Daytona Auction 2012
is good to go
(1/31/2012)

For a quarter century, one of the favorite events during Daytona Motorcycle Week has been the J. Wood Motorcycle Auction, conducted for many years at the old Daytona Armory, but more recently at the Stetson University gymnasium in nearby Deland.  In late 2008, it was announced that Bator International had acquired the event, with auctioneer Jerry Wood continuing as a consultant. 

Heretofore, no announcement has been made about a 2012 event, and rumors grew over the winter that the famous Daytona Acution was dead.  But not so.  To the pleasure of many, Jerry Wood (pictured above left) has announced that a 2012 event, which will be its 25th Anniversary, is on.   In cooperation with Garner Auctioneers, LLC, J Wood and Company will host the event at Volusia County Fairgrounds in Deland on March 16, with preparation and consignment taking place on the 14th and 15th.  

Wood explains, “Our company has worked with Garner for many years, and I am pleased we will have the opportunity to team up again to keep the great tradition of a Daytona motorcycle auction alive.  We are grateful for the support of all parties who have worked to make it possible.” 

 

Jon Szalay:
Preserver of memories
(1/30/2012)

Within the sea of curiosities that is the Davenport swap meet, Jon Szalay’s booth is perhaps the most curious.  A crude robotic head for which you can make the jaw work and the eyes move right and left; a heavy hand-held electrical gizmo used  clothing manufacturers to cut layers of fabric;  an ancient motorcycle carburetor that looks like it might be better suited for making sausage; dilapidated mechanical toys that still function as well as they did when made more than a century ago.  And buttons and banners and photos and all kinds of odd things big and small that can command your attention for hours.  People walk up, see something that triggers a personal memory from long, longago, and smile.  Or laugh.  Or even shout.  Jon Szalay preserves memories.

Szalay (pictured above right) was born in Perth Amboy, New Jersey in February, 1963.  Frank, his father, ran a small engine repair business, sold lawn mowers, and had a franchise as a Bronco minibike dealer.  Szalay says, “I was one of six children, and we were aboard Broncos from the age of 6 or 7.  I learned about mechanical things in dad’s shop, including an appreciation for small engines.”  This learning would serve Jon well in later years, but it was not the most powerful influence in the formation of his career.  He explains, “One of the big events in my life was reading Eric Sloane’s “A Reverence for Wood.”   Written in 1965 and now out of print, Sloane’s book kindled in Szalay a passion for wood working and a love of early American furniture and wooden artifacts.  By the age of 12, he was restoring furniture, professionally.   Szalay relates, “I loved this work, and I was very motivated.  I knew it is what I wanted to do to earn my living.” 

When the Szalays moved from Perth Amboy to South Jersey, Jon found himself in an area that thrived on tourism.  He developed a good business of restoring and repairing furniture for dozens of local antique shops, and building cabinets for the kiosks on the board walk.  He recalls, “Some of my high school teachers were my best customers.  When school was out for the summer, many of them were involved in small businesses catering to the tourist trade.  I built a complete set of showcases for math teacher.” 

By 17, Jon had earned enough to buy his own building, an abandoned bank that had been built circa 1915 in Barnegat, on the South Jersey shore (pictured left).  Szalay explains, “This bank had been abandoned a long time, and one day it came up for auction.  My dad and I decided to check it out, and I ended up buying it for $37,000!”  He adds, “I couldn’t even sign the papers.  Dad had to do that for me, but I paid for it and it was all mine.”  The interior was a wreck, and Jon set about making it habitable.  He relates, “We turned the president’s office upstairs into a living area.  It even had a fireplace.  There was a lower level that I turned into my shop, and the lobby became a showroom for my work.”  Jon wasn’t even out of high school when he moved into the bank.  He jokes, “I finished high school in 1981, then the only other classes I ever attended were at the University of Hard Knocks.”

Szalay got more involved with antique motorcycles in the 1980s.  “Dad dragged me to a flea market,” he relates, “and I really liked some of the bikes there.  But I didn’t feel I could afford a big Harley or an Indian.”  Rather, Jon was drawn to small, rare, and early engines.  He says, “In the early years, when a motorcycle fell apart, the farmers kept the engines.  That’s what survived.  For the really old stuff, the late 19th century stuff, usually the engine was the only thing left.” 

Jon began to use his fabricating skills to recreate accurate motorcycles around such engines.  One example, a gorgeous 1901 Thomas, was selected for one of the Guggenheim The Art of the Motorcycle Exhibitions (pictured above right).  He has restored several Thomas’s and currently has a 1912 Thor, a 1912 Emblem twin, a 1909 Colorado—the only one known to exist—and two pre-1915 Indians as works in progress.

 

From his restoration of these early machines, Szalay has spun off yet another specialty business . . . carburetors (pictured left).  “Missing or irreparable carburetors are often what stands in the way of finishing one of these machines.  So I started making early and functioning replica carburetors.”  To build carburetors, Jon had to develop his own sand-mold and casting process.  “I will only start with an authentic, original carburetor to make my molds," he says.  "I can do aluminum and bronze, but I am still trying to learn to do cast iron.”  His production includes racing carbs for eight-valve Indians, and Orient and Curtiss carbs, in addition to the aftermarket Pokorney carb used by Thomas and other early brands. 

As much as Jon loves early Americana, including motorcycles, he does not regard himself a big-time collector.  “I am a restorer,” he says. “I restore other people’s property, and if it is mine I will eventually sell it.”  This is the perfect mentality for the kind of professional who has become known as – thanks to a hit television show – a “picker.”  In fact, Jon Szalay and television picker celebrity Mike Wolfe have been friends for more than ten years, long before Wolfe became famous and “picking” became a household term.  Jon says, “He’s a great friend.  When he is working on the East Coast, he sleeps on my couch.  And when I go out west for the Davenport meet, he and I would go picking up and down the Mississippi River.” 

Playing on the fact that he built his business in a defunct bank, Szalay calls it First National Antique Restorations.  However, over the ensuing three decades, he has become so skilled and well-regarded that his clientele is indeed national.  He holds membership in the leading professional guilds, and is currently doing work for clients as far west as Minneapolis.  He says, “The bad economy has slowed things down a bit, but I still need about four of me to keep up with my commitments.” 

Szalay reports that it is not unusual to put in 16-hour days, which is too easy to do when your job is just through a doorway from your home.  “But,” he says, “I love it and I am still very motivated.” He continues, “You walk into the shop in the morning and see five or six different projects.  There’s a stain that you put on a desk the night before, and you can’t wait to see how it has turned out.  Or a carburetor casting to break out of the mold (below right).  Or furniture you have glued that is ready for the next step (left).  You can just go from one fascinating project to the next, and it never gets old.”

But you would be wrong if you conclude that Jon Szalay is nothing but work.  Late in 2010, for example, he managed to break away long enough to participate in the famous pre-1916  Cannonball Motorcycle Rally with a 1911 Harley-Davidson.  Expecting that the odds were against a 1911 completing the 3,000-mile route (the motorcycle of choice was the two-speed 1915 Harley), Szalay outfitted his van with a mini machine shop, including a lathe.  It proved a smart plan, because he spent many sleepless nights making parts for his bike—he broke two rods—and the bikes of other contestants.  Szalay explains, “I was out of spare rods, but I found a fork lift rod that was exactly the right length, but everything else was wrong about it.  It was a big, beefy thing that I had to shave down, and I had to make a bushing to down-size its lower end.” He continues, “I made it all the way to Santa Monica, but I don’t think I got a night’s sleep during the whole run.  Usually you were up all night just trying to make the bike run all of the next day.” He concludes, “It was the most grueling yet exhilarating experience I have ever had.”

Slazay’s description of the Cannonball sounds more like a nightmare, but a true devotee of early Americana like Jon considers it a dream.  He asserts, “The dream’s not over!  I’m getting ready for the next cannonball.  The bike I plan to ride is in my shop right now.”  Then, with a smile, he adds, “Well, its only a frame right now. Actually, its still half a frame.”  While Szalay continues working long days to preserve other people’s memories, today he has at least begun to find time to make some memories of his own.

To access his web site, click here.   To see a video of Jon Szalay on the Cannonball Rally, click here. 

 

Mecum steps into
motorcycle auction arena
(1/28/2010)

 

For several years, leading auction houses from the world of art and automobiles, such as Bonhams and RM, have taken an interest in the custom and classic motorcycle markets. But now, America’s largest collectible automobile auctioneer, Dana Mecum, owner of Mecum Auctions, has stepped into the ring, and intends to make a major statement later this year by auctioning—as a single lot—what is arguably the largest private collection of MV Agustas in the world.

About a year ago, Mecum, which generates approximately 60 percent of all automobile auction sales in the United States, teamed up with Motorcycle Hall of Fame Member Gavin Trippe to explore opportunities in collectible motorcycle sales.  Trippe (pictured below right), as head of Mecum’s new motorcycle division, is no stranger to large-scale special events.  It was his company that organized America’s first Motocross Grand Prix at Carlsbad Raceway in 1973, maintained the event as a major fixture for more than a decade, and secured regular coverage on ABC’s Wide World of Sports.  In motorcycle road racing, he developed AMA national championships at Laguna Seca and the old Ontario Motor Speedway, and co-promoted the Trans-Atlantic Match Race Series that helped bring a generation of American riders onto the world stage.  

 

Mecum’s competitors, such as RM, appear to be pursuing a strategy to drive traditional and less well-funded motorcycle auction companies out of business, as evidenced by RM’s decision earlier this month to run a motorcycle auction on the same weekend and in the same city as Mid-America Auctions, a company that has developed a leading annual motorcycle event in Las Vegas.  Bonhams hosted a competing event as well, and both companies learned that trying to beat Mid-America at its own game may not be an easy task.

 

Mecum, it appears, will follow a different strategy.  Rather than organize motorcycle-only auctions, Mecum has begun to bring motorcycles into its well-established automobile auctions.  Trippe explains, “We’re not trying to take over the business of motorcycle auctions.  Veteran motorcycle collectors know where and how to get bikes, and it would appear they are quite comfortable dealing with the companies they have patronized for many years.  Rather, we are introducing motorcycles to our traditional automobile customers.  When they catch onto the idea that they can own six or ten fine collectible motorcycles for the cost and space of a single car, they begin to take a serious interest.”  

 

Trippe adds, “Automobile collectors are used to spending more money also, and they find the prices of collectable motorcycles attractive and very affordable.”  As evidence, he points to the fact that at Mecum’s January auction in Kissimmee, Florida, a 1975 Harley-Davidson XR750 dirt track racer sold for $27,000, and a Harley-Davidson Sprint Scrambler went for $9,000 (pictured below left).  Both sales, he points out, are significantly higher than such motorcycles likely would have earned at a traditional motorcycle auction, and were bought by a collector who had come there to buy cars.

 

The fact that Mecum has chosen a different approach and plans to tread lightly into collectible motorcycle sales does not suggest that the company is going to keep a low profile.  To the contrary, they intend to make the world community of vehicle collectors sit up and take notice.  Trippe explains, “At Monterey this coming August, we are offering a collection of 75 MV Agustas as a single lot.  No one has ever done anything like this before.  Most auctioneers feel lucky to have a single MV cross the block because with 64 world championships and more than 3,000 race victories to its name, MV Agusta is one of the most prestigious brands in the world.”  

