mods…check out the show to hear the list.
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00:00 Welcome to the cycle world podcast. I'm editor in chief, Mark Hoyer. I'm with technical editor,
00:04 Kevin Cameron, and we got a real barn burner for you today. It's books. Books and books are
00:11 important, right? Um, what are a bunch of words on pages? There's, um, we love motorcycles.
00:17 Therefore we love motorcycle books. Not every book we talk about today will be specifically
00:21 related to motorcycles. If you're a Mark enthusiast and you love triumphs or you love
00:26 Kawasaki super bikes, or you want to know about, uh, the super book bike book that Kevin wrote,
00:32 all really great stuff. Um, we're here to find out these are basically, we have five,
00:39 five, six books that are essential reads. And, uh, the bulk of those are Kevin's.
00:44 This is, these are books that helped make Kevin Cameron who he is. And is that good? Yeah,
00:53 of course that's good. And they might be technical, but they're, they're also understandable. And they,
00:58 they will form a basis for loving and understanding motorcycles, um, expanding that and making your
01:04 relationship with motorcycles better. I feel, and certainly we've all benefited from,
01:10 from Kevin and these books. Um, quick shout out to the dictionary, which has all the words in it
01:17 of every book ever written. You just got to organize them in the right direction.
01:22 Right. Order. Sorry. Anyways. Um, Kevin books.
01:26 When, uh, when I was a dismal college student, uh, I was a dismal college student too. Yes.
01:38 At sea on a, on ocean of knowledge, I needed an Anchorage and I went up the street
01:47 to Bentley publishing company and everyone had gone to lunch except one person. And I bought
01:53 this book. This is the high speed internal combustion engine, uh, by Harry Ricardo,
02:05 who was an English, uh, internal combustion engine pioneer. And he was asked in the 1920s
02:14 to write a readable book about IC engines. And the wonderful thing about this book is
02:24 Harry was bad at math. His advisor told him go into experimental work. Your math is,
02:31 Oh, I still have a chance. Yes. And he went into experimental work with, with a vengeance.
02:40 And when he wrote this book, uh, it explains everything in words. You don't encounter, uh,
02:48 an equation, every two paragraphs that you look at and think, yeah, I'll get to that one day.
02:54 Yep. Um, and you can pick a subject and just read about that and put the book aside and take it up
03:05 another day. It's not a compelling narrative that you can't put down. It's something that you can go
03:12 back to. And I do because he had so much experience, uh, in engine design and engine testing.
03:21 And it comes out in this book as a very deep experiential knowledge. And that's what we're
03:29 all looking for is experiential knowledge. And this is a storehouse of it. Um, we're not
03:38 necessarily going to be, uh, measuring, uh, combustion pressure microsecond by microsecond,
03:46 but we're going to get a, a handle on all this sort of stuff because it increases your enjoyment
03:55 of the machine. It does. I have, this is my copy. This is a third edition. Uh, this is 1941
04:02 and it's still relevant today. And as you say, you can pick it up and you can read specific topics.
04:08 We should talk about what those specific topics are. Um, I think owning or
04:14 as with Ricardo and as with Kevin Cameron, it's woven. The, the understanding is woven
04:24 into your being and the thinking about it. And that's how you guys write relatably.
04:32 Ricardo writes it relatably because a, he's bad at math and he's not going to hide behind an
04:36 equation that lasts three pages and you own it and you can write it in that clean, muscular prose.
04:44 And I think, I don't know, I would like to get your opinion on this. I think the technical books
04:50 sort of, I don't have a lot of experience before say 1920, but technical books from,
04:56 you know, 1920 into say early sixties at the, maybe at the latest, there's a writing,
05:03 there's a, a leanness and beauty, like a density of knowledge that's coming forth and, and conveying
05:12 it. There's a kind of writing, particularly I feel like in the forties that was just absolutely
05:17 clear and spectacular. And we, I'm not sure we're there anymore. What do you think?
05:22 Yes, yes, absolutely true. Because what has taken the place of that kind of writing,
05:29 which was directed at everyone is what I would call professional prose. They use as many big
05:37 words as they can and they construct sentences in a manner that's not always easy to understand.
05:48 And it's jarring. It's unpleasant.
05:52 It's performance writing. It's sort of like, look at me flex, look at what I have.
05:57 Well, yes. Technical papers today are actually advertisements for consulting services.
06:06 They are not intended to inform the public or even to inform one's professional peers.
