This bowie knife review of an American icon explains what made the bowie knife so deadly that some states in the first half of the 19th century passed legislation that made killing a man with a bowie knife a felony, even if the killing was self defense.
Note how massive the Alamo Kukri House bowie is. It’s another 12 ounces heavier than a Cold Steel Natchez bowie that is oftentimes refereed to as a short sword. The bowie knife above the Alamo bowie knife is the exquisite Mark Morrow Arkansas fighting bowie. In the 1830’s and 1840’s when it came to a duel this much lighter and livelier bowie was the preferred style because it was far more deadly than much heavier bowies.
Click on the picture above to watch the video
Real Cognoscenti of exquisitely made knives oftentimes regard Bill Bagwell’s custom Bowie knives as the finest fighting Bowie knives of all time.It costs a minimum of $2000 and a 2 year wait to get one of Bagwell’s masterpieces. But Bill Bagwell is also hugely successful at self promotion. In fact, he’s so good at it, that I’m almost certain that almost anyone who reads Bowies, Big Knives and the Best of Battle Blades will wind up believing nearly every word Bill writes.
The book makes fascinating reading, however. But the real question is, is the bowie knife as effective as Bill claims it to be?
Bill claims for example that the back cut makes the bowie knife such an awesome killer of men.
Bill’s theories on the incomparable lethality of the back cut are not, however, substantiated by what I’ve found on the internet that might vindicate him. But they do make sense.
The Cold Steel Trailmasters are renowned for their very thick blades. The Cold Steel web site shows such knives being subjected to all sorts of abuse from being bent 90 degrees in a vice to being thrust through car doors, etc. Although the Mark Morrow Arkansas fighting bowie has a wider blade it much thinner than the Trailmasters. I doubt if it will withstand nearly the abuse. Nevertheless in my bowie knife review , the Mark Morrow stands supreme as a fighting knife par excellence.
Note how massive the Alamo Kukri House bowie is. It’s another 12 ounces heavier than a Cold Steel Natchez bowie that is oftentimes refereed to as a short sword
Above is the Cold Steel Trailmaster in Japanese San Mai steel. Below, the Mark Morrow hand made Arkansas Fighting bowie. The Cold Steel is a survival knife, one of the best there is with its 3/8th inch thick blade. It’s great for splitting logs, making shelters, etc and with its razor sharp edge, not bad in a self defense role also. The Mark Morrow Arkansas Fighting bowie feels lighter than the Trailmasters yet it weighs nearly 2 ounces more. It has a razor sharp false edge for delivering lethal back cuts. The blade is also wider than the Trailmasters so its going to make a larger entry hole in an adversary. But the Trailmasters will stand up to a lot more abuse. The Arkansas fighting bowie’s main reason for its existence is to kill people. Whereas Cold Steel designed the Trailmasters to excel in the woods.
Notice the hammer marks along this topside of the Mark Morrow Arkansas Fighting bowie’s guard. Such hammer marks also appear all along the back side of the blade as well as on part of the blade itself. Mark did this on purpose to give the knife a great antique finish. There is nothing quite like the feel of a custom knife from a true craftsman.
I had to find out, and it was my quest for finding the truth that drove me to making this bowie knife review video.
To put Bagwell’s theory to the test. I inflated several balloons and bought several small plastic water bottles
What separates true Bowie knives from other edged weapons is its ingenious point design. This design incorporates a sharpened false edge on the back side of the blade that extends three to four inches down from the point. Bill contends that the full force of a blow delivered from the point and this back edge is concentrated into such a small area that devastating things happen instantly to an adversaries body parts receiving the blow.
After reading Bagwell’s book and seeing one of his you tube videos, I started imaging a man’s intestines being ripped open with terrific force
that will spill his guts out onto the floor as easily as a gunnysack of oats would spill its contents at the slightest cut. Such thoughts never left my mind, and I wound up doing my own bowie knife review to determine if this were at all plausible.
But I had to wait a year and a half to do my own Bowie knife review because I had just ordered a Mark Morrow hand made Arkansas fighting bowie, and I wound up having to wait SO LONG to get it.
