Denis Manning assembles

seven decades of speed

(10/28/2007)

 

Denis Manning (pictured here), owner and builder of the Number 7 streamliner, which currently holds the world motorcycle land speed record at just over 350 mph, recently stopped at the Motorcycle Hall of Fame Museum in Pickerington, Ohio to pick up the Turnip Eater, the fuel-burning Harley-Davidson Sportster on which Leo Payne became in 1970 the first man to exceed 200 mph on an open, conventional motorcycle. Manning needed Payne's machine to fill out his road show of five historic speed record-setting motorcycles that represent land speed technology and design over seven decades. From there he was on his way to the Barber Vintage Festival in Birmingham, Alabama, but first he gave the collection its debut showing at a two-day exhibition at A.D. Farrow Harley-Davidson at NorthStar, near Sunbury, Ohio on October 12 and 13. After the big event in Alabama, the collection is set to become a main attraction at the Cycle World International Motorcycle Shows that opened in Phoenix October 26, and play in 13 cities through early next February. Pictured here, Manning stands among his traveling collection of speed record motorcycles. In the foreground is his red Number 7 streamliner which holds the current world record. Others from left to right include Dan Kinsey's Tramp III, Leo Payne's Turnip Eater, the Harley-Davidson streamliner piloted by Cal Rayborn, and Joe Petrali's Harley-Davidson Knucklehead record machine.

 

The oldest speedster in the collection is the canary yellow, partially streamlined Harley-Davidson Knucklehead on which Joe Petrali traveled 136 mph at Daytona Beach in March, 1937, exceeding by only four mph the 132 mph record set by Indian rider Johnny Seymour in 1926. Two examples of the Petrali motorcycle exist today. The Harley-Davidson Motor Company owns one, painted blue, that consists of the authentic chassis and bodywork. The example that will be on display at the Cycle World Shows was assembled by Jim Lattin of Encinitas, California, and contains the actual factory-special twin-carb engine that Petrali used when setting the record. Its canary yellow color is how the bike was painted when in ran in 1937. Although the Petrali motorcycle is always displayed with its beautiful hand-shaped metal streamlining, in actuality the streamlining made the motorcycle unmanageable, and it was stripped off of the motorcycle when Petrali finally beat Seymour's record.

 

Next in chronological order is the Turnip Eater, a 1957 Sportster that Leo Payne modified over a period of 13 years into an 88 cubic inch fuel-burning monster that ran a two-way average of 202 mph at Bonneville in 1970, becoming the first conventional, partially streamlined motorcycle to exceed 200 mph. Payne was recorded on one pass at an astonishing 222 mph, but due to an engine failure was unable to complete a return run. The Turnip Eater, named from the pejorative term “turnip” that Harley-Davidson fans called Triumphs when the British brand was Milwaukee's greatest rival, was restored to its original condition by Payne's mentor and friend Mike Wilson, of Cedar Rapids, Iowa, and later donated to the Motorcycle Hall of Fame Museum. Payne, in collaboration with George Smith, owner of S&S Cycle, was one of the leading pioneers in the use of nitromethane and other exotic fuels in drag racing and land speed record motorcycles.

 

A month after Payne set his record in 1970, Harley-Davidson went for and earned the ultimate motorcycle speed record at Bonneville with a Sportster-powered, Manning-built streamliner which Cal Rayborn piloted to 265 mph, surpassing the 251 mph record set by Don Vesco earlier that year. The engine that powered the liner was an unsupercharged 1,000cc Sportster known as Godzilla, built by Warner Riley. The machine was later sold by Manning to the Indianapolis Motor Speedway Museum, which has loaned it for display at the 2007/08 Cycle World International Motorcycle Shows.

 

Manning was also instrumental in the development of Tramp III, third in a series of high-performance, partially streamlined motorcycles created by George Smith of S&S Cycle, primarily as test beds for engine development. Tramp III was ridden by Vance Breeze to a gas class record of 192 mph in 1985, then by Dan Kinsey to a fuel class record of 226 mph at Bonneville in 1991. Kinsey is still head of engine development at S&S, a leading builder of high-performance V-twin engines in the America.

 

Star of the land speed road show is the awesome, red Number 7, powered by a 3,000cc engine utilizing Formula 1 racing technology. The streamliner, packed with space-age technology and featuring a monocoque body made of high-tech materials including carbon fiber, honeycomb aluminum, and Kevlar, was piloted by dirt track racing star Chris Carr to 350 mph on September 5, 2006. For the schedule of Cycle World International Motorcycle Shows where this collection of land speed record motorcycles will appear, click here.

Images of Leo Payne Sportster and Harley-Davidson streamliner provided by the Motorcycle Hall of Fame Museum.

 

Images of the Barber Vintage Festival

(10/28/2007)

 

To see Neil Cassard's photos of the recent Barber Vintage Festival, click here. For more from the Chain Gang, click here. For yet more from Digital Grin, click here. For links to still more on the Ducati Monster Board, click here.

 

Robinson's “Flat Out” nominated for
Dean Batchelor Book Award
(10/27/2007)

“Flat Out,” Rocky Robinson's story of his career as a land speed streamliner pilot, has been nominated for the prestigious Dean Batchelor Book Award.  Established by the Motor Press Guild in 1995, the Dean Batchelor Award recognizes excellence in automotive journalism as exemplified by the man it is named after, Dean Batchelor.

The Award singles out individuals demonstrating outstanding achievement in the profession of automotive journalism. It is awarded to writers judged to have produced the work which best represents the professional standards and excellence demanded by Dean Batchelor during his life as an editor, writer, and chronicler of the automotive industry. The Award was first presented posthumously to Dean Batchelor in 1995 for his seminal book on hot rodding, The American Hot Rod, which was published after his death in 1994.

Two books entitled “Flat Out” that include the subject of land speed racing have appeared in the last 24 months. The full title of Robinson's book is “Flat Out: The Race for the Motorcycle World Land Speed Record.”  For our notice on this book, go to Motohistory News & Views 9/4/2007, or for more information about the book on Robinson's web site, click here. The other book with a similar title is “Flat Out: The Rollie Free Story,” by Jerry Hatfield. For our review of Hatfield's book, go to Motohistory News & Views 10/6/2007.

 

A Motohistory Exclusive:

Strange prototype trailer reveals

the truth about Craig Vetter

(10/26/2007)

 

With his Windjammer fairing and retrofit luggage, Craig Vetter has been credited with helping define the modern American touring motorcycle, bringing improved comfort, convenience, and safety to motorcyclists who wanted to travel 300, 400, 500-mile days across the nation's vast network of highways. These products created a new market niche, influencing companies like Honda, BMW, and Harley-Davidson to develop factory-made, full-dress touring machines like the Gold Wing, the R100RT, and the FLHT.

