at spring mill state park - vjmc.org · us to use their lot, and frank sereno, kcvjmc...

Volume 37 / Number 4AUGUST / SEPTEMBER 2016 • $5

official publicatioN of the ViNtage japaNese motorcycle club of North america, iNc.

WHAT’S INSIDE:

One in a Million Honda 550F

A Visit to Jay Leno’s Garage

Riding into HistoryA Summary of Honda’s CBX 1000-6 Models

at Spring Mill State Park

2016

VinTAGE JAPAnESE MoToRcyclE MAGAzinE 3

PRESIDENT’S LETTER: opportunities Abound: celebrate the Ride .....................................5

BACK IN THE DAY:yamaha yA6 / Ed Thompson ............................................................ 10

FROM THE EDITOR:Riding, Rallies, and customs ........................................................... 11

TECH HELP: Tech Tip #15:carb Adjustments, Manuals, and changing Tires ........................ 55

EVENTS CORNER ............................................................................ 57

ADVERTISER’S SPOTLIGHT: David Silver Spares ............................................................................ 58

CLASSIFIEDS .................................................................................... 59

ADVERTISERS’ INDEX ................................................................... 61

Departments

IN THIS ISSUE

On the Cover Friday’s ride group takes a break in front of a rare, round barn.

cover photo:Michael Fitterling

Volume 37 / Number 4AUGUST / SEPTEMBER 2016 • $5

OFFICIAL PUBLICATION OF THE VINTAGE JAPANESE MOTORCYCLE CLUB OF NORTH AMERICA, INC.

WHAT’S INSIDE:



Riding into HistoryA Summary of Honda’s CBX 1000-6 Models


2016

2016 National Rallyat Spring Mill State Park 38

coVer story

EVENTS:VJMc at the crossroads Art District6PROJECT BIKE:John’s SR250 café

12EVENT:1st Annual Dreyer Honda Vintage Show15EVENTS:Barber VintageFestival Invitation18COLLECTIONS:A Visit to Jay leno’s Garage21ODDS & ENDS:A Variety of VJMs

23

EVENTS:Riding into History Motorcycle concours 201634

EVENTS:KcVJMc’s 6th Annual Spring Show Exceeds Expectations!27

ODDS & ENDS:you Meet the nicest People on a Honda45HISTORY:A Summary of Honda’s cBX1000-6 Models48

PROJECT BIKE:one in a Million Honda 550F

30

EVENTS:VJMc in the Midwest, A Great Showing in central Kansas53

Features


Official Publication of the VJMCAUGUST / SEPTMEBER 2016

Volume 37, number 4presiDeNt

Tom Kolenko770-427-4820

[email protected]

Michael Fitterling863-632-1981

[email protected] Directornadine G. [email protected] aDs

Gary Gadd817-284-8195

[email protected] Display

aDVertisiNg DirectorBryan Bentley864-923-0559

[email protected] Director

Bill Granade813-961-3737

[email protected] of aDDress

Please direct these requests to Bill Granade:

[email protected] 13309 Moran Drive, Tampa, Fl 33618

Membership check renewals:1 year - $30 / 2 years - $55 / 3 years - $80

outside north America: 1 year - $50

aDDitioNal copiesin order to minimize unnecessary expens-es to the club, VJMc prints a limited number of each issue of Vintage Japanese Motorcy-cle Magazine. However, we would be glad to accommodate any requests for additional copies from members.

These requests must be submitted before the 15th of the month preceding each issue. For ex-ample: for the Feb/Mar issue requests must be received by January 15.

missioN statemeNt:The purpose of this organization is to promote the preservation, restoration, and enjoyment of vintage Japanese motorcycles (defined here as those 20 years old or older). The VJMC also will promote the sport of motorcycling and camera-derie of motorcyclists everywhere.

© 2016 Vintage Japanese Motorcycle club of north America, an iRS-approved not-for-prof-it 501(c)(7) corporation. All rights reserved. no part of this document may be reproduced or transmitted without permission. All articles copyright by their respective authors.

Vintage Japanese Motorcycle Magazine is pub-lished six times per year, in February, April, June, August, october, and December. The views and opinions expressed in letters or other content are those of the author and do not necessarily represent VJMc policy. The VJMc accepts no lia-bility for any loss, damage, or claims occurring as a result of advice given in this publication or for claims made by advertisers of products or ser-vices in this publication.

Opportunities Abound: Celebrate the Ride

i t’s time to ride. As you read this issue, the riding season is wrapping up for many of you north of the Mason-Dixon line.

But it’s not too late to add the Barber Vintage Festival or the AIMExpo events to your 2016 bucket list. We have had more events in 2016 at the national, regional, and local levels than ever before.

The national rally renewed many friendships, brought new members to a great time, and created new riding memories. Spring Mill had the largest number of women attendees ever,

both as riders and passengers. Three generations of the Pavlick clan enjoyed the festivities, supporting the old adage that a family that rides together creates mem-ories forever. Participants were treated to Jim Townsend’s zombie movie debut, a sneak peek at some features in our website renovation project, evening socials, and lots of great food. Our national event coordinator Pete Slatcoff’s preregistration three-day format permitted the many volunteers to also enjoy the rally as full par-ticipants and not tethered table sitters.

Sandwiched between rallies, was the VJMC presence at the AMA Vintage Days at Mid-Ohio. Jim Townsend and Ellis Hollman staffed our swap meet location with their crack team of volunteers, while Sean Carrigan’s team put the infield bike show tent together for all to enjoy. Our thanks to all of these volunteers for keeping the tradition alive and the American Motorcyclist Association for its support.