06:12 And I had this brought home to me one day when I went to have a conversation with a Japanese
06:20 engineer who was associated with, what was it? XP2, the HCCI two-stroke off-road.
06:30 The Honda activated radical combustion. So it was essentially a two-stroke type of engine.
06:36 They called it a three-stroke because activated radical is turning off the spark
06:41 and having the active radicals in the combustion chamber under compression. It's sort of diesel-y.
06:49 A thousand points of light and it ignites everywhere.
06:52 It's lighting a fire everywhere. Yep.
06:54 And it's spontaneous. So I handed this engineer some papers from this field.
07:03 And he looked at one that was by Earl Ryder, who was maybe the second employee at Pratt & Whitney.
07:09 And he looked up and he said, "These early papers have a special quality."
07:16 He said, "They're written to inform and they do. They tell you what they've learned."
07:24 Yeah. And that's what I would say about these,
07:28 frankly, antique books. They're written in an antique style, but it's very readable. It is not
07:36 professional obfuscation. Right. And that's what's so essentially true
07:44 about the Ricardo book, High-Speed Internal Combustion Engine.
07:48 It's so full of information and it's written in a relatable way. So what are some of the things?
07:55 Two chapters on mechanical design. Yeah.
08:01 There's a chapter on supercharging, another on two-stroke engines.
08:04 Up at the top, we have a discussion of both spark ignition, which is
08:12 the familiar gasoline engine, and compression ignition. There's a chapter on piston-aero
08:20 engines, which particularly interested me when I first had this book.
08:24 I have found this to be a continuing conversation with Harry Ricardo.
08:37 And one of Ricardo's contributions was to see to it that auto manufacturers and
08:45 motorcycle manufacturers worldwide understood what squish was. Squish was invented in a lot
08:53 of places by a lot of different people, but he brought it into the mechanical engineering lexicon
09:00 as a useful concept and it has remained so to this day.
09:05 Well, it's essential. And so just to give people a quick snapshot, squish is where
09:11 the piston is coming up to the cylinder head and we would have a squish band in almost every
09:15 overhead valve engine that we're running, overhead cam, pushrod, whatever. But there's
09:20 a band at the edge of the combustion chamber where the clearance goes, say 40, maybe 30 thou.
09:26 So very, very minor. And the piston comes up and shoots the mixture into...
09:32 It squishes it out.
09:34 Yep. It squishes it out. That's why it's called squish. And it goes into the center
09:38 of the combustion chamber and it gets lit by the spark plug and it homogenizes the mixture
09:43 and makes it burn more evenly.
09:44 And it's turbulent. So the flame kernel is broken into pieces and shredded and distributed to all
09:52 parts of the charge.
09:54 And Ricardo laid that out for us. He had the Ricardo head on flatheads. Flatheads,
10:00 they were fine, but they have these massive combustion chambers because the valves have
10:04 to be on the side and then you have to have a circular piston and it's forever. And so
10:10 he's the guy who squished that stuff and shot it toward the spark plug, the end of the chamber
10:16 with the spark plug over the piston.
10:17 Students of history will recall.
10:20 I know. Oh God, weeds, here we come. But so that's... So squish isn't really important.
10:29 I mean, it's essential to us being able to even ride motorcycles today with emissions
10:34 regulations and getting fuel economy and getting the response that we want. It's essential,
10:39 but Ricardo put it into a book and along with all the other things that were essential about
10:46 combustion engines and laid the groundwork. And I think one of the most fascinating things
10:52 that I've observed over the years is that some people in very high places don't read
10:59 the book. They clearly not read the book. And I know this is way out there, but I have
11:06 an engine designed by Ford in the 1950s in a thing called a Thames Van. It's an English
11:11 Ford van that all the guys use for the continental racers use for racing. Like if you were in
11:16 1960, if you were hauling your banks around, you use the Thames Van. And in the Thames
11:21 Van is a Ford console, a 1703 in line four, that is an overhead valve engine. But the
11:27 valves are halfway over the block. The chamber goes on to the block. It's like, yeah, we
11:32 got overhead valves, but let's use a flathead combustion chamber. Like people don't read
11:36 the book. Like read the book, man. Like even now, even now, if I were talking to a young
11:43 engineer who wanted to get into motorcycling, it would be get Ricardo's book, find an old
11:48 version and you can get new print. You don't have to find this expensive third edition
11:52 or whatever. It's being reprinted. You can get a reprint of the high-speed internal combustion
11:57 engine for very low cost. Are there other chapters? Like, you know, I would, if there's
12:05 something that's essential to you in that book, is there one thing that you could pull
12:10 out that is a specific topic that you thought was most important? If it's squish, we already
12:14 talked about it. If it's not, what do you got? Well, one of the things that's important
12:20 to understand is fuel air mixture. What are the correct proportions? Now it turns out
12:29 that to burn up all the hydrocarbon fuel consists of hydrogen and carbon in a kind of tinker
12:38 toy structure. It may be in the form of long chains. It may be in the form of branch chains.