 

However, a recent discovery in a garage in Rantoul, Illinois is likely to rewrite this chapter of American motorcycle history, or at least make us rethink Craig Vetter's role in the creation of motorcycle touring accessories. What was found hidden under a tarp is a bizarre two-wheeled animal carrier (pictured here). It is believed to have been there for over 35 years, based on a large file of sketches, documents, notebooks, and photographs discovered with it. The current owner of the garage said it was once rented by a former employee of the Vetter Corporation whose name he did not recall, and based on that scant information he contacted Motohistory to investigate. What we have learned is that while Craig Vetter may ultimately be given credit for helping create the touring niche in motorcycling, this strange discovery has proven it was something Vetter never intended to do. Vetter always loved dogs, which was verified by a photo found in the file of Craig with a pet he named SuperDog (shown below), and apparently, as a young designer, he abruptly turned away from motorcycle fairings and focused all of his energy on designing a high-speed, luxury animal trailer under a project code named RocketDog.

 

RocketDog, as evidenced by the recently-discovered prototype, featured a streamlined nose and windshield so pets could be hauled in safety and comfort behind a car, or even a motorcycle. Side carriers and a trunk on the rear provided space for pet supplies, kibbles, and squeaky toys. Much about RocketDog and Vetter's intentions is revealed in the file found with the prototype. Notes of meetings indicate that RocketDog was the source of serious internal conflict at Vetter Corporation. Vetter was insistent on pouring all available company resources into the project, abandoning further development of a full motorcycle design project code named RocketMan. Other employees argued that there simply was not enough market among people who need to rapidly tow trailers of pets across the nation's highways. They argued that the ill-conceived product would drive the company into bankruptcy while Vetter insisted that his idea would revolutionize pet towing, not just in America but possibly on a worldwide scale.

 

Senior employees urged Vetter to return to the company's original core business of designing and building accessories for motorcycles, but Vetter could not be shaken from his vision of a better world for traveling pets. At least not until a courageous group of employees took matters into their own hands in the summer of 1970. At one time there were two prototypes of RocketDog, because a set of Polaroid photographs found in the file documents the fact that after hours, and certainly without Vetter's knowledge, a small but courageous group of his subordinates sneaked into the factory and took a cutting torch to one of the prototypes. They cut the streamlined nose off the trailer and mounted it on the front of a motorcycle. They removed the various storage compartments from the rear of the trailer and mounted them on the rear of the motorcycle. We found in one of the notebooks a name, and hunted that person down at great expense. He was a former Vetter employee, a member of the group who butchered the first RocketDog prototype, and he agreed to talk to us only on condition of anonymity.

 

Vetter Employee X, as he asked to be called, confirmed the break-in and destruction of the RocketDog prototype and told us that when Vetter arrived the next morning, he found a pair of wheels, the butchered frame, and the central portion of the trailer – the actual pet carrier – discarded on the floor of the shop. At first, Vetter was enraged, according to Employee X. He began to question everyone who arrived for work that morning, looking for the culprits whom he intended to fire and possibly prosecute for destruction of company property. Then, while he was grilling others, the group who had destroyed the RocketDog prototype removed a covering from a motorcycle standing in the corner, and rolled it out into the middle of the floor. While awaiting Vetter's reaction, no one uttered a word. Employee X claims that for a moment Vetter stood with his mouth agape, then slowly walked around the machine. He dragged his palm over its windshield and streamlined nose, then touched the luggage as he walked to the rear of the bike. Finally, he stepped back, broke into a wide smile, and declared, “It's beautiful.”

 

The remaining RocketDog prototype was shoved into a corner and never worked on again. At one point Vetter ordered it destroyed, but Employee X, believing it represented an important chapter in the history of Vetter Corporation, sneaked it out of the building, and put it in his garage. Vetter, who is a student of the history of engineering and transportation, had been reading about the last generation of wind-powered sailing ships of the late 19th century, and his fascination for these vessels caused him to rename the project “Windjammer.”  After some minor re-design of the RocketDog trailer nose that had been mounted on a motorcycle like a fairing, the Vetter Corporation struck out in a new direction, and the famous Windjammer series of fairings was launched in 1971. So many resources were required to fulfill orders for its new motorcycle products, no additional thought seems to have ever been given to a high-speed animal trailer.

 

Prior to discovery of the lost RocketDog prototype, none of Vetter's friends or associates can recall his uttering a word about it over the past three decades. However, when we confronted Vetter with our findings, including a copy of the RocketDog development file, he came clean. “Yes,” said Vetter, “After my early success with the Phantom fairings, I became obsessed with creating the world's best pet hauler for my pet, SuperDog. When I saw dogs hanging out the windows of speeding cars, I knew there had to be a better way, both for the dogs and their masters.” When we questioned Vetter about the historic return to his company's core purpose, he responded, “The history speaks for itself. Look what we accomplished in the motorcycle industry. I am grateful that I had some practical-minded employees who forced me to rethink my vision. RocketDog might have brought us down.” Then Vetter got a faraway look in his eye, remembering his beloved SuperDog, and said, “But who knows? We might have also created a brave new world of high-speed animal towing.”

 

RocketDog, the real deal

Okay, folks, it's time for us to come clean. Everything you've read above is fake history, something we do from time to time at Motohistory just for fun and to keep the importance of real history in perspective. Indeed, RocketDog exists, but it is the creation of Frank Buckman of Glen, New York. Buckman, a chemical engineer, Vietnam-era vet, and pet lover who has been riding Triumph motorcycles since 1969, tows the homemade rig behind his big Triumph Rocket III. His constant companions are Buddy, a Black Lab rescued from a shelter, and Daktoa, a pedigreed Shih Tzu. The RocketDog trailer was built around a Triumph T160 frame. The Vetter fairing and luggage were purchased new for a 1975 Triumph Trident that Buckman rode for several years and later gave to his son. He says, “My son removed the touring equipment, and it was lying around unused. I had begun to travel with a dog carrier mounted on the back of my bike, and that wasn't very convenient, so in 2006 I decided to build my dogs a trailer with wind protection that would provide more comfort for them and me.” Buddy rides in the trailer and Dakota sits in a T-bag behind Buckman. He says people often mistake Dakota (pictured below with Buckman) for a stuffed toy, then are surprised when it movers. Buckman says that with the dogs in tow, he likes to limit his distance to about 300 miles a day, and that the big Triumph pulls the trailer effortlessly. He says, “It handles beautifully. I've had it well over 80 miles per hour, and I hardly know it's there.”