 

He continues, “Our offering will include a representative of every model year back to the birth of MV in 1945, as well as one of the first Grand Prix works bike, the 1953 125cc Single that the Late Les Graham rode to victory at the Isle of Man that year, helping MV collect the FIM Manufacturers Cup. Carlo Ubialli used the same bike to win the World Title the following year.  It’s an absolute gem of early Grand Prix mechanical art.”  

 

Trippe believes that Mecum’s involvement in motorcycle sales will benefit the business as a whole.  For example, Mecum’s auctions, he points out, are regularly carried by the Discovery’s new Velocity Channel, which has developed into one of the largest television audiences in the world.  He explains, “Discovery is seen in 200 countries.  That’s exposure that the classic motorcycle collecting community cannot buy at any price.”

 

In support of its interest in the collectible motorcycle market, Mecum is opening an office and show room in Laguna Beach, California, which will be managed by Trippe.  To learn about Mecum and its schedule of events, click here.  To read Gavin Trippe’s official Motorcycle Hall of Fame bio, click here.  To reach Trippe concerning Mecum motorcycle consignments, e-mail gavin@mecum.com.  

(1/22/2012)

Greg Miles claims he was raised by wolves and enjoys running with scissors, but this does not seem to get in the way of his being a fine motorcycle artist.  He clearly likes BMWs.

I really miss the smell of printer's ink, so I am pleased to announce that very soon we will launch a regular column entitled "Motohistory in Print" in IronWorks Magazine. 

With all the attention to electric vehicles these days, engineers in Speyer, Germany recently created a working replica of history's first electric car, built by Englishmen William Ayrton and John Perry 130 years ago.  Wait a minute, it has three wheels.  By Jove, the world’s first electric car was not a car, it was a motorcycle! 

Will Stoner is hosting one of his Classic Swap Meets at the Medina, Ohio County Fairgrounds on February 18.  If you enjoy Will’s meets, be sure to make this one.  He says it will be his last before he and Kit retire to spend more time on their motorcycles. Here's information.

Jerry Hooker, author of “Motorcycling Through History During the Golden Age of Post cards,” has put some of his collection of post cards and posters up for sale on eBay.  To purchase his book, click here.

Surely, the Megola qualifies as one of history’s most curious and fascinating motorcycles. Watch it run.

Todd Rafferty, author of major standard reference works such as “The Complete Illustrated Encyclopedia of American Motorcycles, has launched Motojones, a web site a website devoted to motorcycle art in studio and action photography from the earliest days of the 20th century to the present.

Here’s a lovely video of classic BMWs.

The registration deadline has been extended for the 2nd Annual International Journal of Motorcycle Studies Conference, scheduled to take place in Colorado Springs June 7 through 10.  Here’s how to  register.

A rocket-powered motorcycle is ready to make history at Bonneville.  Read about it at Rocky Robinson’s "Salt Addiction." 

There’s a documentary film about Ron Finch in the works.  You can watch a trailer and even help fund the project.  To read our feature about Finch (pictured left), go to Motohistory News & Views 5/31/2010.  

The National Motorcycle Museum will have a booth at the Chicago International Motorcycle Show February 10 through 12.  For more information, click here.

 

Did you know that Ariel is alive and well, and living in Mount Vernon, Ohio.  Their web site has a nice history section as well. 

     

Not long ago we published an interview with Louis Rocket Re, a well-known Knievel tributeer (see Motohistory News & Views 7/10/2011).  Now you can read more about him at the Motorcycle Classics web site.

Bonhams reports that the DuPont family collection of motorcycles an parts recently fetched $1 million at auction.

Kevin Schwantz will headline the AMA Motorcycle Hall of Fame Breakfast at Daytona International Speedway on March 16.  Tickets are $75.  Click here to get yours now.

Last month we reported on the Seaba Station Motorcycle Museum (see Motohistory News & Views 12/10/2011) in Warwick, Oklahoma.  Here’s a news report on Oklahoma City's KFOR.

The Wheels Through Time Museum is celebrating its first 2012 weekend opening February 3 through 5.

The Antique Motorcycle Foundation web site has republished our 2009 Motohistory feature about motorcycle poster artist Don Bradley.

Here’s how to make motorcycles from tiny watch parts.

Wall of Death: watch it on Vimeo or hear Linda and Richard Thompson sing about it.

Last month we reported on the Seaba Station Motorcycle Museum (see Motohistory News & Views 12/10/2011).  Here are more pictures.  

There’s no reason your garage door has to be boring.

Here are pictures from the Vintage Iron Motorcycle Museum in Miami, Oklahoma.

Read about John Cooper and his Moon-eyed influence at SuperbikePlanet. 

Watch Don Vesco and the Silver Bird at Bonneville, 1975.

For his latest Women of Harley series, artist David Uhl has chosen the perpetually lovely Gloria Tramontin Struck.  Read more about it at Cyril Huze Cyril Huze.

Throttleyard has a nice story about the wartime Welbike that was later civilianized to become the Indian Papoose.

The new Rickman Metisse book is available in the United States from Motorsport Publications.  To read our review of this book, go to Motohistory News & Views 11/12/2011.    

As usual, great stuff recently in Larry Lawrence’s Rider Files, such as a piece about the old Marlboro Motor Raceway and an ugly picture from The Rock showing why motorcycles no longer race there.   

Outstanding German two-strokes
we shouldn't forget:
Part Four, the 1950s

By Ralf Kruger
(1/16/2012)

Editor's Note: For Parts One through Three of this series, see Motohistory News & Views 6/20/2011, 7/15/2011, 10/18/2011 respectively.

The postwar years in Germany prior to 1948 were characterized by the recreation of democratic political institutions to overcome the chaos of millions of homeless and to set requirements for reviving a collapsed German economy.  Due to fuel shortages, individual transport by car or motorcycle was banned with only a few exceptions. Mobility was by train or, more likely, an old, leftover bicycle. But most simply walked to reach their workplace. With implementation of the new German currency—the Deutsche Mark—in June 1948, the German economy picked up speed, creating the opportunity for many German motorcycle brands to restart production of mostly proven and updated prewar designs. 

But not all agreed with this obvious and economical approach.  Norbert Riedel, who was a senior designer with Ardie prior to the Second World War, and known for designing the Riedel two-stroke boxer starter-engine for aircraft turbines built by the Victoria motorcycle factory (pictured above left), envisioned a new design for a small motorcycle under his own brand name.  In 1947, he began to envision a simple but innovative motorcycle, the Imme R100.

His task was to combine a modern technical layout with cost effective production, considering that any kind of raw material like steel and aluminum, or semi-finished goods like steel tubes, were still in short supply.  His technical layout was bold and innovative, and simplicity was paramount.   When the Imme (pictured right and below left) was presented to the public in 1948, its design turned heads, as it still does today.  

The single central tube which forms the main frame and its headstock is of the same diameter.  At its lower end it meets another cross-the-frame tube, which is the pivoting point for the complete drive train. This enabled the longish exhaust pipe to double as a single-sided swing arm for the rear wheel!  The complete engine/exhaust/swing arm arrangement pivots around its mounting point on the frame and moves with the rear wheel when the rear suspension is compressed.  A reinforced fender, the stay arms of the luggage rack, and the swinging arm form a kind of "cantilever" triangle and supports a single shock absorber spring against the main frame tube. The front brake's normal stay-arm is deleted and replaced by a single bolt which braces in a thick tube that is the single element of the front wheel's suspension. The front and rear wheels are interchangeable.

The Imme’s 98cc engine is a simple piston port two-stroke engine producing 4.5hp.  Using a three-speed gearbox, the little machine can accelerate easily to a speed of 50mph. Under full load, the little engine hums like a feisty bee, hence the logo on the tank.  Riedel further simplified an already simple design by eliminating a main bearing with a single-sided, overhung crankshaft.  This was later altered with the Model D. 

But the most impressive detail of the whole engine is its look. Germans call it "Kraft-Ei," which means “power egg," a look that Benelli and Motobi owners of later times certainly became familiar with.  By autumn 1950, Riedel had sold an astonishing 10.000 copies for a very low price of 775DM, which would bring financial woes that forced Riedel to close his Immenstadt-based company at year end in 1951.  A second version of his unique motorcycle, featuring a 150cc twin, was planned, but never put into production.  Only three prototypes were built.

A successor company, ZMG, attempted to build a slightly modified 175cc twin (pictured below left), but only about 25 motorcycles were made before production ceased.  By then, demand for such a simple, small capacity motorcycles had come to an unexpected halt.  How quickly the times were changing is evidenced by the fact that 1951 Volkswagen had built its 100,000th Beetle, which would soon put manufacturers in a dire situation throughout Europe. But still, and into 1955, motorcycle sales boomed while larger and faster motorcycles were becoming more popular.

The reason I call the Imme outstanding is because of its unique approach to manufacturing  a modern, ingenious, and affordable small motorcycle. It fit into a very difficult but short period of time when the purses of customers were very slim indeed.

Adlerwerke, from Frankfurt, has a rich history regarding bicycles and motorcycles, dating back to 1880. It was founded by Heinrich Ludwig Kleyer (born Dec.13 1853, died May 9 1932), who was a mechanical engineer with diploma from Technical University of Darmstadt. His first commercial motorcycle, the Model 1, was built in 1901. Adlerwerke became one the more successful motorcycle firms in Germany after the turn of the century, and its success continued until 1907, until the first buzz for motorcycles in Germany was over.  But this is a story in itself and will be the subject of a future article.

While the oldest foothold of Heinrich Kleyer (pictured right), the bicycle, was continuing to be built, the production of Adler typewriters and Adler cars became more and more important from an economic point of view.  The model #7 (left) is certainly the most famous typewriter from the Heinrich Kleyer Group.

Almost simultaneously with the fabrication of motorcycles, Adler began car production. Its output stood for about 20 percent of market share in Germany before the First World War. Among the most famous Adler cars of the inter-war time were the Adler Trumpf of 1932 (below right), designed by Hans-Gustav Röhr and the Trumpf Junior, built in 1934. These were advanced cars featuring front wheel drive and independent suspension on allfour wheels. Thus, Adler had become the third largest car producer in Germany.  In 1935, the Adler 2.5 liter, known as the Adler Autobahn (below left), was developed by new chief engineer Karl Jenschke. Its streamlined shape was considered revolutionary at the time.

During World War II, Adler produced, among other things, machine tools and tank chassis and engines. To maintain continuing production, Adler employed forcedlaborers and concentration camp inmates after 1944. All told, about 1,600 such laborers were used, and those who survived up to 1945 were sent on a fatal death march to Buchenwald, or died at the camp itself.  Today, a commemorative plaque recalls this sad history, mounted near the former main entrance of the Adler plant in Frankfurt.

Adlerwerke in Frankfurt (pictured right) was about two-thirds destroyed from bombing during the Second World War, and afterward four branch firms in the eastern part of the country were lost. In 1948, the remaining part of the Frankfurt factory was occupied by American forces, which would not allow production to be resumed immediately. When former CEO Ernst Hagermeier was released from internment in the summer of 1948, there was hope for a new beginning, but a setback came the following year when more than a thousand machine tools from the factory floor were confiscated as reparation. 

Despite these problems, it had been possible to resume typewriter and bicycle production in 1948. As it became apparent that the former machine tool and Adler car manufacturing could not be revived, the idea of reestablishing the company as a motorcycle producer caught on.   A team around director Hermann Friedrich and engineer Alfred Privatstarted with a clean sheet of paper to create the new Adler M100 motorcycle.  Series production began in October 1949.  The new Adler was priced at 845DM, and manufacturing successfully continued until 1955.