During this long wait I bought a Japanese made Cold Steel Trailmaster in San Mai laminated steel even though I already had an American made Trailmaster in Carbon V steel that’s been with me for twenty years.
But the wait went on and on so when I found out that Kukri House was offering a limited production run of just 25 numbered Alamo style bowie knives I shot my order into Nepal right off.
Five weeks later, the Alamo bowie arrived at my Thailand condo. It’s a massive knife with an 11 inch blade that weighs 34 ounces. That’s just as heavy as two of my Nepalese Kukris. Everything about the Alamo bowie is first rate. The handle feels terrific in the hand. The knives lines are simple and beautiful. Its steel has that wondrous ring to it that many excellent steels seem to have.
In the You Tube bowie knife review I talk about how Confederate Civil War soldiers started off carrying huge bowie knives as their secondary weapons.
I allude to how such Confederate soldiers bragged to one another about how “My thing is bigger than your thing”.
The typical Confederate Bowie knife was so large and heavy that soldiers usually wound up discarding them.
Civil War soldiers on both sides resorted to using bayonets or the butts of their muskets for hand to hand combat. And so it would be with the Kukri House Nepalese Alamo bowie. It offers unparalleled power for separating limbs and heads But it’s too heavy to be carrying about for very long.
Civil War sabers and Bowie Knives could not compete with bayonets and the new cap and ball revolvers.
The six shot percussion revolver became the preferred weapon of most cavalrymen, particularly by such irregulars as Quantrill’s raiders. Such horsemen usually carried at least two revolvers due to their unreliability. While many of them carried as many as six revolvers at one time.
One of the reasons why a horseman carried so many revolvers is that they were unreliable.
Each revolver had six chambers. And each chamber had a nipple next to it on which the soldier placed a percussion cap. Among other things (such as the cap failing to ignite) a spent cap oftentimes fell into the revolvers mechanism. Thus causing a jam, and that such jams often occurred every 11 rounds or so. It would not be until 1873 that the Colt Single Action Army solved this unreliability issue.
Prior to 1836 soldiers typically carried flintlock single shot black powder weapons. A man had one shot, and that was it. Needless to say Bowie knives became very popular in those days. And if Bill Bagwell is to be believed, extremely deadly. But the Patterson cap and ball revolver of 1836 brought on enormous change. And Samuel Colt took the Patterson revolver and ran with it. Now a man had 5 or 6 shots at his command. Which caused a decline in the popularity of the Bowie knife as a defensive weapon.
I had to wait a year and a half for Mark Morrow’s Arkansas fighting Bowie knife. Only then could I do my Bowie knife review. I’d also for the first time do my own private investigation of the Bowie knife back cut’s lethality.
This bike could outrun a 650. I fell in love with one the minute I test road it for a single city block.
The little Yamaha RD 350 could easily outclass the Honda 350 CB. For that matter it could outrun most 650’s but its 2 stroke engine was a real gas guzzler
I had just driven my brother in laws Yamaha 650. The RD 350 felt so small, so compact in comparison. Although I preferred it to the Honda CB350 because of its handling and much faster acceleration, the Yamaha RD 350 was a 2 stroke. I read that it would only get 30 to 35 miles to the gallon. So I ended up buying the Honda CB350 because of its much better fuel economy and renowned 4 stroke reliability. Somehow the idea of a cruising range of less than 100 miles put me off. It still does.
These two bikes come from different eras. The Yamaha RD 350 from the 1970’s whereas the KTM Duke 390 is current. (2017). The Yamaha’s a two stroke twin whereas the KTM is an Austrian single cylinder 4 stroke.
The Yamaha SR500 beget the Yamaha SR400, the bike I’m riding now. The eye appeal of both is immense. Both bikes are kick start only. They are or were made in Japan. But due to Japanese licensing restrictions you cannot get the 500 version anymore. The modern Yamaha SR400 is now fuel injected. Other than that, it’s low tech. But back in 1978 the Yamaha SR500 boasted in the frame oil lubrication instead of a crankcase. Yamaha could mount the engine lower because of this. Improved handling is the result and enhanced reliability.