Our Gettysburg rally breaks new ground as our first nationally-supported ven-ture in the Northeast. The preregistration format is a model that works with our financial commitments to vendors and our event volunteers. I am looking forward to meeting many members and their guests on rides, dinners, and at the socials. We hope to build a cadre of local members who can support this event in years to come. The West Coast Rally continues to benefit from the hard work and dedicated preparation of Jack Stein and Bob Leonard, with a format that meets its local mem-ber rally needs for rides, meals, and camaraderie.

We often hear the refrain that “nothing VJMC ever happens in my area,” espe-cially from locations without active field representatives. You can change that. Vol-unteer to become a field representative by going to our website and downloading the application and confidentiality statement and sending it to Sean Carrigan, Na-tional Field Representative Coordinator.

Great events tend to be simple, local, and accessible. Whether you have five or fifty participants, taking the plunge to organize an event in your area which brings members together and increases the chances of future meetups can be very satisfy-ing. Recently, a couple of VJMC field reps proposed a Labor Day weekend ride-in to the Barber Motorsports Museum. On Saturday, September 3rd, we’ll be in their parking lot; meeting and greeting, rain or shine, and checking out the world’s best motorcycle museum.

Also on the field representative front, I want to thank Mike Blevins in Michigan for his years of service as he steps down to meet other commitments. Welcome and thanks to Paul Gabor who has volunteered as a field rep for Pennsylvania.

Learning how our members create good times is one of the benefits of attending rallies, where one has time to share ideas. In Kendallville, Indiana, members orga-nized by Jerry Jansen meet each Thursday night to build and restore Japanese mo-torcycles. This group, called the Basement Bike Gang, includes members RJ Ruse, John Schoonover, Dave Rottger, Dave Hunter, and Jim Goodwin, working below ground all winter until spring. Then this crew displays its projects and member bikes in unoccupied downtown storefronts, signaling that spring and another rid-ing season is on the way. Barry Schonberger and George Martin solicited their local mall landlord to hold a vintage Japanese bike show indoors for all mall patrons to enjoy in Evansville, Indiana. We can learn from each other on how to show off these toys for others to enjoy.

Ride safe and often,Tom KolenkoVJMC [email protected]

PRESIDENT’S LETTER

6 AUGUST / SEPTEMBER 2016


just south of downtown Kansas City is an area called the “Arts District.” This

area contains numerous art galleries, a unique blend of specialty restaurants, artsy businesses, and other urban estab-lishments. It is also an area of unique lofts where thousands of people live, night-clubs are prevalent, and theatre groups are active. Every month there is an event called “First Friday,” when many of the businesses stay open into the evening. The event is obviously on the first Fri-day of each month, and as the weather allows, crowds descend on the area and there is a huge Midwest-friendly street party. Attendance estimates range from a few thousand people during the winter months to crowds sometimes approach-ing a hundred thousand people when the weather is nice during the summer months. I have personally attended sev-eral First Friday events when there had to be crowds approaching numbers that significant. Our event was held on Fri-day, May 6th.

Late last year I was looking for a way the KCVJMC could have an event in the core of the Arts District area. After checking with a number of businesses, I found an architectural firm willing to let us use their private parking lot to hold a rally on any one of the First Fri-day dates we chose. Treanor Architects was very generous and gracious to allow us to use their lot, and Frank Sereno, KCVJMC Vice-President, was willing to manage and organize the event. Thanks a lot, Frank, and also thanks to the oth-er KCVJMC members who helped in the parking of motorcycles and with the cleaning up of the area after the event. I know I will miss a name or two, but thanks to: John Bender, Jim Boughan, Claud Chafin, Drew Thomas, Jose Sot-tle, and Fred Reynolds. If I left you out, please forgive me.

The lot was approximately forty-five by forty-five feet with a raised deck in the back. The front faced one of the pri-mary traffic areas where people pass by. I would guess that at least several thou-sand people passed our display on the Friday of our event.

We scheduled the event to be from 5pm to 8pm, which worked well. The weath-er couldn’t have been better (in the 80s), and the crowds were commensurate with the good weather. Many club mem-

bers rode in early, and some stayed a lit-tle later. It was the type of event where family members came, left their bikes, and walked around the activities. We placed a table between the parking lot and sidewalk area and spoke with many people as they strolled by. There was much interest from the younger crowd, and the bikes were a big hit as well. We had people stopping all evening long, and we sold a little over a dozen KCV-JMC T-shirts, which support MDA.

KCVJMC at the Crossroads Art District

by Mark Bayer, President KCVJMC, Kansas/Missouri Representative / [email protected]

EVENTS

left:VJMc banner at the “First Friday” event entrance


Around seventy bikes were on display, most of which were owned by people associated with the KCVJMC. We had bikes coming and going, and by around 6:30pm the lot was full! A few bikes had to park in the street in front of the main parking lot. People would come and go, and I guess that we had around a hun-dred bikes showing up during the event. It was a great time of meeting friends, talking about Japanese motorcycles, connecting with people in the club, as well as talking with people who occa-sionally attend our events. We also had quite a number of people from other local motorcycle clubs come by to see what was going on.

The event was great fun and allowed us to show the VJMC banner to the crowds passing by. We are considering doing this event again later this year be-cause it was such a huge success.