Many German motorcyclists who had bought 100cc or 125cc models during the late 1940s and beginning 1950s now dreamed of owning a 200cc or 250cc.  This was a demand that Adlerwerke planned to address with a completely fresh design, the M200 twin (above left) (bore 48 x stroke 54). Next came the M250 in 1952, which was nearly the same bike with a larger bore. (54 X 54).

Even though the Adler twin is a piston port two-stroke, it is far from simple.  The engine is loaded with progressive details which resulted in a straight forward design that is still impressive today. Its basic layout was good enough for a decade of service at least, enduring far into the sixties under the determined influence of successful tuners and racers.

To learn more about the secrets of an Adler twin, I visited the "Adlerhorst" (aerie) of Markus Voltz, a proud owner of several Adler motorcycles and who inherited his enthusiasm about Adler from his father.  Markus presented a small fleet of Adler motorcycles (above right), and was so kind as to show me a dismantled M200 twin engine for its technical discussion for Motohistory.

If you step back to get a better look at the Adler twin motorcycle, you will notice its comparatively small stature, sitting low on 16-inch wheels. The overall styling is typically German for the 50s. The nice teardrop tank and the implied streamline of the engine's smooth castings, which includes the gearbox and is absent of any protruding components (even the carburetor is mostly hidden) gives it an extremely tidy look (pictured left). Big fenders and a stout double loop frame add to the impression that the motorcycle might be a good touring bike, which indeed, it is. While you may appreciate these qualities, you may run the risk to missing its true character, expanded and defined by its exceptional two-stroke engine. While the modest power of 11.4 hp for the 200cc engine and 16hp for its sister model of 250cc capacity was class-leading but not exceptional, the declaration does hyde the enormously detuned status of the engine package as a whole.  We’ll look at some design details to better understand why. 

The reason two-stroke twins were so few up to the time is mainly because of sealing problems between the two halves of its single crankshaft, which is needed to gain separate pre-compression on each cylinder. Additionally, the alignment of a "built" crankshaft was not easy to mass produce.  To address these concerns, engine specialist Felix Dozekal designed a rigid tunnel crankcase with an inner longitudinal separation that houses the middle main bearing of the crank (above right). Both crankshaft halves wereinserted from either side, then connected by a single screw. To make torsional movement between the two halves impossible, and to guarantee good alignment, a self-centering Hirth gear tooth coupling was

used (pictured left).  But the most interesting detail of the crankshaft is its connection with a screw.  The single inner side of each crankshaft-half is bored out hollow, the left hand part includes a female thread for the bolt, and the right side the screw itself. 

But how can you tighten this centrally located screw since the crank web covers access?  Look into that additional hole in the right side's crank web (pictured right)  and you will see the external teething on the bolt's head, which can be turned by a special tool, screwing both shafts in place! While the tread is a left-hand, you actually turn the special tool clockwise for tightening because the tool and screw mesh like two gears, making the driven part rotate in the opposite direction as the tool.  Clever, huh?!

Of course, this layout has its limits and shortcomings.  First, it is expensive to manufacture.  And, the mechanical limits of the Hirth tooth system is the second concern. With its original M250 power output of 16hp @ 5,600rpm, later increased to 18hp @ 6,000rpm with the 1954 MB 250S and Sprinter series bike, there is no problem.  The crankshaft will keep up "forever."  The real save limit for the crank on the long run is about 26hp or accordingly 8,500rpm, which was the output of a 1955 water-cooled Adler RS production racer.  There is even good reliability up to 28 -30hp @ 9,500rpm.  These engines continue to be a favorite for extreme tuning, but I was told by former Adler racer Reinhard Scholtis thattoo much output can break the teeth off the crank's coupling at its base.  His own Adler racing machine delivered up to 35hp and 10,500 rpm (double the engine’s original power at twice its intended speed). His last racing season on the Adler was as late as 1967, before he changed to a used Yamaha TD1B in 1968. 

But let’s return to consideration of the 200 and 250 production engines.  The complete crankshaft is supported by three main bearings, the outer ones in a separate bearing shield, which is bolted into the cases on four studs (left). All these bearings are roller type. The primary drive, located next to the left main bearing, has helical cut gears and reduces gearbox main shaft speed at a numerically high ratio of 1:3,44 against the crankshaft.

On the crankshaft's left side is the multi-plate clutch (right).  This is an unusual location for this item, since it is typically found on the main shaft of the gearbox in most designs of other brands. But there is a reason for this: As the clutch turns with crankshaft speed, the effective torque per revolution is reduced by the same value as the primary gear reduction. The clutch diameter can shrink with a given friction plate number in comparison to a conventional design of a clutch on the main shaft. The added mass of 1.4kp reduces the likelihood of stalling unexpectedly because of too little flywheel effect. 

The bare crank (left) weights only 4.5kp, and the clutch doesn't take away much of the spontaneous throttle response. On the right side of the crank, the alternator and ignition plate is mounted, which adds considerably to the overall width of the engine. The alternator is heat sensitive and tends to be the weakest design element of the engine. But to be fair, it must be said that the total closing behind the right side-cover without any ventilation provokes failure.

The gearbox is a four-speed unit of flawless manufacturing quality, reflecting Adler's knowledge about gear trains learned from machine tool manufacturing. Just like the crank, the gearbox's shafts are pushed into the cases from the side and fixed with another bearing shield. The gear ratios seem to be a bit weird today, with a low first, good graduation to second and third, but a big step up to the very long fourth gear. But in the 50s, this stepping made good sense because a low first gear preserved the clutch when starting from standstill with high load of a passenger or even a sidecar.  Third gear of the M250 will achieve about 80kph in a hurry, so overtaking lorries or cars on a country road was easy and fast. The relatively long fourth gear was for cruising or Autobahn, where the Adler 250 could reach 120kph.

When you take a look on the crankcase from above, with removed cast iron cylinders (left), you will see the cast-in initial of the two transfer ports per cylinder. You can see the direction the gas stream is intended to flow: To the closed backside cylinder wall where it starts the typical loop of the reverse scavenging method. While this layout works with excellent results, one can't help but wonder what could be the results if the overall cross section of the transfers were enlarged to feed maybe four transfer ports in an adapted cylinder? Before you accuse me of delivering a tuning manual for Adler twins, I can tell you I have already seen Adler M and MB250 engines equipped with Yamaha DS6/7, or even more modern Suzuki X7, cylinders. Of course, this is not easily done -- but it can be done. It is necessary to machine the upper rear part of the cases and fill missing passages by welding on additional aluminum, because the original inlet section cast into the cases, is designed for a single carburetor only.

Take a look at this 1954 Adler MB250 with con-rods and pistons from a Suzuki GT380, as well as cylinders from a Suzuki X7, including its complete exhaust system. It imitates an MB250S with its up-swept mufflers.  Of course, I only mention these examples of advanced wrencher's disease to underscore the enormous potential of the original Adler engine.

Adler fully exploited these built-in qualities of the M200 to the MB250 when the Adler RS (pictured right) arrived. Its initial development dates back to 1953 as an idea and conversion of Adler employee Helmut Hallmeier, whose work was executed without the knowledge of Adler business management. Hallmeier machined the crankcase for the adoption of two carbs, altered the exhaust port (ca23hp), and took part as a privateer in German road racing events.  His good results soon came to the attention of Hermann Friedrich who gave the green light for the development of a batch of production racers.  Engineer Kurt Grassmann was responsible for engine development and Willy Klee became official racing mechanic.  The first M/RS type (above left), still an air-cooled 26hp version of a modified Adler M250, was sold by Adlerwerke in only 12 to 15 copies in 1953 and 1954.

A second version of the air-cooled RS made in 1954 (pictured right) got a new frame to get rid of the outdated plunger rear suspension.  It featured a different front suspension as well. Another update that year included the development of water-cooling for the 1955 season (pictured below left), a feature that could be retrofitted to the 1954 racing machines. While the maximum power was not altered, reliability of the new two-ring piston was enhanced. Sadly, a problem with fouling plugs emerged due to over-cooling of thehead. So some racers like Scholtis preferred to use the air-cooled heads or came up with designs of their own. No complete racing machines were sold in 1955 and beyond.

Adler's biggest success came as late as 1958, when Dieter Falk won the German 250 national championship and got fifth in the WorldChampionship as well. This achievement took place one year after Adler had closed its doors in December of 1957.

Adler's famous twin not only propelled street machines and road racers, but there was also a Six Day model which took part in the ISDT in Garmisch-Partenkirchen in 1956. Works riders Willi Bilger, GeorgSteindl, and Walter Vogel (pictured above right) took away three personal gold medals and a fourth one for success as a team.  Only about 20 of these ISDT machines were built.

Even a motocross Adler was designed in 1956 (pictured left). Its 20hp twinwas the most powerful engine in the Adler line, lacking power only in comparison with the RS. While success was only modest in the motocross sport, its talent shone at many grass track events. Here the revvy, powerful characterof the engine was put to good advantage (pictured below).

If there remains any doubt that the Adler was one of the great two-strokes of the 1950s, consider that it would soon be chosen by Suzuki and Yamaha as a model for their Colleda and YDS designs.  This, I believe, stands as proof of its importance in the history of world motorcycle development. 

 

Report: Las Vegas

auction weekend

By Jerry Wood

(1/14/2012)

 

Vintage Motorcycle collectors and dealers had a lot of reasons to travel to Las Vegas this year. Twelve hundred motorcycles were lined up to be offered in three different auctions over a three-day period.

 

The first and most appealing to me, as well as a lot of other Collectors, was the Bonhams auction that began on Thursday morning. Bonhams were fortunate enough to have been consigned the DuPont estate. The DuPonts owned the Massachusetts-based Indian Motorcycle Company from 1930 to 1945. You could tell from the collection that these bikes were not just your average rich guy's toy collection. These people loved motorcycles.

 

The casual observer might think that the stuff was in terrible Condition, as the collection had suffered from being in a barn without the benefit of temperature control. Some of the bikes and parts had not only rust, dirt and grime, but had also suffered the indignity of birds nesting above them.

 

To a true enthusiast, it was absolute treasure, all being sold with no reserve!  Prices of the parts quickly shot past the cataloged estimates. A Hedstrom carburetor that was booked at $400 to $500 sold for $2,600. An early Indian twin muffler that was estimated for $100 to $200 was bid to $3,000. Keep in mind that parts and memorabilia had a 25% buyer's premium, so the out-the-door price for the rusty muffler was a whopping $3,750.

 

Motorcycles were scheduled to be sold at noontime. A British auction is very different than the typical American auction. The British are quite civilized and polite; they don't chant. I found it refreshing for awhile, but it was just a bit slow. When they did get to the bikes they started with the DuPont collection.

 

Following the pattern set by the Hartung Estate in November, the rusty barn find prices went through the roof.  A very tired 1940 Indian four with its magneto missing sold for a hammer price of $38,000. A 1953 Vincent Black Shadow (pictured above left) that had everybody buzzing sold for $105,000 bid price, add the 15% buyer's premium and that bike went out the door for $120,700. Consider that a mint restored 1953 Black Shadow (pictured above right) sold for $80,000 a few days later at the Mid-America auction and perhaps more folks just might leave more old bikes the way they found them.

 

When it came to the shiny bikes, much of the real excitement was over.  If consignors had reasonable reserves, the bikes were sold. Bikes with high reserves went home with the people who consigned them.