 

Buckman and Craig Vetter have become good friends. To read what Craig has to say about Buckman on his web site, click here. By the way, in the fake history story above, Craig really did have a dog named SuperDog, and there actually was a project code named RocketMan. It was the design project that became the Vetter Mystery Ship.

All photos except top two provided by Craig and Carol Vetter.

 

More Fonda, McQueen artifacts

going on the block

(10/24/2007)

 

Bonhams & Butterfields has announced that Steve McQueen's leather flight jacket and a 1998 Harley-Davidson that belongs to Peter Fonda have been added to the list of items that will be sold at auction November 10 at the Petersen Automotive Museum in Los Angeles, California. The sale of memorabilia will commence at 11:00 a.m., and motorcycles and automobiles at 2:30 p.m. Other noteworthy items to be offered include Clark Gable's 1934 Harley-Davidson, McQueen's 1926 Scott Standard Tourer, painted by Von Dutch, and dozens of Von Dutch artifacts. For more information, to register to bid remotely or in person, or to acquire an illustrated catalogs, click here.

 

Image of Steve McQueen in flight jacket provided by Barbara McQueen Brunsvold.

 

New bikes okay, but vintage riders

required at Grey Beards Trial

(10/23/2007)

Any vintage of motorcycle will be allowed, but only riders over the age of 40 will be eligible to compete at the First Moreland Grey Beards Gate Trial scheduled to be held at the Carl Peters farm in Moreland, New York on November 4.  Entry fee is only $5.00.  And don't forget, November 4 brings a switch back to standard time.

 

Photohistory by Kocks

(10/22/2007)

Photographer Rick Kocks, of Columbus, Ohio, sent us a lovely selection of photos from the Motorcycle Hall of Fame Concours d'Elegance that took place on October 6.  I just had to share with Motohistory readers this array of Triumphs.  In my opinion, the shape of a Triumph gas tank and the color schemes chosen by the company were features that always set it apart from other British brands.  For any who share this opinion, keep in mind that the AMA has named Triumph as its commemorative marque at Vintage Motorcycle Days 2008 (See Motohistory News & Views 10/10/2008).

Kocks, a former photographer and journalist for American Motorcyclist in the early 1970s (then called AMA News), is now a photography instructor in the Columbus school system. 

 

Photohistory by CHess:

Beating the big boys

(10/21/2007)

Our late-60s/early-70s photohistorian Carl Hess has sent us an image taken at an amateur scrambles hosted by the Blue Comets Motorcycle Club at Skippack, Pennsylvania on August 8, 1971.  It reminds us of the beautiful ballet of the big four-strokes on a TT track, accompanied by the thunder of straight pipes and megaphones.  In this case, the boys on the big twins in the 500cc class are being bested by Richard Washack aboard a 350cc Harley-Davidson Sprint.

 

Photohistory by Kruger

(10/20/2007)

Ralf Kruger sends us from Germany a photograph of a perfectly lovely trials bike built on a single-cylinder BMW R26 engine.  The photo was taken at the Harvest Run at Gross-Heubach am Main in 2005, which was the final round of the Deutschland Cup for pre-1965, twin-shock vintage trials machines.  The motorcycle is owned by Ralf Gorlich, and while BMW never built a trials bike, this little beauty certainly captures the Zeitgeist of the twin-shock era.

 

(10/18/2007)

 

Review:

Legendary Motorcycles:

The Stories and Bikes Made Famous by Elvis, Peter Fonda,

Kenny Roberts, and Other Motorcycling Greats.

By Basem Wasef

 

“Legendary Motorcycles,” just published by Motorbooks, does not need such a long title to make its point. Just its cover image, consisting of a close-up of the tank of the famous Captain America chopper from “Easy Riders” tells you what this book is about. Author and photographer Basem Wasef began this project by posing a question that countless motorcycle enthusiasts have doubtless asked: “What are the most historically significant bikes ever?” Through diligent research and a couple of cross-country treks, he set out to find the actual machines that made the legends, or that became legendary by virtue of who owned and rode them. What he tracks down, studies, and photographs are motorcycles owned by, or famously ridden by, James Dean, Peter Fonda, Dick Mann, Kenny Roberts, Mert Lawwill, Freddie Spencer, Craig Vetter, Leo Payne, T.E. Lawrence, Evel Knievel, Von Dutch, Mike Hailwood, Burt Munro, Robert Persig, Steve McQueen and others. Some he locates easily, some through painstaking research, and some through serendipity. For many he describes fascinating histories and chains of custody down to their present-day ownership.

 

Wasef's narratives are well written, and his photography is excellent. The 9 by 11 inch hardback, 176-page book is illustrated with a combination of historical photos and new images made by the author. For my money, the most beautiful and meaningful in the book is a shot of James Dean's last motorcycle, a silver/blue 1955 Triumph T110, posed in front of his childhood home in Fairmount, Indiana. It is enough to bring a lump to the throat of John Mellencamp. In all, there are 66 black and white and 152 color photos in the book. “Legendary Motorcycles” qualifies as both scholarship and eye candy. It is $34.95 and available from Motorbooks or Whitehorse press. Click here or here.

Review:

Munch: The Legend of Friedel Munch

and his Motorbikes

By Winni Scheibe

In the United States, Friedel Munch is best known for his legendary Mammoth, though he is a mechanical genius who has contributed in many other ways to the development of German motorcycles, including a two-stroke intended to take on the dominant Japanese brands in the early 1970s.  Munch's career, from his early Horex-based racing specials to the supercharged 154 horsepower Titan 2000, is covered in detail in "Munch: The Legend of Friedel Munch and his Motorbikes," by Winni Scheibe.  This 176-page book presents the story in both German and English, with translation by Tina Bastian.  In 9x12 inch hard-cover format, it contains 200 historical photos, 160 of which are in color.  These are enhanced by the use of high-gloss paper stock throughout.  While the main text contains considerable technical information, real motorheads will especially enjoy an historical technical summary that appears in the final chapter, providing detailed technical specs for each motorcycle Munch designed and built, with additonal notes about their special features and historical context.

Readers outside Europe may have difficulty obtaining this book.  If so, it is available from the author for 49 Euros plus postage and packaging.  To acquire a copy, E-mail winni-scheibe@t-online.de.  To read our recent story about Friedel Munch, go to Motohistory News & Views 10/11/2007.  

The 2006 MotoGP Season in Review, by Julian Ryder with photos by Andrew Northcott, is available from Superbikeplanet.  This 207-page hard cover book contains an eight-page report on each race, technical analysis of the motorcycles, and much more.  For more information or to order a copy for $21 plus shipping, click here.