Check the KCVJMC calendar: www.kcvjmc.org and please join us at one of our events. The calendar is updated

continually and correctly notes dates, times, and locations. I have another link posting most of the significant motor-cycle events in the Kansas City area, as well: www.markbayersmotorcyclenews.mysite.com/index_2.html; check it out

and visit us. We welcome everyone at our various activities, so please consider yourself invited. If you do come, make sure and let one of our members know you have joined us so we can meet you; we want to you feel welcome! l


tThis is of me on my brand new, red 1966 (or 1965) Yamaha YA6 Santa Barbara 125 single, which I

bought new in June of 1966. It had electric and kick start, left side only mirror, and no turn signals. Cost was under $500—big money on my part time job pay in the mail room of a local department store. I bought it at Lewis (Louis?) Motors, Cudahy Wisconsin, where my dad had to “sign” for me. He and Mom, of course, were not wild about my having a motorcycle!

I was seventeen then and had just completed my ju-nior year of Catholic high school here in Milwaukee. In contrast to the photo of Wes Martin on his 1969 Honda CL450, fresh from his return from Vietnam [February/March 2015 issue], I arrived in Vietnam for my year-plus “tour” (near Bien Hoa) in early October of 1969, having been drafted (pre-lottery) that prior

by Ed Thompson / [email protected]

BACK IN THE DAY

May. I saw plenty of (now) vintage, small displace-ment, Japanese motorcycles on the (so-called) high-ways of Vietnam during my 13+ months there—often with up to five riders! l

Yamaha YA6


Riding, Rallies, and Customs

by Michael Fitterling / [email protected]

ireturned home to Florida on June 28 from an awesome ride across our

beautiful country and our northern neighbor. The beauty of North Ameri-ca blew me away, with highlights being northern Utah, Grand Teton National Park, and crossing the Canadian Rock-ies from Radium Hot Springs to Banff. If you haven’t gotten away by motorcy-cle to see this fantastic land of ours, I encourage you to do so; you will come back changed. Doing so on a bike im-merses you in the landscape like no oth-er form of transportation.

One thing I came back to on my way home was the VJMC National Rally at Spring Mill State Park in southern In-diana. It was once again spectacular

and made me appreciate being a part of such a club filled with so many knowl-edgeable and gregarious motorcyclists. There were so many smiling faces, and laughter was heard throughout the inn during our rally. Bikes came in from all over the country, with beautiful exam-ples of both restored and custom motor-cycles.

Speaking of custom, in this issue you will find an article by Toby Jones. This will be the first of a continuing column (title still to be determined) from Toby about the world of customs and café racers built on the bones of vintage Jap-anese bikes. While many of us love to bring those old bikes back to showroom original condition, there is a large seg-

ment who like to see what is new that can be created from those old bikes, many of which may not be suitable for a full-on original restoration. Here in Florida, and around Orlando in par-ticular, I see a growing young crowd customizing and creating new bikes from old. The VJMC has always been inclusive within the sphere of vintage Japanese bikes, and I hope that this new column will inspire and inform that im-portant part of our club.

If you have a story to tell of how you restored or customized an old Japanese motorcycle, I would like to hear from you. Let’s pass those stories around the VJMC campfire; you never know who you might help or inspire. l

FROM THE EDITOR


HISTORY

John’s SR250 Café

by Robert Kelly / [email protected]

ilove the custom/café motorcycle movement going on right now. A lot of

the custom bikes turn out nicer that the original designers could have imagined. The 1981 Yamaha SR250 Exciter is not a bike a lot of people would think a plat-form worthy of such treatment. John Ferguson ([email protected]) of Westminster, Colorado did not let that stop him from building a nice bike worthy of admiration.

the bikeIn 1980, Cycle World wrote that the

Yamaha SR250 was a bike that “was designed to appeal to people who don’t know much about motorcycles. They don’t know what to ask for. They’ll un-derstand the special styling, electric start, and the little stowage bins and not having to shut off the fuel every time, so they get them.” This is obviously not high praise for the Harleyesque-styled SR250. That being said, a lot of custom builders have tackled the little-loved SR250 and have made some very inter-esting bikes that just exude character. Search SR250 on web sites such as “Pi-peburn” and “BikeEXIF” and this little SR250 from Colorado stands up to the best of those bikes featured.

opposite pageclockwise from top left:Engine polished up nicely!

The seat features tuck and roll leather upholstery by Dustyn Bustout of Denver, colorado.

The SR250 café— gas tank is off of a 1970s erayamaha enduro

PROJECT BIKE

the build The SR250 was a complete nut-and-

bolt custom build. John started with an original 1982 model with less than 4,000 miles on the clock. The frame was media blasted, modified extensively, and powder coated black.

The engine was left stock, then heavily detailed. The factory header was joined to a custom silencer to finish it off. For juice, John added a Shorai battery on a custom-fabricated battery box and mounted it where most builders leave a huge open space, which looked odd and unfinished to the builder. All electrics are under the seat, and the majority of the leads are hidden from sight. The tail lights are LED and recessed into the frame rails, and the headlight is halo-gen.

The gas tank is off of a 1970s era Ya-maha enduro and only needed a slight modification to fit the SR frame. For the seat pan and café bump, a salvage yard supplied a rusted gas tank that had the desired shape, which was cut and weld-ed to fabricate the pan.

The wheels and front forks are recon-ditioned Yamaha XS400 parts that were painted and polished. Rear shocks are from Dime City. The rear brake is a stock Yamaha piece that was stripped to bare aluminum, and the front brake is a four-piston modern unit from a Su-zuki, mounted with a custom machined adapter. For piloting the SR, John in-stalled clip-on bars and Lockhart Phil-lips controls.