12:43 It can be in the form of rings. But it's all made of hydrogen and carbon. And if all
12:50 the hydrogens and all the carbons burn completely to water and carbon dioxide, we've all seen
12:58 water dripping out of the tailpipes of cars that have just started up from cold. That
13:03 is a product of combustion. So is carbon dioxide. If they are all consumed and there are none
13:11 left, where's my partner? Oh dear, I'm all alone now. That's called chemically correct
13:18 combustion. But a maximum power mixture is a little bit rich from that. And the reason
13:28 that it gives more power, even though there are leftover fragments, is because it increases
13:34 the number of molecules on the right-hand side of the combustion relationship. You've
13:41 got more molecules beating on the piston, you've got more power. And then as you go
13:47 richer, what's happening is the excess fuel that cannot burn because it cannot find oxygen
13:54 partners takes away heat but contributes nothing. So power falls off as you enrich beyond best
14:04 power mixture. Same thing if you go in the lean direction. You can make a very economical
14:11 engine by going leaner than chemically correct, but you can't make a lot of power. A lot of
14:19 the automobile economy cycles are based upon running very lean. But both too rich and too
14:31 lean slows the combustion down because you're not getting maximum heat to heat the rest
14:39 of the mixture around them to the fire point so that the flame will spread rapidly. So
14:46 that's why there was vacuum advance built into cars a long, long time ago because you're
14:53 chugging along at a low speed and it's taking longer to burn the mixture. And by advancing
15:03 the spark, you could achieve better highway economy. And I think that getting a fundamental
15:11 understanding of the mixture and then relating that to the method we used to have of measuring
15:19 the mixture, which is looking at the spark plug, those two fields reinforce each other.
15:29 Sure. And reading the spark plug, yeah, we have an O2 sensor. I have a Wi-Fi O2 sensor
15:36 and I can watch the mixture in live time. It's better than reading the spark plug because
15:41 you can't read spark plugs anymore anyway because our gas doesn't have enough junk in
15:45 it to layer on there. But that, yeah, so that's all the thing is, is everything that you just
15:51 said there about combustion, obviously you've spent a lifetime studying this, but it's found
15:56 in the Ricardo book. Like every piece of the way that it works, all the fundamentals were
16:03 laid down there and it's still relevant today because we're still lighting the fire. We're
16:08 refining, we're continuing to refine that. So it is an essential, I feel an essential
16:13 book and I know you do. Yes, I do. Of course, I do want to say something
16:19 to the electric bike people who regard this all as being beside the point now and aren't
16:27 we idiots for continuing to talk about it. But the likely fact is that the internal combustion
16:33 engine will be with us for a while yet because there's so much infrastructure. Nobody's going
16:38 to throw away entire factories overnight. Right. And they are exceptionally clean compared
16:44 to where we were. Absolutely.
16:47 Yep. And the amount of energy, light in the fire, there's a ton of energy and we're keeping
16:54 tailpipe emissions low through the advancement of technology.