 

Super-X story published in Germany

Latvian motohistorian Juris Ramba has brought to our attention that a new book about the American Excelsior company has been published in Germany. Written by Thomas Bund and entitled “American X: Excelsior, Super-X, and Excelsior-Henderson Motorrader 1907 bis 1931,” the book is in German. For more information, click here.

 

 

(10/16/2007)

 

We were perusing Flattrack.com the other day and found a link to a story about the Matchless G50R and the role it played in the career of AMA Grand National Champion Dick Mann. To check it out, click here. To go to Flattrack.com, click here.

 

If you are looking for the perfect gift for a Honda fanatic, you may want to consider Superbikeplanet's selection of art prints. These include Freddie Spencer's 1982 CB750F Daytona winner, Spencer's 1983 NS500 GP bike, and Valentino Rossi's 2002 Repsol Honda RC211V. To check them out, click here. In addition, the Planet has just added to the selection the 2004 Camel Honda RC211V (pictured above). To read about it, click here.

 

The Motorcycle Hall of Fame Museum has holiday cards for the vintage-minded motorcyclist. To see the selection, click here. And if you are looking for a really special gift, remember that the Museum's on-line holiday auction begins November 1. For more information, click here.

If you are a fan of board track racing, check out "Splinter Road" on YouTube.  A nice piece of work, artfully compiled from still photos.  Click here.

 

(10/14/2007)

Australian speedway expert Garry Baker is looking for a motohistorian in Argentina who can help research a traveling team of top riders that raced in South America in the summers of 1929 and 1930 (pictured here).  The team was organized by A.J. Hunting, and competed mostly at La Huracan Stadium in Buenos Aries.  Any Motohistory readers interested in the project should E-mail Baker at mayhem@alphalink.com.au.

 

Dining with motohistory

(10/13/2007)

 

Motohistory reader Ron Huch recently sent us some photos from his visit to Eddie Rickenbacker's Restaurant in San Francisco. The eatery is decorated with approximately forty antique motorcycles, plus guns, model trains, and who-knows-what-all. Pictured here is a 1922 Swiss Motosacoche. To read more about Rickenbacker's at MotorCycleUSA.com, click here.

 

Photo by Ron Huch

 

 

(10/12/2007)

 

Homage to Bud Ekins

We got E-mails from both sides of the Atlantic about our loss of Bud Ekins. Don Brown, one of his contemporaries, wrote about Bud riding against the Brits:

 

I hated to see Bud go. He was a great friend I met while racing in the desert in the early fifties. When Bud toured Europe to take on the Brits like Jeff Smith and other champions, he learned what it was like to try to race motocross on slippery grass. He finally won a few but it took him nearly all of the time he was there to do it. Betty Ekins wrote letters to me during their trip to let me know how Bud was doing. I still have some of these in my archives. Like many great racers, it's hard to see him go. He was a great friend.-- Don J. Brown

 

Veteran New Zealand scrambler Tim Gibbes, who often crossed paths with Bud in Europe, has posted some photos and a personal reminiscence on his web site. Click here and go to the “Those were the days” section of the site.

 

One of the Brits Bud competed with was the European Champion Les Archer, who wrote us and included a wonderful photo of Bud (Archer is in the center.  Bud is on the left).  Archer wrote:

 

Sorry to hear that we have lost Bud Ekins. We had our share of fun in France in the old days. Here is an old photo of us together after one of the races. I'm not sure what machine he has -- probably a Matchless – and of course I am on my Manx Norton. I guess it was about 55 years ago, when we were both just lads. Perhaps one of his family would like a copy. -- Best wishes, Les Archer

 

Les, we forwarded your fine photo to Bud's brother Dave. Our thanks to you, Don, and Tim for sharing some wonderful memories with Motohistory readers.

 

We also learned from Donna Ekins Kapner, Bud's daughter, that the family is planning a memorial for Bud at 4 p.m. on December 2 at the Petersen Automotive Museum in Los Angeles. All fans and friends of Bud are welcome. For more information, click here. 

Ekins head shot courtesy of the Motorcycle Hall of Fame Museum.

 

Motohistory Quiz #45:

We have a winner!

(10/11/2007)

 

John Wiser of Winter Park, Florida set a speed record in responding to our Motohistory Quiz. Less than three minutes after we shot our update notification into cyberspace, his correct answer arrived. And not only was this Wiser's second time to become a Motohistory Know-It-All, it was twice in a row! He also won Quiz #44 by identifying the engine from a Salsbury scooter.

 

Quiz #45 asked the questions: Is this a motorcycle? A scooter? The beginnings of a float for the Rose Bowl Parade? The answer to all these questions could well be “Yes.” It is the chassis of a Maicomobile, a novel vehicle that seemed to be both motorcycle and scooter. With its 14-inch wheels, its telescopic front suspension, swinging arm rear suspension, tubular frame, mid-mounted engine, and chain drive, it was very much a motorcycle. However, it was built for the scooter market with stylish full-body protection. With its low, flat-bottomed, hand-shaped aluminum shell, this 1950s beauty must have been every bit as attention-getting and audacious as a parade float as it cruised down the streets of post-war Germany.

 

In the late 1940s and early ‘50s, as other companies turned to micro-cars to provide inexpensive, economical transportation for a war-torn and rebuilding German economy, Maisch & Co., aka Maico, took a different direction, banking on the idea that a large, luxurious scooter would be the urban cruiser of the future. Later models of the Maicomobile even had a radio in the dashboard. Like America's post-war Salsbury (See Motohistory News & Views 9/12/2007), the Maicomobile was intended to travel toward an exciting, prosperous future with its futuristic, streamlined, airship-like styling. Significantly, both the Salsbury and the Maicomobile had aero design in their heritage, since Maico had manufactured for the Luftwaffe during the Second World War. Those less enamored by the Maicomobile's bulbous form compared it to a Hindenberg zeppelin on wheels.

 

Our images of the Maicomobile are borrowed with permission from “The Scooter Bible” (Whitehorse Press, 2005) by Michael and Eric Dregni. The Maicomobile chassis shown in our quiz was photographed in the restoration shop at the Moto Museum in St. Louis. For a copy of “The Scooter Bible,” click here. For information about the Moto Museum, click here. To read about the era of micro-cars from which the Maicomobile sprang, click here and here.

 

Congratulations, John, for winning a second Motohistory Quiz. I guess that makes you a Motohistory Know-It-All Squared!

 

Friedel Munch:

Much more than the Mammoth

(10/11/2007)

By Ralf Kruger

 

In America, Friedel Munch is best known for his legendary “Mammut,” so named for its rather imposing size and power, built around a four-cylinder NSU car engine and introduced by Floyd Clymer into the American motorcycle market late in 1966. Clymer and Munch also collaborated to re-establish the Indian brand, but this venture was short-lived (See Motohistory News & Views 6/30/2007). But in his home country of Germany, Munch's fame goes back to the late 1940s when he began to prove his riding and tuning skills aboard a self-built Horex road racer.