John painted the bike Artic White and black, followed by a clear coat with a lightly pearled hue, subtle but very eye-catching. Since finishing the SR, John has ridden the bike about 150 miles to ensure everything is in order—no issues, other than a few loose fasten-ers here and there. Some may claim the only loose nut on the bike is John; me, I’m happy to share this bike. I can’t wait to see his next build. l

Some may claim the only loose nut on the bike is John.


1st Annual Dreyer Honda Vintage ShowEVENTS

may 14th, 2016 dawned cold and windy in Indianapolis. The tem-

perature hovered around 42 degrees Fahrenheit (5 C), with a wind chill of 38 Degrees Fahrenheit (3 C). Good weather or not, this was the day for first annual Dreyer Honda Vintage Show. After six months of planning for the show, we went forward, regardless.

Dreyer Honda is the oldest Honda dealer in North America. “Pop” Dey-er applied for a Honda dealership and became a dealer in November of 1959. Dreyer Cycle was then the first dealer east of the Mississippi and the ninth dealer in the United States. Since then, the other first eight dealers have gone out of business, making Dreyer Cycle the oldest Honda dealer in the United States.

Working with Mike Dreyer, we deter-mined where the bike show would take place, and after looking at other possi-ble show dates, we settled on May 14th as the date for the show. Even though Mother Nature wasn’t cooperating, the turnout wasn’t too bad, especially con-sidering that this was a first show. Trail-ers, pickup trucks, and vans began ar-riving and unloading many interesting bikes for the show.

The classes were; 1959 to 1966, 1967 to 1976, 1977 to 1986, Custom, Com-petition, and Best of Show. The judg-ing was by people’s choice. Mike Drey-er graciously donated the trophies and provided food and drink as well. Some very tasty bikes showed up, such as the Honda endurance racer in the competi-tion class, pictured on the right.

In the 1967 to 1976 class there were many well turned out bikes from Ka-wasaki Z1s to Honda Z50s. In all, fifty bikes arrived to compete in the various classes in the show.

A few hardy souls rode their bikes to

by Ellis Holman / [email protected]

below: in front of the Honda dealership, bikes for the various classes began to arrive early for the show.

aboVe: Host Mike Dreyer chatting with the Sandcast owner

left:Honda endurance racer in the competition class

the event, and the bikes that were rid-den in were as interesting as those in the show. The bikes ranged from a CB750-based chopper to a very stock appearing Bridgestone.

As the day progressed, the tempera-tures did not improve and the clouds remained as thick as ever. Despite tem-peratures that were more like February than May, many people came to look at bikes and to talk about them. In some cases, people just cruising by would cir-

pop Dryer became a dealer in 1959... and was the first dealer east of the Mississippi... and is now the oldest dealer in the United States.


cle back and stop in to look around. A local television station came out and did a small spot for their noon news segment about the show. Even the folks that brought bikes and parts were doing brisk business.

Our host, Mike Dreyer, is very much into the vintage bike scene. He is in the photo on page 15, comparing notes with one of the folks that brought a nice CB750 Sandcast.

Honda, Suzuki, Kawasaki, and Yamaha were all well represented in the 1967 to 1976 era. I am glad that it was not up to me to determine who would be the winner. Late in the day, as the event wound down, the people who came to see the bikes and those that brought their bikes gathered inside the show room in the warmth to see who would take home a trophy. As it turned out, the 1959 to 1966 category was not represented. That allowed us to award trophies to all the bikes in the 1967 to 1976 cate-gory. There were smiles all around as the trophies were handed out. Of course, it might have been that people were just happy to be inside where it was warm. As the bikes were being loaded and we were cleaning up, Mike and I discussed the show. He was quite pleased with how the show turned out, and we agreed that next year we would have a second annual show. We also agreed that we would find another date for the show. Hopefully the date we choose will be much warmer. l


EVEnTS:BARBER VinTAGE

FESTiVAl inViTATion

P18


Barber Vintage Festival InvitationEVENTS

by Tom Kolenko, President / [email protected]

come and help us celebrate the twelth anniversary of the greatest vintage motor-cycle event in the world on October 7-9, 2016. We need your help to do it in style.

Our goal is to gather over 150 high-quality, original members’ bikes for all 75,000 visitors to admire.

What brings the world to Leeds, Alabama, in October? Over 800 entries in AHR-MA racing, huge 500+ vendor swap meet, tech seminars, expo vendor Fan Zone, rides, thrill shows, Ace Corner for the café racer bunch, auctions, and access to the world’s largest motorcycle museum just yards away. This is a family-friendly, fun event where spouses and children feel welcome, too.

The VJMC needs your best stock, original or restored, vintage Japanese motor-cycles for its premier Saturday bike show. Good clean and original early machines from Yamaha, Honda, Kawasaki, Suzuki, and even Bridgestone, Tohatsu, Fuji, and Marusho are sought. High-quality and variety are the Barber Festival traditions, with over forty awards given. High-quality street bikes, motocrossers, and road rac-ers are invited. To maximize member participation, we limit single member entries to three bikes. So get out the polish and bring your best vintage iron for the show.

The generous Barber folks provide two free weekend passes ($120 value) to each of the pre-registered VJMC members who bring show display bikes. Saturday show bikes need to be pre-registered through Tom Kolenko ([email protected], 770-427-4820) by September 15, 2016, to qualify for the free admission package. Send your complete contact information, mailing address, phone number, bikes you want entered, bike photos, membership number, etc. to get pre-registered. You must send an email photo of the bikes you will enter, unless you have displayed these approved bikes in years past—all new entries must have photos. Box stock and factory original bikes are the target for members to qualify for the free weekend pass.