The Yamaha SR400 might be the best looking motorcycle sold in Thailand.
To some, the fact you must kick start it, sets you apart as a “real man”. It’s a great machine for threading city traffic. But it will only top out at around 80 mph or so. But no matter, the exclusivity of the Yamaha SR 400 puts it towards the top of the food chain.
Intended to quell the typical vibrations of 2 cylinder motorcycles such as the Honda CB350 twin, the 4 cylinder 350 was smooth but a bit short on power compared the CB350.
I wound up trading my Honda CB 350 for a Honda CB 450 that had 100 more cc’s and 9 more horsepower
I traded my CB 350 for one of these. The Honda CB450 had 45 horsepower compared to the CB350’s 36 h.p. Its performance was competitive to the 650 British twins such as the Triumph Bonneville. It was superior to the Honda CB350 on the interstate. Mine was good for about 100 mph or so. But on a two lane with lots of tight corners its heavier weight put it behind my Honda CB350.
Harley Davidson introduced the Sportster to stem the British Invasion during the 1950’s.
The 650 Triumph Bonneville was the benchmark against which all other 650 twins were measured
The British were fielding lighter, better handling, and cheaper bikes than Harley Davidson’s expensive cruisers with Triumph and BSA taking the lead. Harley engineered the Sportster as a cheaper and sportier alternative to such behemoths. Chuck Hawkes compares three competitive models in this 2001 review. One American. One British and one from the land of the Rising Sun.
In 1968 British 650 twins ruled the roost in U.S. motorcycledom. The Japanese would soon rule the market. But in 1968 Triumphs and BSA’s dominated the field of “Must have’s”.
With its low center of gravity and light weight (408 pounds), the BMW R65 was excellent in city driving. But it was even better on the highway. Equal to the much larger BMW 1000 c.c. twins. Those cost $6000. I got my 650 for just $3400. Its horizontal air cooled twin engine was and still is a classic. The Germans introduced this basic engine conformation back in 1923 with shaft drive. My BMW R65 had virtually no vibration at all up to 58 mph. But once I reached 70 mph all vibration smoothed out and the engine got smooth as silk. I could could cruise nearly 300 miles without stopping at a gas station. I once drove it 400 miles in one day with my girlfriend sitting behind me. The owner could easily maintain this bike by himself. And one didn’t even have a chain to adjust.
This is a great article on the outstanding virtues of the BMW R65 with a lot of excellent pictures. Robert Kim’s views reflect my own. This is just about the best all around motorcycle there ever was.
BMW K 100 RS– the fastest, best looking bike I ever owned.
Click on the picture above to get the video of a BMW K100 RS going 150 miles per hour on the German autobahn. My BMW K100 RS was a true classic motorcycle. It looked just like this one. Blue. The perfect color for the bike with the perfect body.
I did 220 kph on mine, then I chickened out. BMW claimed a 137 mile per hour top speed and zero to 100 miles an hour in 7 seconds. Some reviewers on the Internet claim the 1985 model K100 RS produced more than the 90 horsepower BMW claimed. And that the 1985 models were the fastest K100 Rs’s ever built. Well, I don’t know about that. But I drove my K100 RS on the old highway 66 near my farm at over 131 miles an hour. This stretch of the road was a bumpy two lane. There were side roads feeding into it and a steep overpass looming ahead of me. I would have to slow down to around 20 mph to climb the overpass. I don’t think any Japanese bike in the mid to late 1980’s could match my BMW K100’s all-around performance. It had an unmatchable chassis that provided exceptional stability. And it had great brakes. The K100’s four-cylinder engine arrangement was a one of a kind as it was turned on its side. No other 4 cylinder on the market could match this bike’s low center of gravity.
Driving the BMW K100 RS on the autobahn at 155 miles per hour by qno 1963
In Thailand the Yamaha SR400 is a chick magnet that offers great handling, sensational styling and exclusivity. The Yamaha SR400 is a 36 year old classic that’s, slow and expensive.