 

Friedel Munch was born on February 6, 1927, and grew up in the little village Niederflorstadt where his parents ran a service station that included an automobile and motorcycle repair business. From his youth, Munch was addicted to technical things in general, and motorcycles in particular. He learned motor mechanics and while still a teenager he twice won a national contest, in both 1942 and 1943. Later, after three years of apprenticeship, he attended technical school and earned the title of “Master of Mechanics.” Near the end of the Second World War, Munch was inducted into the Air Force where he was exposed to Germany's highly advanced aeronautical technology. After the war, he returned to his father's shop and helped operate a Horex agency. There he set up his own repair shop in the basement where he worked on many different brands of motorcycles. This experience taught him much about building high-performance engines, and in 1948 he launched his racing career aboard a self-tuned pushrod Horex S5 single (pictured above). At Hockenheim that year he stunned more experienced racers and built his own confidence by turning practice laps at 147 kph. Unfortunately, during the race his engine seized after only a few laps.

Back home, he went to work to make sure a seizure would not stop him again by converting the Horex to dry sump lubrication with twin oil pumps, and installing an external oil cooler and filter, which can be seen on the motorcycle pictured above. In search of more power, for the 1949 season he converted the pushrod single to a double overhead-cam, driven by a tower shaft and bevel gears. The cylinder and head were of his own design, as were new brakes and a frame with swinging arm suspension and air-assisted shocks. When his new Munch Horex Special was done, only its Burman gearbox and Regina telescopic forks remained from the original motorcycle. But two years later – in 1951 – his racing career ended with a crash at Heidelberg where he suffered severe internal injuries. Still, he remained involved in racing by maintaining his Horex Special for other up-and-coming racers.

 

Early in 1954, Fritz Kleemann, who had heard of Munch's achievements, offered him a job in the Horex racing department where he quickly proved himself and was offered a contract. But the relationship did not last long because Horex closed the racing department at the end of 1954 to dedicate all of its resources to development of its new Imperator model. Munch left and returned home to focus on his own development projects. During his brief stay at Horex, Munch recognized the potential of the new twin-cylinder, OHC Imperator. In fact, this was the template for Honda's early twins, such as the Dream and the CB450. Munch developed a second-generation Imperator with magnesium crankcases (shown in the road racing motorcycle pictured above) that could produce 50 horsepower at 8,500 rpm, which was 20 percent more horsepower than Honda's CB450 produced a decade later. When Horex went out of business in 1958, Munch acquired most of the spare parts and machine tools for the Imperator, and continued to refine his engines until 1963. With Fontana and Oldani brakes extremely expensive and very difficult to obtain, Munch built his own high-performance 250mm break drum with broad 45mm linings (shown above).

 

Most of Munch's customers were racers, and with his Imperator-based twin fully developed, he decided it might be time to build a DOHC four-cylinder. While at Horex, he had seen a head for a four-cylinder engine that was never completed, and it inspired him to prove his personal motto: “There is nothing that cannot be done.” Working night after night at his drawing board, Munch created what he believed was the best possible layout for a new four-cylinder, and using all of his skill, resources, and connections, he built a new prototype Grand Prix engine. However, further development was stalled by a shortage of funds, and eventually he had to abandon the project. A second project, a 500cc four-valve, 60hp, 10,000 rpm twin (pictured above), also suffered the same fate.

 

Disappointed by his racing engine projects, but certainly not broken, Munch turned his interest to a four-cylinder touring machine. Because his GP four-cylinder was fundamentally inapplicable for a street motorcycle, he turned to the NSU-Prinz automobile engine (pictured here). Air-cooled, and with plenty of performance parts available from NSU, it seemed the right engine to start with. From 1966 through 1968, approximately 30 of Munch's famous Mammoths were built.

 

This is when American entrepreneur and journalist Floyd Clymer arrived on the scene. Clymer was fascinated with the magnificent Mammoth and thought it perfect for high-speed touring over America's vast open highways. He also saw in Friedel Munch a technical genius who could help him fulfill his dream to revive the Indian brand. A deal between Munch and Clymer (pictured below in Munch's shop) was mediated by German motorcycle journalist Ernst Leverkus, Clymer became the American importer for the Mammoth, and the new Indian Scout 45 project was launched. However, the Mammoth's $4000 price tag proved too expensive for most American motorcyclists, and the Indian project, which moved slowly, produced only a single prototype in 1968 before Clymer sold his interests in Munch to American investor George Bell and moved his Indian dreams to Tartarini in Italy.

 

In 1970, financier Bell facilitated an alliance between Munch and Helmut Fath. Bell hoped to use the Mammoth to set a speed record at Daytona, and to assist Fath with the development of his 500cc URS GP engine. In 1969, Fath's solo rider Karl Hoppe had achieved a second place behind Giacomo Agostini's MV500-3 at Hockenheim, and Fath welcomed the financial support for the upcoming 1970 season. In fact, he sold his whole racing team to Bell, a decision that he would later regret. British rider John Blanchard had used URS engines in a Seeley chassis since 1967, so for the coming season Fath decided to try the engine in a Rickman chassis (as pictured here), which offered much of the same technology plus more robust front forks. German riders Karl Hoppe and Ferdinand Kaczor (pictured below with Fath on the far left) were chosen for the new team, and they took first and second at their first race in Austria in 1970. At his home GP at Hockenheim, Hoppe took a fourth place.

 

Given these encouraging results, it is unfortunate that a dispute broke out between Munch and Fath over the design of Fath's GP sidecar chassis, and Fath withdrew from the relationship, leaving all of his racing equipment in the possession of Bell. During the 1971 season, the Munch team showed some success, but not enough to justify the big expenses George Bell had to bear. Bell pulled out, leaving Munch with a financial disaster. After several buyouts from German wrapping manufacturer Hassia and wealthy privateer Heinz Werner Henke, Munch lost even the rights to his brand name. In 1977, Munch founded Horex-Motorrad and called his new project the Horex 1400TI (for turbo/injection). Later an 1,800cc version was developed, then Munch produced his last custom-made bike, the Titan 2000. In 1991, Munch (pictured here at a race in Brememhafen in 2006) suffered a stroke, then after six months in the hospital, he returned to work, declaring to others that work is the best therapy for recovery.

All images provided by Ralf Kruger.

 

 

Motohistory Quiz #45

(10/11/2007)

 

Okay, kids, it's time for another Motohistory Quiz. What is this? A motorcycle? A scooter? The beginnings of a float for the Rose Bowl Parade?