High quality “drive-in” bike show entries are not eligible for the free ticket deal, but very welcome all weekend at the VJMC booth. Make your hotel and camp ground reservations soon, since most lodging sells out early for this international event. VJMC on-site camping is very limited and reserved for those VJMC members who have worked the event since 2005. Detailed event and local lodging information can be found at www.barbermuseum.org.

There is lots for VJMC members to do, even if you don’t bring a display bike for the show. Friday’s activities include a huge “show & shine” area, the Sounds of Japanese Horsepower contest, technical seminars, regalia sales, and member meet & greet opportunities.

Saturday is filled with morning bike show registration, our huge afternoon bike show, and ends with a members’ barbecue picnic. Expect over 150 premier exam-ples of vintage Japanese iron on display. It’s people’s choice judging, as always, with everyone invited to participate. Sunday caps the event off with our members’ pa-rade laps around the famous Barber race track at noon.

If you still haven’t added this event to your bucket list, then check out the YouTube video of the Barber Vintage Festival that Don Erwin posted of his drone flyover in 2014.

Many volunteers are needed to help set up, score the bike show, work the member-ship booth, sell regalia, and create these fun times. Please contact me if you wish to help. See you all there! l



by Ian Foster / [email protected]

COLLECTIONS

in 2013, I first met Jay Leno at the “Rock Store,” a popular bikers’ hangout up in

the Mulholland Hills to the north of Los Angeles. He struck me as a real down-to-earth guy, even though he is known internationally as the past-host of The Tonight Show on television.

Knowing that he owned a CBX, we got chatting, and I introduced him to the book that I had just published—CBX Book (www.facebook.com/groups/171923629534314/). Jay came over and chatted with the Californian CBXers and kicked a few CBX tires, as he was interested in CBXs, having had a CBX-Z in 1979 and still owning a 1982 CBX-B. I gave him a copy of the book for his library. A couple of years later, I saw him again at the “Rock Store” and told him I’d self-published a second CBX book, so got his address and promised I’d send him a copy. A few days later, he called me at 8am and wanted to meet to chat about the books and CBXs. Unfor-tunately, I was flying out of Los Angeles that day and didn’t have the time, so a plan was made to meet the next time I visited California.

In April, 2016, I called Jay, and we made an appointment to see his collec-tion of bikes and cars, including his 1981 Honda CBX1000-B ProLink. I brought my two Californian cousins, who treat-ed the experience like a Catholic would treat an audience with the Pope! It was considered a real big deal to have a per-sonal tour of the “Jay Leno Garage.”

We arrived at the business park adja-cent to Burbank Airport in northern Los Angeles, and Jay was standing at the door waiting to greet us. He ushered us in out of the strong Californian sunlight and heat into his air-conditioned collec-tion of factory units.

Jay started showing us around by ex-plaining that he collected anything to do with motors and speed. At the entrance

sat a number of steam engines; one had supplied power to the island of Malta for the past one hundred years. Farther along was a series of steam-powered cars and a steam-motorcycle! In the next room was his collection of jet-pow-ered vehicles, including a number of jet-cars and the helicopter-engined Y2K Superbike that I think he said was made famous in the Fast and Furious movie.

As we moved to the next room, Jay stopped at a 1920s ACE motorcycle and commented on how difficult it was to ride some of these older bikes with dif-fering controls. He got on the bike and

He is so down to earth, just like any of the rest of us who are into our cars and bikes. The only difference between us all is that Jay is the “Kid who owns the Candy Store”!

top: Touring Jay’s warehouse

ceNter:i’m giving Jay some books

bottom:Jay holding my cBX book


started it on the first kick. He advised that all the bikes and cars in the collec-tion were sitting prepped “on the but-ton”! All were running, registered, and taxed and able to be taken out when the need arose. I saw about ten mechanics during the visit, all wearing black “uni-forms,” tending to vehicles, polishing cars, checking battery-chargers, and working on restoration projects.

We came upon another section of big bikes, ranging from a Honda Rune to a Triumph, Harleys, Moto Guzz-is, a Boss Hoss, and a 2016 Kawasaki H2R. Among them sat his 1982 Honda CBX1000-B, hooked up to a battery-ten-der. We had a good yarn about his ex-periences on CBXs through the years. He had incorrectly fitted Euro-Sports bars to his brand new 1979 CBX-Z and crashed out at the first corner! The bike was written-off, but he was able to buy a brand new 1981 CBX-B with the in-surance pay-out. He remembers in 1981 fitting a new-fangled “de-acceleration warning light” to the rear of the bike, the idea being that the new brakes were so powerful that one needed to warn the drivers behind when braking—how perceptions change! That CBX-B he has kept to this day, in very clean, original condition, with about 12,000 miles on the clock.

It was a real pleasure meeting Jay Leno and seeing his collection. One might think that these TV superstars would have a real ego, but this fella is so down to earth, just like any of the rest of us who are into our cars and bikes. The only difference between us all is that Jay is the “Kid who owns the Candy Store”! He is absolutely fanatical about cars and motorcycles and was able to tell a story on the history of each car and motor-cycle we looked at. After an hour and a half tour, Jay had to go to record a televi-sion show, so we said our goodbyes and thanked him for an entertaining morn-ing.