16:59 Yes. All right, I'm going to throw a book out
17:02 here. We're going to move on to the next one. This one's actually by Kevin. It's the Sport
17:08 Bike Performance Handbook. I reviewed this book when I was with Cycle News when it came
17:15 out and I got to interview Kevin Cameron and he explained how he sat on the other end of
17:19 a fax machine and waited for blobs to come out of the, you know, when the heat faxes
17:24 when they come out and the paper would curl. And he says, "I don't know, they kind of treat
17:29 me like I'm just out here and they wrap on the cell and they stick a piece of food through
17:34 the cell and I'm supposed to digest that and turn it into something." And I was like,
17:38 "Wow, smoke them if you got them, buddy, if they don't hassle you with anything but
17:41 doing that, that's great." The Sport Bike Performance Handbook has a lot of really good
17:45 stuff in it. It's old now. I mean, it is 20, probably 28, 27 years old. But the fundamentals
17:52 in there are very important. Maybe the ignition, we could tell like, "What's an ignition
17:56 advancer?" You know, you have, you talked about ignition advancers and stuff. And we've
18:00 come a long way in electronics and sparking and even in fuel delivery, the complexity
18:04 and beauty of an EFI system now and the precision and how many sensors we have is all changed
18:10 from when the book was made. But exhaust pipes, the exhaust pipe chapter, you know, still
18:18 highly relevant. One of the takeaways that I got out of the book was, it's a little kernel
18:24 in there, but it says, "Use your natural curiosity." And I think this is like the
18:30 Kevin Cameron motto, like, that should be the Kevin Cameron shirt, "Use your natural
18:34 curiosity." Now, Kevin's probably more naturally curious than some of us, and he's also able
18:39 to focus on things and remember things. He's taken notes his whole career, but using your
18:44 natural curiosity should really be your essential approach to your motorcycle in every regard.
18:51 When you're washing it, be naturally curious about it because you're going to observe
18:55 something that's wrong with it. I remember this from oil change. You know, you said,
19:00 "Oh, here." When you're changing your oil, use your natural curiosity. Use a really
19:05 immaculately clean container, drain the oil out of your motorcycle, and look at what's
19:11 in the oil. Let the heavy things settle out. Are there shiny, brassy swirls or other dangerous
19:17 looking silver swirls, and what could that possibly mean? And that's one of the things
19:23 that I got out of this book. But literally, this book, I get asked, "Well, how could
19:29 I become a motorcycle journalist? How can I do that?" And this is honestly the book
19:34 that I refer people to because it gives you an understanding of all the things that you
19:40 should be thinking about when you're looking at the design of a new motorcycle. It's
19:46 that simple. There's a part in there that I felt was of particular relevance, and that
19:56 is adjusting the controls on the motorcycle to suit you. Because I've seen people with
20:03 their hand levers up so that they're getting a cramp in the back of their wrist. Or people
20:13 who have their brake pedal too high, or who have their handlebars in a strange location.
20:21 And I think in the present day, there is this feeling that I don't dare touch my motorcycle
20:28 because I don't have the training. Well, it was set up by an expert, but it probably
20:34 wasn't. The dealer could have put that together, and it's some guy who's hung over and like...
20:39 He gets a flat rate per crate, yes. Right. He's got to get going.
20:43 Yep. So I think that that is something that is so often, too often neglected, is making
20:52 your motorcycle actually comfortable to operate. So that you're not straining some part of
20:59 your body or attempting to be what a former rider of mine said was the Japanese idea of
21:08 the average American, six feet tall with 18-inch legs. You make yourself comfortable on the
21:16 motorcycle and you're automatically a better rider because you're more at ease. You're
21:23 not using part of your brain to strain yourself into an unnatural posture.
21:30 Yeah. So to me, Sportbike Performance Handbook is essentially... It's like... It's channeling
21:38 so much of the fundamentals of Ricardo into a directly motorcycle-related book and extending
21:46 that to all other elements of the motorcycle. So the thinking is there, and I think the
21:50 writing is there. I've been reading your writing for a very long time. I've been reading it
21:57 professionally for 25 years. It's very crisp. And then I want to show, if I can, show people
22:06 one thing about this book that I love spectacularly. I'll do my best here to relate the exposure
22:12 and get what we can here, but that's a hand-drawn... That's by Kevin Cameron, pencil, paper, about
22:20 how suspension works. Just get a copy of the book and check it out. But it's the accumulator,
22:24 reservoir, rebound damping, trim needle. If you overlaid a piece of tissue paper and trace
22:30 this yourself, you would know exactly every part in a shock absorber, and you could learn it just
22:36 by spending that time. Sportbike Performance Handbook. It's out of print. It's still out
22:42 there. Some of them are expensive, but you can still find a bargain out there, and it's absolutely
22:47 worthwhile. All these books that we're recommending are out of print, or they're
22:53 special in that regard.
22:55 Special. Absolutely. Show me what you got. What's up next, Kevin?
23:01 Well, I actually came to this one first, Tuning for Speed by Phil Irving. Phil Irving was one of
23:13 the two Phils who created the post-war Vincent Twins that so many people consider to be gold.
23:25 They were remarkable motorcycles because they were able to package a V-Twin into quite a compact
23:35 vehicle.
23:36 So many interesting ideas there.