 

Be the first to tell me the name of this vehicle and its nation of origin, and you'll receive a personalized Motohistory Know-It-All Diploma.  Send your answer to Ed@Motohistory.net.

 

AMA Vintage Motorcycle Days 2008

to honor Triumph

(10/10/2007)

In the summer of 1958, Triumph began production of its new 650cc Bonneville, scheduled for introduction as a 1959 model.  In honor of the 50th anniversary of the Bonneville, the American Motorcyclist Assciation has announced that Triumph will be the commemorative marque at AMA Vintage Motorcycle Days 2008, which will take place at the Mid-Ohio Sports Car Course in Lexington, Ohio July 25 through 27.  In addition, the North American Laverda Owners Club will be honored as the Classic Club of the Year.  To learn more about plans for AMA Vintage Motorcycle Days 2008, click here.

 

 

Eleven inducted in to the

U.S. Motorcycle Hall of Fame

(10/10/2007)

 

The U.S. Motorcycle Hall of Fame hosted its annual induction weekend in Columbus, Ohio on October 5 and 6, 2007. The celebration kicked off with an open house reception for Hall of Fame inductees and their guests at the Motorcycle Hall of Fame Museum on the American Motorcyclist Association campus in the Columbus suburb of Pickerington, Ohio. Saturday's events included a concours d'elegance in the Museum's beautiful park-like surroundings (pictured above), and the induction ceremony and banquet, held nearby at the Hilton Inn. Best of Show at the concours was Peter Calles' rare MV Agusta 750 Sport (pictured here). For more about the concours, including more photos, click here.

 

New inductees to the Motorcycle Hall of Fame include Bob Greene, respected journalist and organizer of California's legendary Greenhorn Enduro; observed trials master and mentor Sammy Miller; Pat Hennen, the first American to win a road racing grand prix, Hugh “Harry” Hurt, a motorcycle accident researcher who established most of the baseline information used today in America's rider training programs; hill climbing great Orie Steele, dirt track racing sensation Rex Beauchamp, Ed Waldheim, California activist and proponent of recreational use of public lands; British motocross greats and chassis designers Don and Derek Rickman (pictured here with fellow Brit and Hall of Famer Jeff Smith), ISDT star Bill Uhl, and American motocross champions Trampas Parker and Mike Kiedrowski. (Note: Underlined names in the paragraph above will link to official bios on the Motorcycle Hall of Fame web site.)

 

Greene, Steele, and Beauchamp are deceased, and were represented by associates or members of their families. Sammy Miller was unable to attend, and Harry Hurt who was unable to travel due to illness, accepted his award through a video presentation. To read more about the induction ceremony on the Motorcycle Hall of Fame web site, click here.

 

Sartor Vintagis

Billy Uhl broke out his 1973 ISDT team blazer for the occasion (pictured here). Uhl, whose mother died during the trial, which was held in Massachusetts that year, was awarded the Count Lurani Trophy for his outstanding performance under difficult circumstances. About his vintage blazer, Uhl said, “I am really proud that it still fits me.”  Indeed!

 

A somber ending

The celebration ended on a sad note when it was announced that word had just arrived from California that off-road great Bud Ekins had died earlier in the day. Dave, his brother, was in attendance with his wife Paula (pictured here with Hall of Famer Gavin Trippe). Bud, who was the first American ever to earn a world championship point at a motocross grand prix, and who was Steve McQueen's stunt double for the famous motorcycle jump in “The Great Escape,” was inducted into the Motorcycle Hall of Fame in 1999. To read his Hall of Fame bio, click here. To read the Wikipedia entry on Bud Ekins, click here.  To read a Bud Ekins interview by Rick Sieman, click here. 

 

 

Willie G. and H-D personnel
visit Wheels Through Time Museum
(10/9/2007)

On September 27, a contingent of more than a dozen executives of the Harley-Davidson Motor Company rode into Maggie Valley, North Carolina, to visit the Wheels Through Time Museum. This business-and-pleasure junket was headed by Willie G. Davidson, H-D's Senior Vice President and Chief Styling Officer. The pleasure side of the trip was to enjoy the scenic roads of western North Carolina and to visit the acclaimed attraction, a unique facility known as “The Museum that Runs.” The business aspect of the ride was to seek ideas and inspiration for the new $80 million Harley-Davidson Museum scheduled to open in the summer of 2008. When asked by a museum visitor, “Will the Harley Davidson Museum be as good as Wheels Through Time?” Willie G's son, Michael, responded with a smile and a slight shrug,“We've got a lot of amazing motorcycles, literature, and stories from Harley-Davidson's earliest days, but I don't think that there will ever be another museum like this one.” Willie G., pictured here fourth from the left, concurred, enthusiastically conveying his thoughts in just a few short words: “I love this place!!!” 

The Wheels Through Time Museum is a not-for-profit organization dedicated to preserving the history of American transportation.  It is located on U.S. Highway 19 in Maggie Valley, North Carolina, across from the visitors' center. For more information, click here, or call 828-926-6266. To check on the progress of the new Harley-Davidson Museum, click here



(10/8/2007)

 

Last February, we carried a report from Latvian vintage motorcycle collector Juris Ramba about his restoration project of a rare 1913 Rex-JAP (See Motohistory News & Views 2/15/2007). Ramba located the motorcycle in Siberia. It was covered with blue tractor paint, and had been in a shed for more than 20 years. The bad paint job turned out to be a blessing, because it had protected the motorcycle from the savage Siberian climate. Ramba lovingly restored the Rex to original condition with the goal of riding it at the 2007 Isle of Man TT Vintage Rally. That hope was fulfilled, and if you would like to see a video of the Rex being started and ridden at the Isle of Man, click here. By the way, Ramba's Rex won the prestigious Footman James Insurance Company Cup for the best pre-war motorcycle at the concours. While the award is in reference to pre-World War II motorcycles, Ramba is quick to point out that as far as the Rex is concerned, the award could be for pre-World War I motorcycles as well.

 

Congratulations to Reese Dengler's Czechpoint web site for bringing us ten years of entertaining and authoritative history about Czech motorcycles. To Czech it out, click here.

 

John Clauss, grandson of the great hill climber Orie Steele, has created a web site in tribute to his grandfather. To read of Steele's history, and for a complete list of his documented victories, click here.

If you want to read about Indian Chiefs, click here. If you prefer Indian Scouts, click here.

 

Dean Adams, publisher of Superbikeplanet.com, recently brought to our attention the fact that the New York Times has opened its archives from 1850 through 1920, free of charge. Previously, it cost a fee as a free to view these records. To reach the Times open archives, click here. To access the NYT advanced search page, click here.  To check out Superbikeplanet, click here.