I have seen quite a few remarkable mo-tor museums and collections around the world during my travels, but I will remember that visit to the “Jay Leno Ga-rage” for a long time to come! l

top: Admiring Jay’s Vincent EGli

left:Gary Blandin, Jay leno, and chuck Anderson look over the 1981 cBX-B

bottom:The y2K jet-bike


a few days ago while searching the picture files on my laptop looking

for a certain photo of a friend’s motor-cycle, I got side-tracked (This happens to me a lot.) and began to look at all the photos I had taken at various vintage motorcycle shows and events. These were events like the Barber Vintage Fes-tival, the Riding Into History Concours d’Elegance, the Dania Beach Vintage Motorcycle Show, and our own Destina-tion Eustis event. There was such a huge number of beautiful and interesting bikes in these shows that, unable to pho-tograph every single one of them, my photos were normally limited to bikes that I really admired or were bike pic-tures taken to share with a friend.

While flipping through the photos, I began to notice a pattern emerge. About half of the photos were of either beau-tifully done restorations or original motorcycles. The other half were nicely done café racers, customs, or competi-tion-style bikes. I guess you could say I admire both equally. Growing up, like many of our members, with memories of visiting the dealerships and seeing these bikes brand new and shiny under the showroom lights was a pretty heady experience and one that will always re-main with me, so I am always excited when I see one of these machines that is an original or is painstakingly restored to new condition. At the same time, I really enjoy checking out a vintage mo-

torcycle that has been nicely custom-ized with performance and appearance changes to reflect the owner’s taste. It seems the same qualities, performance, dependability, affordability, fine engi-neering, and styling that we all admire in these wonderful vintage Japanese motorcycles attracts both restorers and customizers.

Many of the next generation vin-tage motorcycle enthusiasts are not old enough to have had the new bike deal-ership experience that our generation had, but they are definitely beginning to understand what a fine starting point these older Japanese motorcycles are for building the bike of their dreams, though that next generation often has

A Variety of VJMs

by Toby Jones / [email protected]

ODDS & ENDS


different ideas and opinions on what a dream bike should be.

The café racer movement is popular now and growing. The attendance and participation at their shows and events is also growing. There is an entire in-dustry built around supplying parts and services for café racers. We are also beginning to see more and more com-petition bikes and replicas at our shows these days, and they are always a big crowd favorite. Some of the craftsman-ship and fabrication on these customs is amazing. I have even seen several bobber and chopper-style bikes at re-cent shows that I admired. Whatever style the builder chooses, many of these customs are built entirely from pieces scrounged from different piles of old forgotten parts, often putting together, literally, “something from nothing.”

I rescue and refurbish old motorcycles as a hobby and typically do customs or resto-mods. When I say rescue I mean the bikes I start with are normally in pretty sad shape. In fact, most would be classified by the restorer as a “parts bike.” I spent over a year and a half

searching for a CB400F that was rough enough to do what I wanted with and have even resold a couple of bikes after checking them over and finding they were just too restorable to modify. I also make it a point to pass along to others the unused factory parts removed from my builds. What it really comes down to is that there are a lot of vintage Jap-anese motorcycles out there that, due to parts missing, numbers not match-ing, rust, neglect, and other problems are just not reasonable candidates for stock restoration. Unless a particular

model is extremely rare and desirable, sometimes a total restoration is just not feasible or advisable. The alternative to a custom build might just be the scrap heap. Economics and lack of skills and

looks can be deceiving. At first glance this cl125 looks like a great candidate for a restoration. Upon closer inspec-tion the fuel tank was badly rusted and leaking. The chrome on the fenders, exhaust, turn signals and many other parts was pitted beyond cleaning. The seat cover and foam were totally gone. As this is not a terribly rare motorcycle it would make sense to find a better example to restore to factory condition.


The good news: After a carb rebuild and tune up the little low mileage engine ran like a top, the electrics were in good shape and the wheels cleaned up nicely. The exhaust heat shield cleaned up alright so the pipe was cleaned, sanded, and painted in hi-temp black. A swap meet Sl125 tank and rear fender were given a new coat of paint and a small aftermarket tail light added. The seat was sent out to a local uphol-stery shop for recovering. Although not a restoration it is great fun to ride and the people you meet always want to tell you about “the one they had’. As this is not a terribly rare motorcycle it would make sense to find a better example to restore to factory condition.

experience also often enter into the equation. The modified and custom segment of the hobby is what younger poten-tial members are oftentimes drawn to, and those new to our hobby sometimes would like to “dip their toes in the water” before committing the considerable resources and skills that a full restoration requires. I certainly remember scraping enough money together to fix up an old motorcycle a little at a time and sometimes using the same bike as daily transpor-tation—definitely a learning experience. Sometimes, sticker shock is also responsible for turning people away from the restoration segment of the hobby. Have you priced a set of NOS or decent used exhaust for a SOHC 750 Honda lately? In short, I don’t think we want anybody’s limited resources or skills to turn them away from joining the VJMC. Instead, I believe we all need to help them and work with them to better their skills and knowledge of these wonderful old ma-chines.

What led me to become a member of the VJMC was look-ing at and reading about the restored and original factory Japanese vintage motorcycles, and I believe they will always be the backbone of our organization. My hat comes off to the folks that restore and maintain them in the factory show-room condition that many of us remember so well. They will always have my respect and admiration. What keeps me renewing my membership each year is the great people, the great events, and all the amazing motorcycles, stock and custom. Is there room in the VJMC family for all types? With the different categories and classes that our event or-ganizers provide, our desire to grow membership, introduce future generations to our hobby, and promote these fine old Japanese motorcycles I can only say, “Yes.” Whatever you de-cide to build, build it safe, build it clean, come join the VJMC team, and enjoy the ride. l


KCVJMC’s 6th Annual Spring Show Exceeds Expectations!