 

Thursday night, Mid-America had its traditional dinner and auction of about 50 motorcycles and some memorabilia. The dinner was well attended and prices were very normal retail. Some bikes have dipped a bit during the hard times and some have risen. Early barn finds are very hot, as we discussed, but there were not many of those at South Point. The trend for the motorcycles to sell at retail prices continued for the next two days. When the reserve was set too high, the bikes went home with the original owners.

 

Auctions America had the same venue at the same times at the Rio just a few miles away, and I understand that that dinner was not very well attended, and the prices those bikes brought were absolute bargains.  Auctions America had many motorcycles and collections 

offered at no reserve.

 

I left my wife at South Point (Mid-America) and went over to the Rio to see what was going on over there.  Many of the bikes consigned to Auctions America were collections of bikes that had not been run in some time, or needed work.

 

To say that the crowd was thin would be an understatement. At 9 a.m., you could count the warm bodies on your fingers. They started at 10 a.m. with an extremely thin crowd.  In New England we had a term for an auction where no one showed up.  We called it "Dollar day at the Bijou."  The prices were way low but to Auctions America's credit, they sold most of the bikes regardless of price. As the day wore on, some of the dealers who were at South Point started showing up, but the prices were generally wholesale.

 

The bargains were even better if you knew what you were doing and studied the bikes. One machine was advertised as a 1961 Triumph Bonneville with rough bodywork (above left) and the estimate was $750 to $2,500. You could see the single downtube frame in the photograph, so I thought that it was probably a numbers mangled bitsa bike. Upon close inspection, I found the bike to be a correct matching numbers T120 with a single downtube frame and a generator. That, my friends, is a ‘59 Bonneville, the Holy Grail. It was the bargain of the day. Later on I saw the guys who bought the machine looking it over. I said "You know what that bike is don't you" They replied "Yes, and we noticed that you did as well."  I was second bidder on the bike and don't even know why I braked so early.

 

I did get a treasure at Bonhams, though. The original DuPont 1952 Triumph TR5 (right) with 1760 miles on it was my favorite machine of the 1,200 offered, and it is now in my garage.  And no, I am not going to restore it ever.  It will be gently, lovingly relieved of the bird droppings and ridden at various meets as soon as I can get it in rideable condition.

 

For more about the big Las Vegas auction weekend, visit The Vintagent. 

 

What is man’s best Friend?
(1/10/2012)

Recently, the people who organize Canada’s motorcycle Supershows distributed a news release accompanied by an attention-grabbing photo of a Vincent Black Prince and a German Shepherd, each a study in grace and stateliness.  For me, it raised the question, “What, really, is man’s best friend, a fine dog or a fine motorcycle?”  I pondered the advantages and disadvantages of each.

They are similar in that both the Shepherd and the Vincent have a bark and a bite, especially for people who underestimate them or approach them casually.  Both will follow your commands . . . most of the time.  A dog is loyal, the Vincent not so much (she is a gold-digger who goes to the owner with the biggest wallet.)   You don’t have to feed a Vincent (well, in a way you do).  You don’t have to follow a Vincent around with a scoop (well, sometimes you do).  A couple of fine Shepherds can make more fine Shepherds.  You can park two beautiful Vincents in a lonely barn for years, and when you come back there are still only two Vincents.  And you can’t train a Vincent to bring you your slippers.

It’s a quandary.  I really like them both.  To learn more about the people who distributed this fine photo, click here.



(1/8/2012)

There’s a lot for the Harley-loving motohistorian in the March issue of American Iron.  Editor Jim Babchak’s “American Iron Classic” feature is about the Harley 45; in general its history dating back to 1929, and specifically about a gorgeous 1945 example owned and painstakingly restored by Dwight Weisz.  Part II of Donny Petersen’s “Techline” feature discusses the technical details of Shovelhead models from 1966 through 1985.  Matt Olsen devotes his “Vintage Tech” column to early tires and rims. Finally, there is a feature about speedster Denis Manning, and man who has devoted his life to capturing and retaining the ultimate world speed record for motorcycles.  It’s out of his grip now, but the article explains how he hopes to change that soon.  For more information about American Iron, click here. 

As usual, the January/February issue of Motorcycle Classics is chockablock with good stories and photos about classic motorcycles and vintage motorcycle events.  “Chockablock” is Brit talk for how Americans might say “jam-packed,” but it seems appropriate since this magazine contains stories about how the Rickman’s made Japanese motorcycles handle, the joy of riding a Vincent Rapide, and a comparison review by Alan Cathcart of a classic Norton and the all-news Norton Commando 961.  Continuing the Brit bike theme, the “tomorrow’s classic” feature presents the Royal Enfield Bullet (1952 through ’62), the AJS Model 18/Matchless G80 (1946 through ’66), and the Ariel VH Red Hunter (1832 through ’59).  There are also features about the 1953 AJS Model 18S and how to convert your Norton to electronic ignition.  But this issue is not all British.  There are stories about vintage racing and the Honda 350 Four, introduced in 1972. To subscribe to Motorcycle Classics, click here.

In the March IronWorks, Margie Siegal’s “Seasoned Citizens” feature tells the story of the famous 1971 boat tail Harley-Davidson FX, the bike whose styling customers originally hated but that lived on to forever alter that image of the brand and open a new market niche that would one day become the largest selling niche in the American market.  As always, Siegal delves into both technical and cultural aspects of the motorcycle, explaining how it—once its odd “boat tail” was replaced with more orthodox seat and fender—tapped into the desires of a generation that had been turned on to a two-wheeled version of the  American dream by the picture “Easy Rider.”  This issue also contains an account by Doug Mitchel of the recent Lee Hartung auction, which turned a lifetime of hoarding into a $4 million sale.  (To read our account of the Hartung auction, go to Motohistory News & Views 11/15/2011.)  To subscribe to IronWorks, click here.

The January issue of the Missouri/Southern Illinois issue of Thunder Roads Magazine contains coverage of a special event about this history of board  track racing to took place recently at the Feasting Fox Restaurant in St. Louis.  It was an appropriate venue for “Motorcycle Board Track Night” because the restaurant, built in 1913 by brewer Anheuser-Busch, is across the street from what was once known as Priester’s Park, one of America’s early, high-banked board track racing facilities.  The evening include large-screen projection of photos and movies dating from 1913 to 1928, plus videos about board track history from Dale Walksler’s “Time Machine,” a project of the Wheels Through Time Museum.”  Thunder Roads is distributed free of charge a places where bikers frequent.  For more information, click here.

 

(1/5/2012)

In response to our review of the Reading Motorcycle Club 100th Anniversary history book (see Motohistory News & views 12/4/2011), Rae Tyson writes:

By the way, Ed, I was delighted to see the piece on the new Reading (PA) Motorcycle Club book. I just completed a major story on the history of motorsports in Pennsylvania (for a history magazine) and had an opportunity to work with those guys. I was absolutely impressed with the job they did. Even if you didn't know the club - or the area - the 100th anniversary book represents an impressive documentation.  I initially found about the club when I viewed an exhibition at the Berks County Museum on the history of motorsports in the Reading, PA region.

About our linking to various renditions of Vaughn Monroe’s “Black Denim Trousers” (see Motohistory News & Views 12/18/2011), Rick Stambaugh writes:

Your story about Vaughn Monroe (pictured right) in this month’s Moto-History shook a few cobwebs loose with memories of sitting in front of the old "black & white" with my mother and grandmother, watching him sign on with his signature "Racing with the moon."  I remembered them thinking that he was quite the "hottie," as the ladies say today!   

Interesting to find out what a dedicated motorcyclist he was.

 

 

Season’s greetings!

(12/31/2011)

 

As another year comes to an end, we want to wish all of our Motohistorians the best for the holiday season and the coming year.  Throughout the month of December, we always receive interesting greeting cards and images.  Some are light-hearted and some are serious.  We always try to share a few.

 

This year, Doug Strange, a leading light in the Antique Motorcycle Club of America Perkiomen Chapter, has discovered how to hang a wreath that won’t dry out and lose its needles as the season comes to an end.  It is made of an incredibly durable material that will still be in largely the same condition next Christmas if you decide to just leave it up all year.  And, occasionally you can take it down to run the local enduro, then return it to the door.  Doug explained, "My girl friend asked me to put up a wreath this year that looks really nice, so I did."

 

Restorer and fabrication wizard Paul Brodie has figured out how Santa can cover the whole planet in a single night.  You always knew that reindeer stuff was a lot of nonsense.  Actually, Santa rides an overhead-cam Excelsior board tracker!  By the way, Brodie reminds us that this motorcycle would be an ideal gift for that collector who has it all (including a Brough, a Crocker, a Vincent, and maybe even a Windhoff).  It is for sale!  For a video of this beautifully crafted machine, click here.  To learn if it will fit on your Christmas list for next year, write Paul@Flashbackfab.com.

 

John Landstrom:

“When you love what you're doing,

you have to pursue it.”

(12/28/2011)

 

John Landstrom sits behind his desk in the mezzanine office of Blue Moon Cycle, his Norcross, Georgia motorcycle dealership.  He is boxed in by rare beauties.   Facing his desk is an Adler twin (pictured below right). To his left is an IMME (pictured below left).  To his right is a shiny Rumi Formichino (pictured below right).  Behind him, around the mezzanine are some 75 more rare collectible motorcycles, including a TWN a French Ratier (below left), and a Maicomobile (below right).  On the main floor below is an inventory of his modern brands: BMW and MV Agusta, and in an adjoining building are Ural and Royal Enfield.  Summarizing his business philosophy, Landstrom (pictured above) states, “It is not about money.  Money is a means to what you love to do, and no one is luckier than a guy who can make a living by doing what he loves to do.”

 

Landstrom was born in Chicago in 1953.  Despite the fact that his parents thought motorcycles were dangerous, he got his first—a 125cc Ducati Bronco—at the age of 15.  It was not something that his parents would worry much about, because he never got it running.  Looking back, he says, “I didn't even know the basics.”  But there was a will to learn, and a desire to stay involved with motorcycles, so three years later he got a job at R&M Engineering, installing and re-jetting motorcycles for two and four-into-one exhaust systems.  He recalls, “By then I had owned a 650 BSA, a 750 Honda, a Sportster, and a Super Glide.  I was buying and selling motorcycles about every six months.” 

 

In 1974, Landstrom straddled his home-built Harley chopper and set out for Idaho to see Evel Knievel jump the Snake River Canyon.  He relates, “As long as I was that far west, I decided to ride on to see what California was like.”  There, he got a job as a machinist in the aerospace industry, and signed up for motorcycle mechanics classes at LA Trade Tech College.  “Joe Minton, who wrote for Cycle magazine, was my instructor, and he really inspired me,” Landstrom says.  “He didn't just instruct.  He was filled with an enthusiasm for how motorcycles work, and it rubbed off on his students.  I think of him as a mentor.” 

 

At this time, Landstrom also refined his preference in motorcycles when he made friends with a man who owned a BMW.  He relates, “I fell in love with it.  I could see that it was a better motorcycle, so I took my Harley to the Rose Bowl swap meet in 1975, sold it, and bought a year-old R90S.”  That BMW carried him into a vagabond lifestyle, crossing the country and attending rallies until his money ran out.  He recalls, “For about five years, I would ride for six months and work for six months.  I traveled with a tent and sleeping bag and crossed the country at least ten times.” 