 

Looking for a way to move your collectible at the best price? UShip is an auction-style web site where rated shippers compete for your business. To check it out, click here.

While we're talking about what's on the web, we might as well mention that our own Motohistory Links Page continues to grow, and now has links to more than 250 sites about history, classic brands, and vintage motorcycles.  Check it out by clicking

here.

 

Photohistory by CHess

(10/7/2007)

 

This time our photohistorian Carl Hess sends us a shot from the winner's circle at the Dutch Classic in 1971, won by Don Twigg (Twigg won the event also in 1964). The Dutch Classic ran at the Reading, Pennsylvania Fair Grounds during the state fair from 1958 through 1978, and was promoted by Jack and Dottie Vanino. Dottie was the editor of Cycle Chatter, the AMA District 6 newsletter, and the first woman AMA Congress delegate, where she served from 1972 through 1976. Jack was an AMA Referee from 1970 through 1987.

 

CHess points out that in addition to a photo with Dottie, the winner of the Dutch Classic also got a black Amish hat, Reading pretzels, and a Pennsylvania Dutch lantern. He adds, “Thank God they hadn't thought of sauer kraut, shoofly pie, and one of those 'If You Ain't Dutch You Ain't Much” t-shirts!' However, knowing the Pennsylvania Dutch, that probably would have put them over the budget.”

 

Recalling the era of the Dutch Classic, Jack Vanino states, “It was the best years for Class C racing. We had lots of riders and lots of races.” But, alas, along with that era, the Reading Fairgrounds has succumbed to ‘progress.' Today, it is a shopping mall.

 

(10/6/2007)

 

Review:

“Flat Out: The Rollie Free Story”

By Jerry Hatfield

 

Eight or nine years ago, I was given an opportunity for a book project that I could not fit into my schedule. It was just the kind of thing that Jerry Hatfield could have handled with ease, and I contacted him to see if he was interested. Hatfield replied, “Nope, I'm retired. No more books.” I was disappointed to hear this, but certainly no one could fault him for deciding he had written enough. As the author of more than a dozen books on the history of the American motorcycle industry and sport, he is arguably the greatest single contributor in the field (to review Hatfield's bibliography, click here). But, whether or not he realized it, Hatfield was not done. While he may not have been looking for another book project as the new millennium rolled in, there was a major book project looking for him.

 

It all began in 1980 when Hatfield got to interview Rollie Free, the man who broke the 150 mph barrier aboard a Vincent in 1948 and became one of the most famous motorcyclists on Earth by streaking across the Bonneville Salt Flats in a prone position, wearing nothing but a bathing suit and sneakers. Hatfield recorded that 90-minute interview with Free, who died four weeks later.

Free was the kind of person we refer to as “a character,” and that quality was well captured in his last interview. Hatfield relates that he used to listen to the tape during drive time on the freeway, over and over, just because it was so entertaining and enlightening of the man's personality. Although Hatfield knew he had enough material to write a book about Free, one of the leading publishers of motorcycle history books turned him down, so he set the idea aside. However, he did write an article about Free for the Antique Motorcycle Club of America in 1998 for the 50th anniversary of Free's historic Bonneville ride, and that article caught the attention of Herb Harris.

 

Harris is an avid collector of fine motorcycles and factory cutaway engines – mostly British – and among his prize possessions is the so-called “bathing suit bike,” the very Vincent on which Free made his record-breaking run. Harris sought out Hatfield at his home in Arlington, Texas and said, “We ought to do a book.” Harris proposed to fund the project and serve as publisher. Hatfield recalls, “It seemed like something I could complete in six months, so I agreed.” He pauses and adds, “Then the information started rolling in.”

It was as if a great community of Vincent enthusiasts had been waiting for this project to begin. Previously unseen photographs and primary-source documents began to come to Hatfield's attention. Vincent lovers and people who knew Rollie Free stepped forward for interviews. As the scope and relevance of the project grew, six months became six years, then eight. In fact, one might conclude that “Flat Out: The Rollie Free Story” was either eight years or 28 years in the making, depending on whether you date its origin to the visit from Herb Harris in 2000, or to the interview with Rollie Free in 1980.

 

This book is worth the wait. Typical of Hatfield's scholarship, it is thoroughly researched and impeccably accurate. However, it employs a literary style that I do not recall seeing in any other book about motorcycle history. Hatfield ended up with so much primary material about Free that the text seems almost to flow in Free's own words, or those of his close friends and associates. In addition to the recorded interview, Hatfield has used notes from Free's own diary as well as letters by Free and those who knew him. Rather than spin out a historical narrative in his own words, Hatfield has acted more like Free's editor, providing the context in which Free, with the help of his contemporaries, can tell his own story. Through this technique, the personality as well as the history of Rollie Free comes through, vividly.

We learn that the photograph that made Free famous, speeding near-naked across the salt, was only one moment in a long, rich career in motorcycling. We learn about Free driving twice at the Indianapolis 500, at one point running in sixth place before his engine blew. We learn about his distinguished service during the Second World War as a Major at Hill Field in Ogden, Utah, heading up the engine unit where battle-worn B24 Liberator bombers were refurbished. We learn about what motivated Free, first as an Indian dealer obsessed with defeating his rival, Harley-Davidson, both on the street and the race track, then as a man dedicated to setting speed records.

It is a popular belief that Free was a single-minded man driven by a lifelong hatred for Harley-Davidson. Indeed, his opinion of the Motor Company was low, but we learn through this book that he was far too complex and fair-minded to be driven by anger or hatred alone. While intensely competitive, Free was motivated by a strong sense of fair play and a desire to achieve excellence. He was certainly not a mindless Indian partisan, for he would repudiate his own Indian-riding companions if they cheated or demonstrated low ethical standards. And while he loved risking life and limb to set speed records, the day he learned it had become too emotionally draining on his wife Margaret, he simply quit.

 

With skillful organization, more than 200 black and white period photos, and excellent layout and design within an unusual 9" by 12" horizontal format, Hatfield reveals depth and dimension in Rollie Free that most of us previously did not understand. This information is enhanced with a 40-minute bonus CD that contains portions of Free's final interview in addition to the sounds of Ed Kretz's 1937 Sport Scout, which Free tuned, and the Vincent on which Free set his famous record.

We can only be thankful that Hatfield did not hold to his claim of nearly a decade ago that he was finished producing books about motorcycle history, because this one is his masterpiece, and well worth its $50 cover price. To acquire a copy, E-mail the author at beemer73@sbcglobal.net or call 817-861-2822.