23:38 Yes, and no less a person than John Britton said that his carbon fiber chassis was inspired by the
23:53 Vincent. Phil Irving wrote a lot. He never had much money. He did a lot of journalism-type work
24:05 to earn money on the side. I believe that Phil Vincent fired him once for wanting 20 shillings
24:16 more a week or something, but there was a class barrier there too. But the thing about Tuning for
24:25 Speed is this book does not tell you how to get your 1,000cc transverse inline four to 200 miles
24:34 an hour. This is a vintage book, but the concepts remain eternally true and correct. So I feel that
24:48 this is an entertaining book to read. It's an informative book, and it is not out of date
24:55 because what it's talking about is principles and not how to twiddle the knobs on a particular
25:01 velocette.
25:01 Yep.
25:02 Is there something specific that you would pull out of there to use as an example for people?
25:10 Well, one of the things that all of these older English books contain is hand-drawn illustrations.
25:22 And hand-drawn illustrations have a way of directing your attention to what's important
25:30 that a photograph cannot do. And of course, the companion volume of Phil Irving's is
25:39 Motorcycle Engineering, which is a more formal treatment.
25:44 Oh, you mean this one? Yeah.
25:46 Yeah.
25:46 Oh, I see. Yeah.
25:47 These are conversationally written. You don't get the impression that someone is lecturing down
26:00 to you. No one is saying, "That is beyond the scope of this text."
26:08 Well, it's really inviting. It is inviting. What I despise about some manuals for motorcycles and
26:15 cars is that they don't give you the sliver of the true cross that you're looking for.
26:20 This is an automotive-related subject, but speak of mechanical fuel injection on my
26:26 '74 Alfa Romeo 2000 GTV, I had three manuals that would not tell me how to adjust the bell
26:34 cranks. It was mechanical injection. I had to go into God knows where and make protractors with
26:40 paper and all that because they didn't just write it in the book. And this writes it in the book.
26:45 Again, it's not model-specific information, but it's fundamentals that help you understand.
26:53 Choosing the valve layout, all of those things. There's a section on welding. Here's welding.
27:00 Here's the reason you would pick alloy bronze to be an insert in your broken crankcase. Machine
27:12 out the crankcase. They give you all these things on fundamental ways to repair. And again,
27:17 it's super in the weeds kind of stuff. But if you want to embrace the motorcycle, you just keep
27:24 digging. When I had my RD400 when I was 15 and a half, I didn't know how to change a clutch cable.
27:32 I had an idea that it wouldn't be that hard, but I didn't know how to do it. And now I do.
27:37 Now I want to shrink. I had to, on my Velocet, shrink in. And that's not for everybody, people.
27:43 Don't go buy a Velocet. But yeah, two spectacular books. The Phil Irving book,
27:50 the Motorcycle Engineering book is a great nightstand reading. Again, you don't have to
27:56 read the whole thing. You just pick it up and like topic, you have the heading and you just dive in
28:01 and you get a little cookie of knowledge that you can sleep on and wake up. And then hopefully it's
28:06 embedded in your brain forever. They are that kind of book that can be a continuing conversation.
28:15 Yeah. I have one that's on the soft side because all this talk of squish and combustion chambers
28:23 and tuning and spark advance and blah, blah, blah, weeds, technical awesomeness. We're here for it.
28:31 But this is by Nick Einatch and it's sport riding techniques because what good is the
28:36 motorcycle if we're not riding it? If we can't throw the clutch and do a wheelie or drag our
28:41 elbows and turn eight at Willow Springs, what good is the motorcycle? And so you want your
28:45 motorcycle to be well-tuned, well-modified, in good condition, the chain adjusted right.
28:51 You want to have the right valve layout. And not that you're cheesing it, but you want all of those
28:58 things. But we're here to enjoy the motorcycle and refining your techniques, refining your braking,
29:04 refining your interaction with the motorcycle, your steering inputs. One takeaway that I've had
29:11 from Einatch riding schools and the book is your grip on the bars and your position on the bars
29:19 and how your arms, you have to think of your arms as an extension of the front suspension.