 

Eventually, Landstrom returned to Illinois and became a student at Southern Illinois University, where he paid his way by working in at Cycle Tech in Carbondale while moonlighting by making and selling motorcycle parts.  He recalls, “I lived in an eight x 40 foot mobile home and converted eight feet of it into a small shop.  I paid $40 a month rent and worked at barely above freezing in the winter to keep my expenses down.  I was having the time of my life, doing what I wanted to do.”   But a guy can't freeze forever, so in 1985 Landstrom answered an ad for a motorcycle mechanic's job at Wagoner Cycle Works, a BMW dealership in Lawrenceville, Georgia, a suburb of Atlanta. 

 

In 1988, Landstrom hit a deer, totaled his bike, broke his leg, and couldn't work for six months.  When he could return to work, he was still on crutches for another six months.  He relates, “I started restoring a /2 BMW from a wheelchair, which evolved into a hole-in-the-wall repair and restoration business, which became Blue Moon Cycle.”   About the name, he explains, “My sister Carol had her own business called Blue Moon Graphics because she was a great fan of the television show 'Moonlighting,' which was about the Blue Moon Detective Agency.  We shared a phone, so whoever picked it up just said, 'Blue Moon,' then from the conversation we figured out whether it was for Blue Moon Graphics or Blue Moon Cycle.”

 

Blue Moon Cycle prospered, and in 1993 became a Moto Guzzi dealership, which required no showroom and no signage.  But as a home business, Blue Moon Cycle was both inconvenient and illegal.  Landstrom says, “Bikes were coming through the neighborhood to my house all the time, and that was not too bad because most of them were BMWs and were quiet.  But I was getting UPS trucks twice a day also, and one day a UPS driver ran over my neighbor's dog.  That did it.  They filed a complaint and I had to find another place to do business.”  Landstrom's attorney stretched out the eviction process while his client studied his options, and, fortunately, within the subsequent months Blue Moon moved to a more legit garage on a back street called Skin Alley in downtown Norcross.  A few years later, in 1995, a new building and a BMW franchise became available.

 

In 1995, Blue Moon Cycle opened in its current Norcross location (pictured above left).  In 1998, it added Ural, then later Royal Enfield and MV Agusta.  In the mean time, Landstrom had begun to feed his love of antique motorcycles by making a couple of trips a year to Europe, to attend leading vintage meets and buy collectibles to ship back to the United States.  The result is a dealership with its own style and personality.  In addition to the new motorcycles, which are easily outnumbered by the collectibles (all of which are for sale), hanging from the ceiling is a large collection of Giant Scale (¼ scale and larger) flying model airplanes (pictured above right).  These, plus a dense display of signs, posters, artifacts, and memorabilia creates a museum-like business that overwhelms the senses.  More than a third of its 18,000 square feet of floor space is dedicated to antiques and collectibles. 

 

In addition to its Norcross store, Blue Moon Cycle brings a presence to southern AMCA national meets and to the Barber Vintage Festival, where Landstrom also races three 1950s BMW sidecars in AHRMA competition.  Examples from his collection have also been displayed at the Riding Into History Concours, Hilton Head, and Amelia Island, and Landstrom is hopeful that one or more of his best will be selected in the coming year for Pebble Beach.  About Blue Moon Cycle, Landstrom says, “I don't consider this a job.  I love motorcycles and the people who ride them.”  He pauses, then adds, “When you love what you're doing, you have to pursue it.”  

 

For more history of Blue Moon Cycle, click here.  For pictures of the Blue Moon vintage bike collection, click here.  For a virtual tour, click here.

 

 

Motorcyclepedia Museum
featured in New York Times

(12/24/2011)

 

Motorcyclepedia, the major motorcycle museum opened in Newburgh, New York last April 16, was featured in the New York Times on-line December 23, 2011.  While describing the extraordinary exhibits contained in the 85,000 square-foot facility, author Daniel McDermon focused on Jerry and Ted Doering, the father-and-son team behind the massive project managed under the auspices of the Gerald A. Doering Foundation. 

 

About the two floors of exhibits, McDermon  states,  “Motorcycle enthusiasts could spend an entire day before visual overload sets in; even visitors with just a casual interest will find plenty to hold their interest for an hour or two.”  He adds, “. . . the museum, like its contents, is likely to provoke a smile of recognition from anyone who’s ever picked up a wrench or twisted a throttle. It is suffused with affection for the machines and a respect for the riders and engineers who built and rode them.”

Motorcyclepedia, located on the scenic Hudson River just 65 miles north of New York City, is the host museum of the Antique Motorcycle Foundation, for which both Jerry and Ted Doering serve as directors.  The AMF sponsors and maintains exhibits at the museum, featuring motorcycles owned by members of the Antique Motorcycle Club of America.  Currently, “Fast From the Past: Racing Motorcycles from Yesteryear” is featured.  It will be replaced late next summer by “Kaizen: The Influence of the Japanese Motorcycle Industry.”

The Antique Motorcycle Foundation is a 501(c)(3) tax-exempt corporation. Its mission is to support the collection and preservation of antique motorcycles and motorcycle history, and to tell the story of antique motorcycling to the public at large.  For more information, go to www.antiquemotorcyclefoundation.org on the world wide web.

To read the New York Times article, click here.

 

We visit the

Husqvarna Fabriksmuseum       

(12/20/2011)

By Nick Jeffery

 

Symptomatic of the modern trend towards globalisation and the power of the ‘Brand’, that legendary Swedish marque Husqvarna is now managed by Germans (BMW) under a trademark licence from Swedes (Electrolux) assembling machines in Italy (thanks to the earlier Cagiva purchase) and looking to rebuild its presence in the USA and other markets.  Yet there beats in Sweden the heritage heart of a proud and formidable engineering concern in the Husqvarna Fabriksmuseum based in an old water mill on the original weapons production site.  As with many motorcycle companies (BSA, FN, Royal Enfield, CZ) Husqvarna started with gun production then evolved, like Peugeot, into producing a wide range of consumer and professional products including bicycles, mopeds and motorcycles.

 

The museum displays them all – guns, sewing machines, bicycles, chain saws, lawn mowers, outboard engines, stoves, and washing machines.  But the most popular exhibits are motorcycle-related in basic themed zones that includes road machines from the early days, military motorcycles, motocross racers, mopeds, famous riders, and road racers.  There are some 100 complete machines, 20 engines, cutaway parts, drawings, press reports, period photos, publicity material, and trophies.  This is one serious museum for Motohistorians.

 

Of course, there are all the exhibits one would expect in the form of motocrossers, enduro bikes, and desert racers over the years with the obligatory endless film-showing of Steve McQueen and Malcolm Smith enjoying themselves on classic Huskies in ‘On Any Sunday.’  Even the potent Folan-engined 800cc water-cooled two-stroke twin dual sport prototype is there (pictured above), shelved when Cagiva took over the company.

 

Yet there is much, much more to Husqvarna.  The ‘glory years’ from the late 1920s up to the cessation of factory road racing activity in 1935 are well covered (right), showing a clear evolution of engines from English JAP origins, as are the works-assisted 500cc GP efforts of Bo Granath in the early 1970s using what was virtually two 250cc MX top ends on a common crankcase (below left). 

 

Of particular interest in engineering terms is a well-conceived display showing the process by which the Swedish Army selected an automatic transmission, ski-equipped motorcycle with the ability to continue running for 30 seconds while on its side.  This resulted in real innovation being demonstrated by the contenders with single-sided swing arm and front fork to achieve simple wheel replacement and various transmission options being explored:  hydrostatic swash-plate, vee-belt variator and the centrifugally-expanding shoe/sprag clutch mechanism finally selected, as used on ‘civilian’ Husky Auto models that led to Dick Burleson's eight straight US National Enduro titles (below right).

 

Equally innovative, their engine designer Folke Mannerstedt came up with the ‘Ex-Cam’ system and fitted this to an experimental 250 (actually a 500 vee-twin with the rear cylinder blanked off) in 1934 which is displayed.  The Ex-Cam may be described as a ‘semi-desmodromic’ system where a conventional twin-cam overhead valve pushrod layout has the cams replaced with eccentrics that drive shafts connected to pin-jointed rockers at the top end (below left).  The other ends of the rocker shafts are equipped with cams which oscillate to-and-fro and actuate spring-returned valves.  As the mechanism, apart from at the valve end, is positively controlled this justifies the ‘semi-desmo’ description.  Re-visited in the late 1950s, this system was fitted to prototype 500 cc moto-cross engines constructed by engine builder Nils Hedlund and badged as Husqvarna of which one is shown with the Ex-Cam mechanism exposed (below right).

 

Not to be missed by anyone who has an interest in manufacturing techniques, there is also a machine shop and foundry display demonstrating techniques for producing cast iron motorcycle barrels, high pressure aluminium die casting of crankcase components, sintering and rifle barrel production.  And if you keep your eyes open you’ll see other evidence of engineering prowess:  a forged lump of RR56 aluminium alloy prior to machining into a racing con rod, together with the finished item; aluminium and titanium frame structures; and many historic pictures taken inside the factory and race shop.

 

The Husqvarna Fabriksmuseum is based in the town of Huskvarna, near Jönköping, easily reached from major cities using the excellent Swedish bus system.  For a full English-language Husqvarna motorcycle history track down a copy of ‘Husqvarna Success’ by Gunnar Lindstrom (Parker House 2010).  More about the Folan Husqvarna-based modular 500/800/1000 cc engine can be found here. Nils Hedlund’s engines may be seen here and drawings and pictures of the Ex-Cam by following the ‘Hedlund’ tab then ‘Hedlund X-Cam.’ 

Photos by Nick Jeffery.

 

(12/18/2011)

 

Last month we provided links to 40 renditions of Richard Thompson’s “1952 Vincent Black Lightning.”  This month we decided to offer you a listen to Vaughn Monroe’s "Black Denim Trousers," recorded in 1955.  Here it is by The Diamonds.  Or, how about The Cheers.  And here it is by Sha Na Na with a really campy video. You can read more here about Vaughn Monroe, who really was a motorcyclist, as pictured here. 

 

West Virginia MountainFest, which has been one of the fast-growing rallies in the nation featuring vintage motorcycle displays, received coverage this year in several national publications, including Thunder Press.  To read our prior feature on the 2011 MountainFest, go to Motohistory News & Views 8/12/2011.

 

Well, it had to happen!  We all knew that sooner or later someone would make a Gold Wing Rat Bike. 

 

You'll find lots of great photos, mostly of small Japanese bikes, at the Marbles Motors web page.

 

The Potomac Vintage Riders' annual swap meet and bike show will be held Sunday, January 22 at the York, Pennsylvania fairgrounds.  Vendor setup is January 21.  Long a favorite among antique bike collectors, this meet is one of the largest indoor vintage bike events in the eastern United States.  For more information, click here. 

 

Ignition3 has just released its video coverage of the 2011 ISDT in Finland.  Here's a clip. 

 

Classic Swap Meets will be hosting a meet and bike show at Medina County Fairgrounds on February 18.

 

Watercolorist Gerald Fitzler is noted for his landscapes, but he also has a passion for motorcycles.  For more information about Fritzler and his work (pictured left), contact the Claggett/Rey Gallery in Vail, Colorado.

Pre-1972 motorcycles will be welcome at the Tennessee Motorama, happening January 14 and 15 in Murfreesboro.  There’s more information on their web site.

 

Rocky Robinson tells us what it’s like to crash a liner in pursuit of 400 mph!.

 

Here's a video about the Number One Motorcycle in the World.

 

Rob Phillips restores a lot more than Huskys at Husky Restorations.  Check out the latest, a 1975 Kawasaki KZ250 plus a lot more at their web site. 