 

Review:

“World's Fastest Motorcycle:

The Day the Bonneville Salt Stood Still”

By John Stein

 

Motorcycle speed record-setting was beginning to look like a sport of yesteryear, kept alive by a handful of dedicated enthusiasts. The ultimate record had not been seriously challenged since Dave Campos went 322 mph in the Easyriders streamliner in 1990.  It had been sixteen years when the technology in other forms motorcycle racing had advanced spectacularly while on the salt flats not much seemed to be moving.

In fact, the leading proponents of land speed racing were developing new and exciting machinery, but they had not been given the right moment to prove it. That moment finally arrived in 2006 at the International Speed Trials by BUB when the record was shattered twice by two different teams in a 48-hour period. Journalists who chronicled the event have spoken of “the planets being in alignment,” or about speed racing's “perfect storm.” Indeed, for once in a blue moon, the temperamental environment of the Bonneville Salt Flats gave the top streamliner builders and pilots everything they needed to show how much they have learned over the last 16 years, and what they are able to accomplish.

 

This historic event has been captured in eloquent prose and beautiful pictures in “World's Fastest Motorcycle,” (Parker House Publishing, 2007) by John Stein, a book whose author and publisher seemed to be after their own speed record by delivering a top-quality product in less than 12 months. Presented hard-bound in a large 9” by 12” format on high quality stock, this book contains over 130 photographs, most of which are in color. It summarized the history of motorcycle speed trials, then focuses on the teams that made history at Bonneville in 2006. These include Sam Wheeler and his E-Z Hook streamliner, Mike Akatiff and Rocky Robinson and the Ack Attack machine, and Denis Manning and Chris Carr with Manning's Number 7 liner.

 

Author Stein's story is a tale of technology, how three very different approaches have been taken in pursuit of the ultimate motorcycle land speed record. Manning, with a lifetime of experience, has developed a purpose-built engine and a monocoque chassis of high-tech composite materials. Akatiff, a relative newcomer to the game, has opted for all-out power, generating nearly 1,000 horses with two turbocharged Hayabusa engines in a more conventional tubular chassis. And Wheeler, a man with as much experience as Manning who pilots his own machine, employs superb streamlining to outrun both of the overdog liners with half their engine capacity. The book explores the history of each of the builders and their technical approaches to ultimate speed. This is illustrated through color photographs showing the secrets hidden under the skin of the three liners.

Stein also presents chapters on Rocky Robinson and Chris Carr, the pilots of Ack Attack and Number 7 respectively. He talks about tires, which have become the Achilles heel of land speed racing. No one today seems to want the liability of building tires intended to approach 400 miles per hour, and this, arguably, is the only thing that stands in the way of Sam Wheeler earning what both Akatiff and Manning have achieved, the bragging rights from owning the fastest motorcycle on the planet.

 

That 2006 was a grand moment in time on the Bonneville Salt Flats was underscored by the fact that the 2007 speed trials delivered disappointments all around. We may not see a week like that one in 2006 come again soon, so it is important that Stein, Parker House Publishing, and a large group of contributing photographers have documented it for posterity. With a foreword by Dave Despain, “World's Fastest Motorcycle” is a must for those who were there and want to savor the memories, and those who were not but wish they were. In addition to words and pictures, the book includes a bonus DVD of the coverage produced by Ignition3 for Speed Vision. The book is beautiful, and the bonus DVD makes it a bargain at $35 US. It is available from J&P Cycles, BUB Enterprises, and Cycle Gear.

 

More about “Fireball Fleming”

Last month we presented a review of “The Legend of Fireball Fleming,” a historical novel by Peter Gagan about the glory days of American motorcycle racing (See Motohistory News & Views 9/21/2007). Author Gagan reports that the book can be purchased through the Antique Motorcycle Club of America, and that a portion of sales will go to the treasury of the AMCA. The book is available in hard cover for $30 and soft cover for $20. To purchase a copy, E-mail AMCA Merchandise Manager Pat Williams at pkwilliams@earthlink.net.

 

“Motorcycle Road and Racing Chassis Design,” a book that charts the history of fifteen of the most innovative motorcycle companies, is new from Veloce Publishing. For more information, click here.

 

In 1972, motojournalists Terry Pratt and Volney Howard traveled throughout Europe in their Volkswagen camper, documenting the motocross grand prix circuit with black and white film and their SLR cameras. Now, Pratt has brought those images together in a beautiful large-format book entitled “Grand Prix Motocross: The 1972 World Championship Season.” Vintage Views, official publication of the American Historic Racing Motorcycle Association, states, “The book evokes the era so perfectly you will almost hear the engines revving and the European fans cheering.” With over 300 photographs on more than 240 pages, it is available for $39.95 plus $5.75 shipping and handling. To order a copy, call 714-751-7433.

 

Just published by Motorbooks, Basem Wasef's “Legendary Motorcycles” ferrets out great motorcycles that belonged to great people, describing in well-researched text and beautiful photographs the relationships between the men and their machines. These include James Dean's first and last motorcycles, Lawrence of Arabia and his Brough, Rollie Free and his “bathing suit bike,” the Vincent then owned by John Edgar; Mert Lawwill and his last factory KR dirt tracker, Craig Vetter and his Mystery Ship, Cal Rayborn and his Transatlantic Match Race Harley, Robert Persig and his Zen Superhawk, and many more. Motohistory will review this book in a future update. In the mean time, to order a copy, click here or here.

 

Photohistory from Down Under

(10/5/2007)

Garry Baker sends us another photo of Putt Mossman during his tour of Australia in the late 1930s.  Here he is broken down on the Nallubor Plain, which Baker explains is like Death Valley times twenty.  Under these circumstances, that car radiator leaning against the motorcycle on the left side of the photo is not a good sign.  Also, note in the foreground on the left is the ladder that Mossman attached to the back of his motorcycle during his horse shoe throwing stunt.  For more photohistory about Putt Mossman, see Motohistory News & Views 9/1/2007 and 8/6/2007.

 

Indy shows motos

(10/4/2007)

 

MotoGP is coming to the Indianapolis Motor Speedway next September 14. In celebration of that fact, the Indianapolis Motor Speedway Hall of Fame Museum is currently assembling an eclectic exhibit of motorcycles that includes everything from early American board trackers to modern road racers, plus a few oddities in between. For more information about the Museum, click here. For ticket information about the Red Bull Indianapolis GP, click here.

 

 

More bikes coming to

National Packard Museum

(10/1/2007)

 

For the past seven years, the National Packard Museum, in Warren, Ohio, has opened its door for a major spring exhibition of motorcycles. Its eighth annual motorcycle show will be entitled “Masters of Speed and Sport,” and will run January 5 through May 31, 2008. It will feature more than 30 high-performance motorcycles dating from 1908 to the 1980s. For more information on the National Packard Museum, click here.