It’s a stone age relic that will take its proud owner back to the days of kick start only motorcycles. It comes fully equipped with just enough feel good vibration to become a fully addictive riding experience thanks to its having no counterbalancers or rubber engine mounts. Buy one here in Thailand and it will set you back 265,000 baht or $8300 U.S.
For that kind of money you can buy a 650 Ninja that offers three times the horsepower with far superior capability on the superhighway. But the Yamaha SR400 will get you more attention than you will ever get driving a Porsche, Mercedes Benz, or practically anything less than a Ferrari. Not to mention it’s being a chick magnet par excellence. At least here in Thailand. So when you look at the Yamaha SR400 that way the $8300 looks pretty cheap. Since obviously there’s a lot to like about the SR400 it’s time to analyze what it is, and what it isn’t.
The SR400 is not meant for American interstate driving
Two weeks ago I returned to my Thailand home from a month long visit to the United States where I rented a car in Denver and drove it to Las Vegas and back traveling through Colorado, Utah, Nevada, and Arizona. I noticed something I had never seen before while traveling through this section of the American West. An 80 mile per hour speed limit that I had never encountered before in Utah.
Having traveled a great deal throughout the American West I had noticed that the police never bothered me so long as I never went more than 10 miles an hour over the speed limit. That meant I could relax at speeds up to 85 miles an hour with no fear of the highway patrol. But now, at least in Utah, I could wind the rental car all the way up to 90.
The problem with the Yamaha SR400 is it probably won’t even get past 85 on its best day which leaves it hopelessly under powered out West on the interstates.
I had also noticed during this visit that my home state of Illinois had raised its speed limit from 65 to 70 miles an hour. Which meant that even at sedate Illinois major highway speeds the SR400 would be churning its guts out to keep up.
Let me put this in perspective. My first motorcycle was a Honda 350 CB. I had bought it in the early 1970’s. Were this same motorcycle available on today’s market at 36 horsepower, it would still be outclassing my new Yamaha SR400’s 24 horsepower. Even though it had 50 cc’s less engine displacement. But I’d still not elevate the old Honda 350 CB to the level of being a good superhighway cruiser. The 450 Honda CB I wound up trading it in for, perhaps, with its 9 more horsepower and 100 more cubic centimeters.
But although I had traded up for a more potent highway bike, the 450 simply wasn’t as much fun to drive on two lane highways and the back roads of Illinois and Missouri where speeds rarely went much over 60 miles an hour. The 350 was just light and agile enough to make the most fun out of the kind of roads I found that were away from the well beaten path.
In those days a lot of motorcycle owners were driving 350 and 450 Hondas as well as 650 Triumphs and Yamaha 650 twins.
When much more powerful four cylinder motorcycles replaced these classics, in my opinion, motorcycles started to get worse with each succeeding year.
For one thing they started to get butt ugly. The horsepower race was on as each manufacturer vied to produce more powerful bikes than its competitors. Those four cylinder engines got excessively large while offering far more power than what the average driver really needed.
Even worse, if such a thing were even possible were the seating positions offered by such latest and greatest performance machinery. In most cases one was offered a choice between having a cruiser styled motorcycle offering a low seating position with handlebars set far too high to offer the best controllability and the crotch rocket lean forward positioning of the sport bike.
Along with the Hunchback of Notre Dame riding style imposed by such new sport bikes came the canary perch passenger seat that sport bike owners now had to impose on their girlfriends.
The motorcycle manufacturers went on a crusade to sell ever greater performance in a never ending quest for bigger profit margins.
They targeted gullible buyers who actually believed that they needed either the style of a sport bike or the cocoon like seating position of a cruiser with more powerful engines than they needed to be.
Lost along with their far simpler engine designs and smaller engine displacements was that sense of style the old classics had. While two tiered sports bike style seats replaced the simple long single level seats that adorned the classic bikes of the 70’s. I call these new style seats Canary perches. That’s because a man’s girlfriend has to sit up high on the second tier seat like a song bird on a perch. On the old style one tier seats a man’s girlfriend could sit comfortably right behind the driver.
The Yamaha SR400 is a sensationally well styled motorcycle that looks better than just about everything else you can buy in Thailand today regardless of price.