 

The Motorcycle Classics web site takes you onboard a 1911 Indian for a lap of the Isle of Man with Dave Roper.

 

The Norton is still with us. 

 

Go behind the scenes at Cycle World’s 40th Anniversary Celebration of "On Any Sunday."

 

Todd Trumbore has shared with us his tribute to the late Karl Duffner.  In addition to the nice words, there are great photos.  To read our feature about Karl, go to Motohistory News & Views 11/30/2009 and 12/22/2010.

 

Here’s a video about the Black Falcon (Vincent) from Falcon Motorcycles.

 

A 1906 all-original Indian will go on sale at the Bonhams auction in Las Vegas on January 12.

You’ll enjoy "Ghosts of History" at SuperbikePlanet.  There are also many pages of Allan Engle images.  Go to 12/26/11 in the index for the full list.

Do you remember when the Daytona 200 (right) was really exciting?  To enjoy the memories, click here. 

 

Through his blog “The Rider Files,” Larry Lawrence brings us shots of Loudon 1984 and a remembrance of the ever-popular Big Bill Spencer.

 

 

Japanese motorcycle exhibit       

to open in 2012

(12/15/2011)

 

In September 2012, the Antique Motorcycle Foundation will open an exhibit entitled “Kaizen: The Influence of the Japanese Motorcycle” at the Motorcyclepedia Museum in Newburgh, New York.  It will be the first exhibit dedicated solely to Japanese motorcycle history and antique Japanese motorcycles to be assembled at a major American motorcycle museum.

 

The Japanese word “Kaizen” means “beneficial change,” but in post-war Japan, it was more than just a word.  Kaizen was also used to describe philosophy of work and manufacturing that became the key to the quality and innovative design that enabled Japanese brands to penetrate, then quickly dominate international markets with products built to a higher standard.  Under the principles of Kaizen, every worker was encouraged to identify small changes that would reduce waste in a war-torn nation where essential resources were so hard to come by.  It was soon realized that the by-products of the relentless drive to reduce waste was improved quality and efficiency.  Many of the concepts practiced by the Japanese became components of a worldwide manufacturing revolution that became known as “Total Quality Management,” but only after the Japanese proved by dominating markets that they had learned a better way.

 

The practice of Kaizen not only enabled the Japanese to become dominant in the American motorcycle market, but it resulted in “beneficial change” to the motorcycle industry as a whole when the market became larger, reached a broader range of customers, generated more profit, and improved the public opinion of motorcycling in America.  Consequently, Kaizen, the exhibit, will be more than an exhibit to celebrate the beauty and technology of Japanese motorcycles.  It will also celebrate a philosophy that altered and benefited the worldwide motorcycle industry. 

 

Kaizen is scheduled to open in mid-September 2012 and will run through August 2014.  It will contain upwards of 50 motorcycles, plus artifacts, posters, and advertisements of the period from the late 1950s through 1980.  At present, the curatorial team is networking among collectors to locate the motorcycles that will be selected for the exhibit.  While both restored and original-paint motorcycles will be chosen, in all cases very high appearance standards will be adhered to.  While the exhibit will run for two years, in some cases one-year loans will be accepted.  A list of motorcycles being sought is published below.  All motorcycles accepted for the exhibit will be insured to an amount specified by their owners. 

 

Motorcycles being sought for the Kaizen exhibit include, but are not limited to, the following: a late-1950s Tohatsu, 1959 Honda Benly 125-150cc, 1960 Yamaguchi, 1960’s Honda Super Cub C100 or C102, 1960’s Honda Superhawk 250 or 305cc, 1962-64 Honda Dream CA77 305, 1962-65 Honda Trail 50 or 55, 1964  Hodaka Ace  90 or ACE 100, 1964 Marusho, 1965 Yamaha Big Bear Scrambler 250 or YDS-3C, 1966-67 Yamaha Newport 50, 1965-67 Suzuki X-6 Hustler, 1966 W1 Kawasaki 650 Twin, 1965-67 Honda CB450, 1967/68 Honda CT90, 1967/68 Kawasaki A1R, 1968 Suzuki T500 Titan, 1968  Yamaha DT-1 Enduro, 1969 Kawasaki H1 500, 1969 Suzuki TM 250 or earlier RH model, 1969  Bridgestone 350GTR, 1969-70 Honda CB750, 1970 Yamaha RD350, 1970’s Suzuki GS750-GS1000, 1972 Kawasaki H2 Mach IV 750, 1972-7 Suzuki GT750 Water Buffalo, 1973 Honda Elsinore, 1973 Yamaha Monoshock Motocrosser, 1973 Kawasaki Z1, 1974 Yamaha TY250 Trials, 1974 Yamaha SR500, 1975 Yamaha XS650, 1975 Honda GL1000 Goldwing, 1975-76 Honda  400, 1975-6 Suzuki RE-5 Rotary, 1976-78 Honda CB750A Hondamatic, 1976-79 Yamaha RD400, 1977 Suzuki RM 250 or 1978 Suzuki RM400, 1978 Kawasaki Z1-R, 1979 Honda CBX, 1979 Kawasaki KZ1300 Six, 1982 Kawasaki KZ1000R, 1982 Yamaha ZX 500 Vision, 1982 Yamaha XJ650L Seca Turbo, 1983 Honda CB 1100F, 1983 Honda CX650 Turbo, 1983 Kawasaki KZ750 Turbo, 1983 Suzuki XN85D- Turbo, 1983 Yamaha Venture Royale.  The curators are also looking for any memorabilia, advertisements, posters, photos, etc. that illustrate the growth and success of the Japanese motorcycle industry in American up through the early 1980s.

 

Motorcyclepedia, which opened in April 2011, contains more than 400 motorcycles and memorabilia displayed over 85,000 square feet of floor space, placing it among the leading motorcycle museum in the nation.  It contains a diverse array of motorcycles and artifacts, including the largest single collection of Indian motorcycles anywhere, a large collection of 1960s and ‘70s customs, military and police motorcycles, and periodically changing exhibits sponsored by the Antique Motorcycle Foundation. 

 

The Antique Motorcycle Foundation is a non-profit organization created to tell the story of antique motorcycling so that the role and influence of the motorcycle in our transportation history and technological development can be better understood and appreciated.  The Foundation seeks to advance the interests of all motorcycle collectors, regardless of the interests in periods, brands, or motorcycle nations of origin. 

 

The AMF is supported solely by gifts and monetary contributions, for which contributors may receive tax-deductions.  For more information about the Antique Motorcycle Foundation, go to www.antiquemotorcyclefoundaton.org. 

For more information about the Kaizen exhibit, contact one of the exhibit curators: Roger Smith (rsmith481@yahoo.com) or Ed Youngblood (ed@motohistory.net).

Images from the Roger Smith collection.

 

Antique motorcycle restoration

goes to college

By Mike Rhodes

(12/12/2011)

 

It’s been said that the first motorcycle race was held as soon as the second motorcycle was built. Although the historical accuracy of this joke may be debatable, it does illustrate the changing and competitive nature of the motorcycle industry.  Every manufacturer strives to outdo its competitors, and each new product has left behind it a treasure trove of old models and prototypes. These bikes hold a special place in the hearts and minds of the people who rode them, or wish they had ridden them.  Unfortunately, as time passes, we tend to lose critical documentation on these bikes, almost as quickly as the number of qualified technicians who can service and restore them.  This is why McPherson College, in McPherson, Kansas, is working to stem the loss of knowledge with an academic major in Antique Motorcycle Restoration major.

 

McPherson College has been known since 1976 for is degree in Automotive Restoration.  This industry leading degree has turned out some of the best technicians in the field, such as David Liepelt and Ken Kennedy of the Henry Ford Museum in Dearborn, Michigan, or Nate Lander and Nick Antonio with the Mercedes Benz Classic Center in Irvine, California.  It seems likely that grads of the new motorcycle program can expect career opportunities like these within a field that is so badly in need of a new crop of qualified and professionally trained personnel.

 

Anyone who has tried to get comprehensive training in the motorcycle service field knows that there are limited options.  After shop class in high school, the aspiring young motorcycle technicians will look at Motorcycle Mechanics Institute for a course that takes just over one year, or Wyotech for their seven month course.  Either way, a choice needs to be made in which manufacturer one wants to specialize. These graduates can only earn certificates that say their graduates can now fix . . . fill in the blank with a brand name.  Or aspiring bike techs can look at some online or mail order courses not worth the space here to mention. Whichever way the new mechanics go, the best they can hope for is a certificate recognized by one of the factory’s dealerships or aftermarket shops. 

 

On the other hand, McPherson offers students the opportunity to learn the hands-on aspects of a wide range of skills in a state of the art facility staffed by experts who know all the ins and outs of their areas of specialty as well as the history and stories that keep these old machines alive.  McPherson Antique Motorcycle Restoration Program grads leave with a well-rounded Bachelor of Science degree that will take them places that a technician’s certificate never will. I believe the industry has been begging for someone to step up with the type of training and degree that McPherson offers.

 

The motorcycle major has been incorporated into the existing curriculum of the Automotive Restoration Program, spearheaded by Joe Dickhudt, an avid motorcyclist and Assistant Professor of Automotive Restoration.  Dickhudt says about the program, “People who love these classic and beautiful motorcycles of the past sometimes wonder who will be here in the future to preserve the machines, carry forward the memories, and continue the passion. Well, the answer to that question is being shaped right here, right now.  We believe that this is the only college in the United States with a four year program dedicated to antique motorcycle preservation and restoration, and we’re proud of that distinction.  We’re proud of our students, and we believe our graduates will make a difference.   We know they will carry on the passion.”

 

The school’s stated goals for the program are “teaching the major technical systems of the motorcycle, an understanding of authentic antique and vintage motorcycle restoration materials, methods, and techniques; knowledge of historical motorcycle research material sources, methods, and techniques necessary to complete and document historically accurate motorcycle restorations; proficiency in the use of the materials and tools necessary to complete authentic motorcycle restoration work; the attitudes, knowledge, and skills necessary to pursue a successful business career in antique and vintage motorcycle restoration; and knowledge of the historical role of the motorcycle in modern society.” 

 

These goals are achieved through eighteen program-specific courses alongside all of the general educational requirements needed for a bachelor’s degree.  Four of the courses are new and motorcycle specific, while the other fourteen combine aspects of motorcycle and automobile restoration.  After so many years teaching automobile restoration, McPherson College has broken the lessons down to ensure nothing is overlooked in the restorations or the teaching. Each class is small enough to ensure that every student gets personal attention. And each aspect of the curriculum is taught by an expert.