29:24 That if you ride with your arms locked rigid, you're not letting the front of the motorcycle
29:29 do what it does. And it's just something there are probably plenty of people out there, like if you
29:35 talk to Freddie Spencer, that probably came naturally to him. But a lot of people get on a
29:40 bike and they want to squeeze the toothpaste out of the grips because they're learning and they're
29:43 a little afraid. And if you have someone tell you specific things to do and try in a very clear and
29:50 precise way, like this book does, it's a spectacular boon to your enjoyment of riding and in your life
29:57 with the motorcycle. Mike Baldwin told me about losing the front end at Suzuka in the six hour,
30:07 eight hour. And he said, I felt the bars go light. And I thought friction will save me
30:18 if I just don't do anything. And he said, I must've gone 200 feet like that. The front tire probably
30:28 leaving a black mark. But he said, because I didn't make a sudden movement, I carried on
30:35 undamaged. I didn't do that at the Suzuka eight hour, but I did it on a CBR 900RR launch where
30:46 they made custom slicks for the 16 inch. It was back when the CBR 900RR had a 16 inch front wheel.
30:52 They made custom Bridgestone slicks for the press launch to show us how the chassis had evolved.
30:56 And it was my first time on slicks. And I was like, this is absolutely spectacular. And a slick
31:02 is so great entering in a corner because there's no, there's no pattern in the tread to cause
31:07 movement. So you just, right. There's no. And so you had this sudden, like a massive amount of
31:12 information and knockout grip. And I just was like, this is amazing. And I kept putting it
31:17 in, into the corner harder and harder and harder. And then the front let go in a way that I'd never
31:22 felt before. And I did, this was not, this wasn't me thinking like friction will save me. This was
31:27 like freezing. Cause I didn't know what to do, but I thank God I didn't panic. You know, luck
31:31 makes me, but it did. I went and the bike pushed several feet and then it just slowed down and
31:40 continued to turn. And that was, you know, this, that was studying rider technique,
31:47 reading and thinking about it outside of spending hours and hours riding the motorcycle.
31:52 Yeah. So I think that there's of course value in the, there are all these books you can buy about
32:00 how in 10,000 hours you can be great at anything, but I think that it's going to be easier to be a
32:07 good motorcyclist. If you have some understanding of what you're doing and that might have something
32:15 to do with why air force pilots don't get in fighter jets, unless they have an aero and astro
32:23 degree from a university. They aren't interested in quick wrist guys who are going to say, oh,
32:29 I didn't know that, but Hey, there's 27 other planes here on the flight line. Can I just get
32:34 in one of them? There's a good column of smoke behind the guy. So I think that it's, it's very
32:46 desirable to have a balance of well, in a way it's getting an idea of what to expect when other
32:55 people talk about motorcycling and you read it, that's a conversation of a kind because you need
33:04 understanding. We all do. And Nick I notch is a, has been a good writer for years as he'll tell
33:14 you. And he's a character, but these are real, these are real and useful techniques.
33:25 Yep. Yeah. I think, you know, um, I think final shout out to your body of work over your career
33:34 and the conversations, because in reading all your work and reading these books,
33:39 you're putting together, you've, you've put together an understanding and then your ability
33:46 to translate that technical stuff into something we can get a grip on. And also I think it teaches
33:53 a manner of thinking because when you back off from a topic and you say like, think about what's
33:58 actually going on and you write that. And so one time in our conversations, you were talking about
34:04 mixture and prep mixture pressure. And that, you know, when the throttles relatively close,
34:10 there's a lot of vacuum where the fuel is going. And when you open the throttle,
34:13 you're actually changing the air pressure in the intake. And if the motorcycle is cold,
34:20 any vaporized drops can actually go back into turning new, new, uh,
34:23 yeah, they come into big globs again. And that's why the bike bogs when it's cold.
34:29 And you open this like the condensation you see at the wing tips in certain atmospheric conditions
34:36 on a commercial airliner, you can see that condensation for the same reason. It's a low
34:41 pressure area and that's principles. And that's most of these books really concentrated on
34:47 principles. And if you can weave that into yourself and take little, I tape, I, you know,
34:53 I'm still learning. I'm, you know, I don't have students here. Right. Um, and that's, what's great.
34:59 So these are the books. Like if you don't have these books, go get these books. Start with one.
35:03 I would start with the internal combustion engine by Ricardo, find the high-speed internal combustion
35:07 engine and use that and then get another, you know, move on to motorcycle engineering or something
35:13 like that. And, um, enjoy your motorcycle more. That's it for today, folks. We're going to,
35:20 we're going to wrap it up here. Uh, if you like what we're doing, like, uh, please comment and
35:26 tell us what you'd like to hear about. We'll check it out and we'll bring it to a program
35:30 potentially. And, um, that's it for now. Thanks for joining us.