But its gorgeous looks are really not much different from an early 1970’s Honda 350 CB or for that matter Yamaha’s RD 350 two strokes. The RD 350 in particular was a compact little rocket that offered impeccable styling. It could also compete successfully against much larger 650 four strokes such as the Triumphs, Nortons and BSA’s on the racetrack.
Yet, even such larger British built bikes shared a lot of styling similarities with the smaller displacement Japanese bikes that would soon take over the marketplace due to their offering superior quality at a much lower price point.
Combine the styling of a Honda or Yamaha 350 during the 1970’s with the larger British built 650’s with their longer wheel bases and you start to get a hint of what the Yamaha SR400 is all about.
First off, those classic British 650’s had chrome fenders, just as the Honda 350 CB and Yamaha 350 RD’s had. And whereas the 350 Honda typically had a 52 inch wheelbase, a 1973 Triumph Bonneville had a longer 56 inch wheelbase which made the 650 seem to be a longer and larger bike. As for the Yamaha SR400, it has a wheel base of 55.5 inches which helps it look a lot like a vintage Triumph Bonneville.
And like both Yamaha and Honda 350’s and the British 650’s, the Yamaha SR400 has chrome fenders. It also has the superior seating position of both the Japanese and British 70’s styled long seats that are on the same horizontal plane with the bikes’ handle bars. Such seats are infinitely more comfortable to what came later. They also provided great visibility as well as a feeling of being part of the bike and therefore in much greater control of it.
Now take a look at how fat the tires have been getting on the “high performance bikes” that big manufacturers like Honda, Yamaha, and Kawasaki have been duping the public into buying today.
A Ninja 650 has 17 inch diameter wheels whereas my Yamaha SR 400 has even larger 18 inch diameter wheels. But look at how wide that rear tire is on the Ninja 650. I suppose this is all in the best interest of offering great handling on the race track or getting the best zero to sixty or quarter mile times in a drag race.
Here’s some comparative stats between the wheel-tire setups of the Yamaha SR400 and the Kawasaki 650 Ninja. Tires on the SR400 are 90/100/18’s on the front and 110/90/18’s on the back whereas the front Ninja tires are 120/70/17’s and a whopping 160/60/17’s on the back.
Let’s now take a look at a bike I had once gotten to be very familiar with. This is the 1983 BMW K 100 RS.
The BMW could do zero to one hundred miles an hour in 7 seconds flat on its 100/90/18’s front and 130/90/17’s rear tire.
The Ninja’s got much fatter tires than the 1983 BMW had. It’s only a 650 though whereas the BMW 100 K RS had a 1000 c.c. four cylinder engine that produced 90 horsepower to the Ninja’s 71. I owned a blue BMW 100 K-RS exactly like the one you are looking at in the picture . I once had my BMW up to 220 kph although it would do more. The bike felt terrific cruising at 100 miles an hour.
My point is one doesn’t need monster wide tires to make a bike stable. The Yamaha SR400’s relatively long wheel base and its large diameter 18 inch wheels provides excellent stability, especially in the speed range this bike was intended for. I doubt it will go over 85 miles an hour and I wouldn’t be surprised if it barely exceeds 80. And being a one cylinder 400 without any engine counterbalances whatsoever or rubber engine mounts to cushion the bike’s vibration, the bike’s vibration is noticeable at all levels of the rpm spectrum.
Yamaha’s been making the SR400 since 1978
which is why my SR400 proudly sports an emblem that announces “Since 1978″. This bike has been reintroduced in September 2014 (at least here in Thailand) with fuel injection and an engine decompression setup that makes it easier to kickstart than earlier models. Yamaha could have put in an engine counter balancer or at least rubber engine mounts to tame the bike’s vibration. Yamaha instead decided to reintroduce it as a timeless classic warts and all.
Exclusivity of the Yamaha SR400
I’ve been informed that this year Yamaha’s only exported 50 SR400’s to Thailand and just 500 total bikes into the United States. What this means is here in Pattaya I’m just about the only guy that will be seen driving a Yamaha SR400 which gives it far more exclusivity here than a Harley, a Ducati or practically anything else. Its second measure of exclusivity is it offers kick start only. So in the minds of many, it takes a real special kind of man to buy a motorcycle that he must kickstart. And by special kind of man I don’t mean a wimp.