 

The courses that one needs to take to complete a degree include: Introduction To Restoration, which is designed to provide an overview of the restoration core courses, elective courses, general safety, and shop knowledge, along with historical information.  Engine Rebuilding, a course designed to teach students the basics of engine and related system restoration, operational theory, disassembly procedures, diagnosis of mechanical faults, rebuilding techniques, and engine machining processes.  Drive Train Rebuilding teaches the basics of drive train restoration and includes work in basic transmission and differential operational theory, disassembly procedures, diagnosis of mechanical fault, and evaluating transmission and final drive conditions.  Sheet Metal Restoration teaches the basics of welding and panel fabrication and restoration. This course includes work in basic welding processes, techniques, tool operational theory and related fabrication systems, assembly procedures, and evaluating metal body component condition.  Motorcycle History and American Society is a great course on the evolution of motorcycle culture, and the impact of that culture on American society.  Machining Technology students are introduced to blueprint reading, precision measurement, the theory and operation of machine tools, layout techniques and the use of layout tools, the characteristics of common industrial metals used in machining processes, machine maintenance, and nontraditional machining processes.  Chassis Restoration is a course that includes restoration work in basic frame, suspension, wheel, brake and drive train components; also disassembly procedures, diagnosis of mechanical faults, component condition, and brake systems machining processes.  Paint Restoration emphasizes panel preparation, paint systems and paint application, disassembly and documentation procedures, and diagnosis of painted surface faults.  Technical Woodworking is a course that will introduce students to the concepts and practices of basic woodworking, including planning, fabrication, and finishing, while stressing the safe operation of power tools.  It also examines the history and evolution of the American automobile and motorcycle in general and automotive coach building in particular.  Trim (upholstery) Restoration includes work in basic seat restoration. Also included are disassembly procedures, diagnosis of upholstery and trim faults and evaluating the condition.  Electrical and Electronic Systems addresses the characteristics and operations of electrical and electronic systems with special emphasis on their practical application in automotive systems. The course introduces Ohm’s Law, electrical power, circuit elements and magnetism and induction in electrical circuits. Special emphasis is given to the use of this knowledge in the repair, restoration, and preservation of classic and antique electrical systems.  Restoration Assembly Processes allows students to refine their skills from other courses in a comprehensive format.  Motorcycle Engine Rebuilding focuses on rebuilding single and multi-cylinder engines used in motorcycles prior to 1970 as well as various other small engines of similar design.  Motorcycle Drivetrain & Chassis Restoration is a course on diagnosing problems, repairing and restoring motorcycle transmissions and chassis components including forks, wheels and tires, and brakes.  Motorcycle Assembly Processes is designed to allow students to refine their skills from other courses in a comprehensive format. Students will work on vintage motorcycles and their components, rebuilding and reassembling these components. Junior Seminar explores restoration management and research. This course looks at current trends in restoration, how to organize a restoration, and how to properly research restoration methods.   

 

Then students have a Senior Project and a choice of one of three advanced courses:  Advanced Sheet Metal Restoration - with Motorcycle Option, Advanced Paint - with Motorcycle Option, or Applied Trim & Upholstery - with Motorcycle Option.  And last but not least, students can choose one of the following courses: Finishing Touches, Materials and Processes, or Applied Diagnostics.

 

With all these courses available, any other school would be hard pressed to compete with McPherson’s degree.  In addition, there is Templeton Hall, the amazing facility in which the courses are taught.  It is one of the most impressive shop facilities I have ever seen.  The building is set up to teach each component and aspect of the restorations.  There are large areas dedicated to drivetrains and chassis, paint, engines, and trim.  In all, Templeton has eleven areas dedicated to the various stages  restorations, including electrical, sheet metal, motorcycles, wood working, trim, drive train, chassis, engines, machining, paint, and final assembly.  I use the term “area” loosely because each area is the size of a shop that any professional technician would be proud to call their own.  Each area is orientated so the completed parts converge on the final assembly area where they are put together by students that have made it through each area of the shop, much like the components they are assembling. By the time students are doing final assembly, they have learned how each piece works and how much time and effort it takes to make each one perfect.

 

The front hallway of Templeton leads to three classrooms where students learn shop safety and operational theories for respective tools and components, as well as the history and stories about each bike or automobile being restored.  A showroom to display completed projects is included. The fact that motorcycles were incorporated into auto restoration without a hitch demonstrates how well the school manages the shop and the building.

 

In 2010, McPherson College kicked off the motorcycle program by hosting “Bikes on the Lawn,” which has become an annual show open to the public every September. Students and faculty get to show off the program and facility as well as check out all the bikes and enjoy a lunch provided by the students’ C.A.R.S. club.

 

As an institution of higher learning, McPherson has answered the call for a program that offers a degree including everything that a new motorcycle restorer needs to know. The automotive service industry has ASE certification for technicians who can demonstrate a working knowledge and sufficient training. This certification tells automobile owners that the mechanic working on their car or truck is trained and competent.  Motorcycle owners don’t have the ASE to help them identify qualified technicians, so they will hopefully be looking for the best degree in the field when they select the person to keep their pride and joy on the road or in the showroom. The bar for such a degree has been set high by McPherson College. It is now up to other schools to follow McPherson’s lead in training new and competent restorers with real degrees and well-rounded educations. 

 
Anyone interested in more information can check out the schools website at, http://www.mcpherson.edu/academics/autorestoration.php.

Photos provided by Mike Rhodes.        

Stopping at the Seaba Station

Motorcycle Museum
By Tosh Konya
(12/10/2010)

 

Located almost the center of Oklahoma, right on old Route 66, is Warwick, a near-defunct town of less than 200 people.  Certainly not a busy stopping place on its own merits.  But two motorcycle enthusiasts—Gerald Tims and Jerry Ries—are busy putting Warwick back on the map with The Seaba Station Motorcycle Museum, a beautiful historical presentation that is bringing in more traffic than the town has seen in decades.

 

The red brick Seaba Station was built by John and Alice Seaba to sell gas and services to travelers in 1921, five years before Route 66 was certified as a National Highway.  Later, John walled in the front bays of the station and turned it into a machine shop.  The property was sold to Victor and June Briggs in 1951, then five years later to Sonny and Sue Preston who converted it into an antique and gift shop.  In 2007, it was sold to Ries and Tims, who is Triumph and Suzuki dealer.  Ries carried out a complete renovation of the property, restoring the historic brick structure to its original condition.  In 2010, they reopened it under its original name as a motorcycle museum.  Occupying 5,000 square feet of display space, the approximately 100 motorcycles on display are mainly from the collections of the museum owners, but about ten percent are on loan from the collections of other local motorcycle enthusiasts.

 

The Seaba Station Motorcycle Museum promotes an active schedule of ride-ins and special events which, during its first year of operation, generated more than 10,000 visitors.  In addition, due to its location on historic Route 66, it is often used as a check point for poker runs hosted by local clubs.  The Museum has an excellent web site with historic photos of old Warwick, a photo documentary of the restoration of the Station, and pictures of many of the antique and vintage motorcycles currently on display.  Click here to see why Seaba Station is a must-stop for anyone crossing Oklahoma on Route 66.  Plus, it is just spitting distance from I-44, so there is no good excuse not to visit.  Take the Chandler exit.

Photos provided by Tosh Konya.                          

 

 

2012: the year

of battling meets

(12/8/2011)

 

Last month, we reported that AMA Vintage Motorcycle Days 2012 and the Antique Motorcycle Club of America National Meet at Wauseon, Ohio will be on the same weekend of July 20 through 22 despite the fact that the two venues are only 130 miles apart (see Motohistory News & Views 11/30/2011). Now, Vintage Motorcycle Alliance, a newly formed corporation, has announced that it will host a meet March 9 and 10 at the fairgrounds in Eustis, Florida on the same weekend of the AMCA National Meet in New Smyrna Beach, only 60 miles away.

 

Eustis has been the location for the AMCA National in Florida for many years, but for 2012 the Sunshine Chapter of the AMCA—host for the meet—announced that it would be moved to the Silver Sands Bridle Club in New Smyrna Beach.  Discontent with the decision emerged among AMCA members and vendors to the extent that in late November, a group calling itself the Vintage Motorcycle Alliance announced that it would host a competing meet at Eustis.  VMA is a Florida LLC with offices in Ephrata, Pennsylvania.  In its mission statement, the VMA states, “We intend to promote a massive opportunity for vendors of parts to display their products and offer information for collectors, builders and restorers. The Lake County Fairgrounds provides an amicable sales environment for small and large vendors of all types of motorcycles and parts.”  The statement concludes, “We are not sanctioned by the AMCA but do appreciate those standards.”

When asked about the motivation for organizing a meet competing with the AMCA National in Florida, a spokesman for the VMA said, “We heard a lot of negative opinions from vendors about moving away from Eustis to a venue near Daytona Beach.  However, I am not going to dwell on those complaints because it is our desire to run an upbeat, positive, and friendly promotion, which we believe is consistent with the family-oriented and traditionally friendly atmosphere at the Eustis venue.”  He added, “The last thing on our mind is to hurt the Sunshine Chapter in any way.  They have done a wonderful job and been very good to us over the years.  However, there is a clear demand from the vendor community to remain at Eustis, and we want to offer them that opportunity.”

In the mean time, at least a portion of the Wauseon vs. Vintage Motorcycle Days conflict has been solved.  While the swap meets will remain the same weekend, the AMA has moved its dirt track race at Ashland, Ohio (pictured above right) from Friday to Saturday night, eliminating any conflict with the dirt track and vintage races at Wauseon.  The rescheduling of the Vintage Motorcycle Days race from Friday to Saturday night, with a rain date on Sunday, changes a rider problem to a rider opportunity with two paydays in a single weekend.  AMA Track Racing Manager Ken Saillant says, "The AMA supports more racing choices, not fewer, and we hope this move gives racers more opportunity to get out there and show the fans what classic dirt-track machinery can do."

For more information about the Wauseon National meet and Friday night races, click here and here.  For more information about AMA Vintage Motorcycle Days, click here. 

Image of Ashland race track provided by AMA.

 

Calendar up for 2012

(12/6/2011)

 

If you have not gotten your calendar for 2012, it is high time.  Fortunately, there are a number of good options for Motohistorians of various interests. 

 

For those with an interest in all types of antique motorcycles—in this case 35 years old or older—there is the 2012 offering from the Antique Motorcycle Club of America.  With a close-up of an Indian Four on its cover, it offers beautiful images of classics from America, Europe, and Japan.  In addition to a large feature image, each month offers several smaller images of fine motorcycles with captions about their owners.  Each page is chocked with notes and important dates, such as the AMCA National Meets and Vintage Road Runs.  This calendar is marketed only to members of the AMCA through the club’s magazine and web site, but it is available to anyone who knows how to push the right buttons on your keyboard to access the AMCA’s on-line store.  It is $12.00 per calendar, plus shipping.  To access the calendar page on the AMCA web site, click here. 

 

There’s nothing that enhances old iron like a young lady.  And we’re not talking about the kind of silicone sisters you see on the typical machine shop calendar.  Metro Racing ladies are always like the girl next door.  With Metro’s large format calendar, the year 2012 will bring you hours of pleasure as you stare longingly, imagining what could be….oh yeah, then there's the bikes as well.  They include a pristine Ariel Square Four, a championship winning Honda Elsinore 125, two of the sweetest Rupp's, the trickiest '78 YZ 250 on the planet, along with many more, all printed on quality stock, measuring 11"x17", spiral bound, shrink wrapped in plastic, and cardboard backed so it arrive in perfect shape.  Each shot is suitable for framing after the month is over. It will be almost impossible to pick just one as your favorite; you'll have to hang them all!  For your copy of the Metro Racing 2012 calendar, head on over to the Metro web site Metro Racing web site or call toll free at 877-746-3876. It’s only $10 plus shipping.

 

If you are a Hodaka fan, the Hodaka Owners Club offers a 2012 calendar with a Hodaka motorcycle or a Hodaka action shot on every page.  It’s $18.95 for Hodaka Club members and $21.95 for non-members. Domestic shipping is $4.95, but you can get up to eight calendars for the same shipping cost.  To order if you are a member, click here.  To order if you are a non-member, click here.  To join the Hodaka Owners Club for $25 a year, click here.  All proceeds from calendars go to support the club and Hodaka Days, its big annual gathering of the faithful. 