EVENTS

on May 21, 2016 Kansas City’s VJMC held their annual spring show at Donnell’s Motorcycles in Independence,

Missouri. Donnell’s is one of the oldest consecutively oper-ating Japanese motorcycle dealers in our area. We like the location because it is an easy place for people to find and the show area is in a highly visible location by a major traffic way. Bart Shiflett, the owner/manager of Donnell’s, has been a very good host for this event as well. This was our third year with this event at his dealership.

Our club was expecting this show to be slightly smaller than the one last year. This was because a number of our key members had other commitments and were not going to be able to attend the show this time. Furthermore, an-other well-attended vintage motorcycle show had changed its date and was scheduled at the same date and time as our event. Even beyond that, just several weeks earlier, we had enjoyed a first time event in downtown Kansas City called “First Fridays at The Crossroads Art District” (featured else-where in this issue). This is a well-attended city event when the weather is good. The weather turned out to be very good! The “Crossroads” event surpassed all expectations, and we were not sure if two events so close together would limit the attendance at this spring meet. This spring show has be-come one of our oldest and most important shows, so we were hoping for the best.

Everything fell into place as expected, except that the bikes never stopped coming in. By 10:30am, streams of motorcy-cles were either being ridden in or were being brought in on trailers. By 11am, the numbers had clearly surpassed the vol-ume of motorcycles we had at last year’s event. A half hour later, Frank Sereno (our vice-president) and I realized that we were nearly out of space and were concerned about what we were going to do if many more bikes came! Someone made the comment that we were getting close to a “standing room only” event during its busiest time. We had a packed house, surpassing any numbers we previously estimated. I made several counts throughout the morning, and all were over one hundred motorcycles at any point in time. I am sure we featured somewhere in the neighborhood of 150 to 180 motorcycles throughout the duration of the event. We also had people from at least five states in attendance. Every year we have been attracting a few more people from farther distances.

The event was a fundraiser for the Muscular Dystrophy


Association (MDA), and by the entry fees collected and by estimating the size of the crowds, I would guess the event was attended by over four hundred peo-ple. We raised approximately $2000 for MDA and sold around thirty T-shirts, though final tallies will take time to col-lect. The numbers are not nearly as im-portant as the need to have a good event at which people enjoy themselves. There is little doubt that the event was a suc-cess relative to those objectives. Great weather, lots of vintage machinery, a healthy crowd of interested visitors and enthusiasts, plenty of food, and a little money raised for a good cause ensured that this show was a great success.

These events are always fun, howev-er, it’s especially fun when everything goes so well. We intentionally schedule several events yearly so that we have a better chance of having one or more shows with good weather. Some years, all three of our events have been poten-tially weather challenged. We will have our “All Japanese Show and Swap Meet”

later this summer and will end the year with the “VJMC Regional Meet” in Au-gust. We will also have a picnic in the fall, which has been well-attended. One of our members is also planning an all two-stroke event, which has not yet been finalized, but watch our calendar for de-velopments! Please make plans to join us sometime this year, as we really en-joy meeting new VJMC members from around the country. Make sure and put our web site: www.kcvjmc.org in your favorites list and follow our progress. We are a busy group, especially when the weather is good! l

Bikes, bikes, and more bikes!



by John Harrington / [email protected]

PROJECT BIKE

like most guys, I rode and owned a few bikes in the ,70s while attending college, trying to save money on gas, not being married, and just liking motorcycles. I

started with a used 1970 CL100, then a used CB450, and finally was able to buy a brand new 1976 blue Honda 550F. To me, that was the cat’s meow—that beautiful inline four, the engine sound as you ran it through the gears, and that four-into-one exhaust. Then, as often happens, marriage began, a family started, got jobs, lost jobs, relocated, new job, divorce, single parent, etc. We’ve all heard the stories, and some of us have lived it. So, by 1978 the bike had been sold, and that was the last bike for sixteen years, while the above mentioned series of events occurred.

Fast forward to 1994. I was then a single parent raising three of my sons up in Pennsylvania.

One Saturday morning in March 1994, I picked up the newspaper and was read-ing the “For Sale” ads. I wasn’t looking for a bike, as I was a new single parent and was watching my expenses, but being the beginning of spring, I always got that “motorcycle itch” and glanced at the motorcycles for sale. One ad was for a 1975 Honda 550F with 6800 miles. Of course, there were no pictures to see back then, so I couldn’t see the bike. I figured it was either beat up or had been sitting out in the rain somewhere or in the back of some shed, all rusted with the aluminum all oxidized, you know, the typical thing that happened to these bikes. We had nothing to do that day, so I asked my sons if they wanted to see the kind of bike I had when I was younger, and of course, they said yes. They asked if I was going to buy it, and I said no. The price was $900 and I didn’t need a bike, but basically wanted to relive a memory. I called the seller up. The address was only twenty minutes away in a nearby town. He said the bike was in good shape and ran. “Yeah, right,” I thought.

We hopped in the minivan, and off we went.Arriving at the address, I knocked on the door, and the owner, about ten years

younger than me, answered the door and said that the bike was out back in the garage. As we walked to the back, I was thinking, “Yep, here’s some kid owning this bike; it’s going to be pretty ragged.”