The Yamaha SR400 is a chick magnet par excellence, especially here in Thailand
Okay, now that you have established yourself as not being a wimp, you still have several other things going for you with this bike that you won’t have with many other bikes. First off, the Yamaha SR400 is utterly gorgeous. And everyone loves a gorgeous bike, especially women. Second, it’s a big single. It has a single piston and just one big cylinder housing the piston. That means a lot of straight on torque at low engine speeds.
The bike might not be very fast, but when you are driving at just 15 miles an hour at 2000 rpm’s and you suddenly give it the gas, that sexy woman riding behind you will feel that the engine’s sudden acceleration is about to throw her off the bike.
It also has sexy engine sounds most other bikes will never be able to make. Lastly, there’s that vibration. It’s always there in some degree or another. And the plain truth to that is this vibration tends to turn women on in much the same way that having a fast horse between their legs starts to arouse their libido.
But there’s gotta be a downside to all that vibration. I suppose there is. But my home now is in Thailand where most of the drivers are so ungodly bad that a motorcyclist is on a suicide mission if he tries to drive his motorcycle very fast. Yamaha engineered the SR400 to cruise at slow speeds, say 30 miles and hour to 55 or 60. I am still breaking my bike in. The fastest I’ve had it is around 60. But I had a helluva good time driving it to Rayong and back, keeping it between forty and fifty most of the time. When I finally got home I experienced no discomfort whatsoever from the tingling of too much vibration.
I could drive my SR400 all day long as long as I kept my speed down. Its seat is supremely comfortable.
And the bike’s erect riding position is the way God meant for a man to ride a motorcycle. Around town the bike accelerates very quickly, but out on the interstate the SR400’s acceleration is simply not competitive to practically everything else that’s out there that’s over 250 cc’s. Once I get past the break in period, I’ll no doubt get it up to 80 or so, but I expect the most limiting factor will be an uncomfortable level of vibration at the upper end of the tachometer.
But I really enjoyed the drive. My Yamaha SR400’s road manners were simply impeccable. The bike at just 380 pounds or so is a real lightweight to flick around yet its 18 inch diameter tires and long wheel base make it track like an arrow. And throughout the entire ride the bike’s single cylinder engine’s making some rather strange sounds that will oftentimes make you feel like you are piloting a World War II Spitfire fighter plane.
The bike’s got a 12 liter fuel tank which is just small enough to avoid impairing the bike’s gorgeous lines.
A Honda CBR 250 for example has got that hump in front of you. And so does the Kawasaki Ninja which needs that big hump because it has to have a relatively large gas tank for the bike to get good range. But on my first check on my SR 400’s fuel economy I drove 202 kilometers out of just 6.16 liters of fuel for an overall average of 32.79 kilometers to the liter which equates to roughly 77 miles to the gallon. Back when I was driving my Honda 350 CB all I could get was around 50 miles to the gallon or so. This means the Yamaha SR400 should get around 390 kilometers out of its svelte gas tank before it runs out of fuel.
Note how large the 18 inch diameter tire appears next to the 16 inch Michelin front tire of my Yamaha Nouvo Elegance. The Yamaha SR400 has excellent stability as a result,
I think it’s a terrific bike for Thailand. It’s fast enough for the conditions I’ll be using it under. It has excellent range. This means I don’t have to waste my time always looking for filling stations. And if I am venturing out into unknown territory I won’t be running out of fuel in an area where I will be unable to find a gas station. It’s gorgeous, and it just feels so good driving it.
The bikes in this slideshow are the Honda 350 CB, Honda 450 CB, Yamaha RD 350, Yamaha XS 650, the Triumph Bonneville 650, BSA’s 650 Lightning and the Norton 850 Commando.
Try right clicking on each slideshow image of these beauties, choose “view image” to enlarge each picture, and you will understand that “They simply don’t make them the way they used to.”
Living it up in Pattaya Thailand World's Most Exciting City