 

Each page of the Penton Owners Group 2012 calendar features a beautiful Penton posed for the camera, or action photos of club members who still ride their Pentons in vintage competition.  There is also a tribute page to the late Dane Leimbach, a member of the Penton family and the brand’s legendary ISDT Trophy Team.  The calendar is an 8 ½ x 11 vertical format with comb binding.  The price is $16.00 per calendar, which includes shipping and handling.  To place your order, click here.  To become a member of the Penton Owners Group, click here.

 

We’re never surprised to learn how specialized collectors can become toward brands and even models, but we did raise our brows a bit to learn that there’s a 2012 calendar for those of you who care about nothing but Honda CT90s and 110s.  In a large 17 x 11 format, it becomes 17 x 22 inches when hung on the wall in horizontal format.  It has oversized date boxes, plenty of space for notes, and full-bleed, full-color graphics on 110 lb. glossy stock.  To order yours for $18.99 from Café Press, click here.

 

For many years, the National Motorcycle Museum, US, has produced its “Vintage Wind” calendar featuring fine vintage photos.  But this year they have knocked themselves out with the concept on upgraded, glossy card-stock paper in a horizontal 10 x 11 format.  We can’t help but wonder where John Parham and his staff find some of these wonderful photos.  Clearly, many have come from obscure personal albums, since some photos have bear autographs and hand-written notes.  Date blocks contain extensive notes about upcoming rallies, road runs, and other events of interest to the motohistorian.  To order your copy for just $8.99, click here.

 

We’ve written before about how much we enjoy the Paul Jamiol’s “Bikers are Animals” series of children’s books.  Now you can enjoy his madcap motorcycling menagerie on a 2012 calendar.  To order it for $20.95, click here.  To read our most recent review about the “Bikers Are Animals” series, go to Motohistory News & Views 10/8/2011.

 

And for those of you who love the quirky bikes at BikeEXIF, don’t forget that they offer a calendar, which will keep you happy with beautiful motorcycle images all year long.  It’s a deluxe production, sized at a hefty 16″x 10″ (42 x 27 cm), and printed on 128 GSM artpaper with a 260 GSM artcard cover. And it’s delivered shrink-wrapped with a board stiffener for protection.  For more information, click here.

 

For an even greater selection of 2012 motorcycle calendars, click here.

 

(12/4/2011)

 

Reading Motorcycle Club 100th Anniversary History Book

Review by Doug Strange

 

It’s not often that a motorcycle club’s history can reach back to the beginning of the last century.  The Reading Motorcycle Club in Oley, Pennsylvania is one of only a handful of clubs that can boast this acclaim.  The RMC began as a small social club of like minded motorcyclists in 1909 in the city of Reading but became a fully structured organization in July of 1911 when the club obtained its charter from the Commonwealth of Pennsylvania.

 

Celebrating its 100th year anniversary, the club has published a history book detailing its early days right through to the present time.  Ride along with the RMC as the club plays tribute to its history, celebrated riders and notable accomplishments.  The early history of the RMC is intriguing and well documented, derived from old meeting records and original photographs plus recollections from the club’s oldest members.  The club was extremely active in the early days and benefited from having national caliber competitors within the club ranks.  The RMC probably has more AMA Motorcycle Hall of Fame Inductees in their history than any other motorcycle club in America.  The club has survived the Great Depression and two World Wars, yet has come back strong each time.  Modern members of the Reading Motorcycle Club are a proud bunch and continually contribute back to the club other as well as the community. 

 

Enjoy and entertain yourself with a copy of the Reading Motorcycle Club 100th Anniversary History Book.  They are available through the club web site.  This hardbound book contains 208 pages of photographs and history, along with four pull out spreads of vintage panoramic photographs from the club’s earliest years.  Price is only $35.00 (plus 6% sales tax if a Pennsylvania resident) plus shipping and handling.

 

“Ben Spies: Taking it to the Next Level,” by Larry Lawrence, is a biography of the American road racing prodigy who started winning when he was in the second grade, earned national recognition at 16, won three consecutive AMA Superbike Championships against the talented and mentally tough Mat Mladen, then went on to carry the Stars and Stripes into World Superbike and MotoGP competition.  Author Lawrence, a respected journalist and American motorcycling's leading statistician, knows Spies probably as well as anyone outside his family since Lawrence has worked for the Spies team as a publicist.  With a foreword by Kevin Schwantz, this 9 x 11 inch large-format, soft-cover book presents beautiful photography on every one of its 160 pages.  It is available for $29.95 from David Bull Publishing. To read our previous feature about author Larry Lawrence, go to Motohistory News & Views 10/12/2006.

 

 

Veloce Publishing has come out with a pair of books for the motohistorian who likes tiddlers and around-towners.  They include “The Lambretta Bible” and “Funky Mopeds: The 1970s Sports Moped Phenomenon.”  “The Lambretta Bible,” by Peter Davies covers all models of this storied scooter built in Italy from 1947 through 1971.  In hard cover with 160 pages and 192 illustrations, the book provides complete model history with full technical specifications and details on production changes, previously unpublished photographs, frame number information, paint code information, and examples of advertising and promotional literature.  There is also a chapter about special machines built by the factory to dealer orders.  “The Lambretta Bible” is available from Veloce Publishing for £29.99 UK or approximatley $50.00 US.  “Funky Mopeds,” by Richard Skelton, covers the decade of high-performing sport mopeds that were both created (unwittingly) and killed off by legislation. Packed with photos from past and present, this book explores the machines, the people, the fashions, and even the music of the moped set of the 1970s.  Brands covered include AJW, Batavus, Casel, Cimatti, Derbi, Fantic, Flandria, Garelli, Gilera, Gitane, Honda, Kreidler, KTM, Malaguti, Motobecane, Negrini, NVT, Puch, Suzuki, Tesi, Yamaha, and Zundapp.  The book has received rave reviews and seems to have the power of nostalgia over even those who only remember, but did not own a sports moped.  With more than 300 images on its 144 pages, it is available from Veloce Publishing for £14.99 UK or approximately $24.00 US.

 

“Terry the Tramp: The Life and Dangerous Times of a One Percenter,” by K. Randall Ball, is both a biography of Vagos International President Terry Orendorff and a cultural history of the American motorcycle outlaw club phenomenon from its birth after the Second World War to the present day when our fear-driven, so-called post-911 society has become less tolerant than ever of any subculture that seems to deviate from the norm.  Ball, a former Hell's Angel and long-time journalist of the motorcycle counter-culture, describes his topic with eloquence: “Vagos lived at the junction of the tracks between good and evil.  Even within the ranks, brothers fought brothers over the notion of Brotherhood. . . It was a life that pitted the outlaw's warrior spirit against the evil ranks of criminal minds.  Sometimes the noble outlaw spirit and the evil criminal mind occupied the same flesh-and-blood vessel.  This inner contradiction manifested itself in outward actions.”  Ball explains how the ever-changing cultural environment, from the conformity of the Eisenhower Years to the free love of the Hippie movement to the current obsession with terrorism and security has changed the attitude and tactics of American police organizations, and in turn the organization and sophistication of the outlaw motorcycle clubs with which the police have always been obsessed.  By tracing how the bright but uneducated, compassionate but violent Terry Orendorff survived these decades of change, Ball creates a parable for how the whole movement survived.  Throughout the book, amateurish and grainy black and white snapshots are sparingly but skillfully used to enhance the mood and texture of the tale.   “Terry the Tramp,” 272 pages including index in hard cover with dustcover, is available from Motorbooks for $27.00 US, $30.00 Canada, £20.00 UK.

 

Many books have been published about BMW motorcycles, but no one has focused solely on the BMW custom, including choppers, bobbers, trikes, and quad bikes – until now.  Although not normally associated with the brand, there are some fantastic customized BMWs out there, new and old.  “BMW Custom Motorcycles: Choppers, Cruisers, Bobbers, Trikes and Quads” by Ulrich Cloesen showcases them in all their innovative glory, including stunning images of singles, twins, and fours from throughout the world.  There are more than 250 color and black and white images on 128 pages.  It is available from Veloce Publishing for £19.99 UK or approximately $30.00 US.    

 

The winter edition of The Antique Motorcycle is comin' right atcha with a steely-eyed Matt Walksler on an antique board tracker.  The cover story is about how the oldest of the racing machines—the pre-30s, direct drive board track beasts—are spawning a youth movement within a club where the average member is pushing 60.  Also in this issue is how AMCA members tackle the national Ride To Work day, a story about H.C. Morris' triumphant collection of British twins, a feature on the Flying Merkel Model 75, and several national meet reports including Wauseon, Ohio; Oley, Pennsylvania; Denton, North Carolina; and Dixon, California.  There are also historical and technical columns, minutes of the board of directors, an annual financial statement, and want ads.  There's a lot to like about The Antique Motorcycle, but if you are not an AMCA member, you wouldn't know that.  To remedy the situation, just join now.

 

Jim Babchak's “American Iron Classic” feature in the February issue of American Iron Magazine is about the Indian military Model 841, in this case a beautifully “civilianized” version owned by collector Jim Grove.  The 841, created in response to a War Department demand for a shaft-drive motorcycle suitable for use in Europe and North Africa, had many features that should have endeared it to a post-war customer.  In addition to the shaft drive, it had plunger rear suspension, four speed transmission with foot shifting, and hydraulically dampened front forks.  A little more than 1,000 were built, but none saw action.  According to historian Harry Sucher, they were sold for $500 to Indian dealers in 1944.  Many have been correctly restored in military livery as collectibles.  Some, like Grove's, have been dressed up and fitted out to demonstrate what might have been.  Babchak's words are enhanced by photography by Buzz Kanter.  Also in this issue is Part One of a series by Donny Petersen about Harley-Davidson's historical model and letter designations. For more about American Iron Magazine, click here.

 

The December issue of The Vintage Japanese Motorcycle Magazine contains a cover story about a complete make-over of a 1982 Honda CBX for a “modern” appearance.  Major changes included Suzuki GSX-R forks, a  Honda VFR750F single sided swingarm, an a Yamaha R1 shock, resulting in a motorcycle 4.5 inches lower and two inches longer than the original.  Builder and author J. R. Luksik says one of his objectives was “to build a bike on the cheap . . . didn't happen!”  There are also stories about the 2011` Barber Vintage Festival, the 2011 Rice-O-Rama, the Motogiro USA, and the Santa Fe Concorso, which featured a slew of sixes by Honda, Benelli, Kawasaki, and BMW.  As always, there are lots of classified ads for collectors and restorers looking for Japanese classics.  This magazine is not available on news stands.  Rather is a benefit for members of the Vintage Japanese Motorcycle Club of North America.  Join today and the next issue will arrive in your mailbox. 

 

Issue No. 48 of VMX, the vintage motocross and dirt bike quarterly from Down Under, contains a cover story about Kurt Nicoll's works Kawasakis from 1983, 1987, and 1989, now owned by Italian Claudio Venezian.  Other collectibles featured include the Montesa 250 H7 Enduro, the 1978 Suzuki RM125C, the 1963 Maico 250, and the 1983 Husqvarna CR500.  Event coverage includes a very big feature about the 2011 Goodwood Revival, plus stories about the Yankee Reunion, the Farleigh Castle Vets VMX des Nations, the Australian Classic Motocross Championships, the Stafford (England) Classic Show, and Marty Tripes' Second Annual Vintage Days.  There's also a story by Ken Smith about Broc Glover that features all black and white photography. VMX is an instant collectible, done on heavy stock with beautiful photography.  To subscribe, click here.