And then I walked into the garage…and saw the bike…and my jaw dropped to the floor…

Luckily, the owner didn’t see my reaction. I could hardly contain my astonishment. The bike was absolutely amazing. The engine cases were perfect, there was no oxida-tion, and the fins were still perfect. The clutch case, the alternator cover, all showed that nice, semi-polished aluminum with the Honda clearcoat—all intact. I looked at the odometer, and holy cow, the break-in decal was still on the speedometer! The gauges were faded some. I started looking the bike over. It still had the original Bridgestone SS tires, the rear tire being the 3.75 x 18 size that most everyone took off and replaced with the bigger 4.00/4.10 and also, to my limited knowledge, that bike was the only one to use that size tire. The fuel tank was dent-free, and the paint was immaculate, except for one pea-sized place where the paint had flaked off. It was not faded. I took off the gas cap to look inside the tank, expecting rust, but it was perfect. The side covers, still there, were like factory. The fenders were straight and not scratched or showing any signs of damage. The same with the handlebars and grips—no road rash. The rims were nice, the spokes were dull and had some surface rust, but nothing Never Dull couldn’t take care of. All blinkers were intact and un-


with my ,76. The plug was cross-thread-ed. Damn! But I also knew that with a little luck and taking my time, I might be able to fix it like I did in ,76. So I carefully backed the plug out, bought new plugs, cleaned the threads in the head, used anti-seize, and carefully, very carefully, (You only get one shot at this.) aligned the plug and started it into the hole. Backing out and starting again, I eventually got it to seat proper-ly. And then the bike ran perfectly—no backfire.

Subsequently, over the years, I discov-ered the bike was missing two rubber grommets on the chrome fork cov-ers where the blinker wires enter. It was also missing the tachometer cable bracket that mounts on the horn. Over the years some screws and bolts have been replaced, but all replaced parts are from Honda and NOS. There are no af-termarket parts on this bike. There has been no engine or carb work.

So that’s my one in million story. A bike that survived from 1975. No refur-bishing aluminum parts, no repaint-ing—and I almost let it go. That won’t happen again. l

damaged. The chrome fork covers were nice and shiny and straight—unbeliev-able! The seat, fork boots, all the decals, all intact, with no rips or tears. Yellow paint marks that are dabbed on a bike’s bolts as it travels down the assembly line? Still there! That brought back my memories of buying my ,76 550F, bring-ing it home, and immediately washing off all those ugly yellow paint marks…and, of course, taking off that stupid speedometer decal.

So I opened up the seat, and sure enough, there was the owner’s manu-al, with the electrical diagram. Yep, the intact tool kit was there where it was supposed to be. I’m like dreaming this, right?

I put the keys—yep, he still had the two original keys—in the ignition and fired the bike up. It started without a hitch, with no smoke, as I revved it and checked out everything. I didn’t ride it. There was a little backfire when closing the throttle, but I’ll explain that later. It still idled perfectly. I ran through the gears (the bike was on the center stand) with no trouble. Clutch and shifting was fine.

The owner said that he was the second owner. I thanked him for his time…and left…That’s right, I didn’t buy it.

Considering where I was at that time in my life, I walked. On the way home, I told myself to give it a week and then call back. If it was still unsold, then I’d go back.

I called the next Friday, and he had not sold the bike. Still tempting fate, I told him I’d be up Saturday morning around eight. Once again, that morn-ing, after I took the seats out of the van, down we went. The bike was still there. I rode the bike that time, and other than that same occasional backfire when closing the throttle, the bike ran like new. Again tempting fate (or being stupid, as you’re thinking now) I offered $500 to his $900 asking price. He coun-tered with $800, I offered $700…and he accepted…the bike was mine.

The backfire? I got lucky on that, also. I got the bike home and really got a good look at it. Looking at the number one plug after pulling off the cap, I no-ticed it was slightly cocked. I knew ex-actly what the problem was; I had done the same thing in my younger years


Riding into History Motorcycle Concours 2016

by Michael Fitterling / [email protected]

t he weather forecasts this year during the week leading up to the 17th annual Riding Into History event on May

20 and 21 were not promising, with rain a distinct possi-bility. Luckily, Saturday dawned bright and sunny. By the time I arrived from Lake Wales, the sky was bright blue with scattered puffy cumulus clouds in just enough quantity to provide some passing shade from time to time. The forecast rain did keep some collectors from bringing their bikes, but you would never have guessed it from walking around the 1.2 mile circumference lake, around which many beautiful-ly restored and rare bikes sat side by side, ringing the lake.

Unfortunately, the iconic racer and Grand Marshal, Mal-colm Smith, fell ill just before the event and was unable to attend, but his co-writer Mitch Boehm, of the new book Malcolm! The Autobiography, stepped up to take his place along with Mark Tuttle, Editor-in-Chief of Rider magazine. On Friday, the day before the Concours d’Elegance, was the Grand Marshal’s Historic Vintage Lunch Ride, during which the promised rain made its appearance. Luckily for the more than fifty riders, the downpour passed through while they inside at lunch in Palatka at “Corky Bells,” leav-ing them dry and unscathed by the time they resumed riding, completing their thirty-five mile ride. During the Grand Marshal’s Dinner that evening, VJMC member Billy Aldrich was presented with the Dusty Miller Award for his ongoing efforts not only in supporting Riding Into History but for his starting the event back in 1999.

During the Concours d’Elegance, the VJMC team had their headquarters in one of the lay-bys jutting out toward the lake from the circle under a shady gazebo, where many members dropped by to chat and enjoy the respite from the sun and those interested in our organization came to ask questions and to sign up as members.

Saturday, the concours wrapped itself around the beautiful lake on the brick walkway. Vintage Japanese bikes, primar-ily from VJMC members, constituted the biggest segment of the collection of motorcycles from around the world. It was a workout, but I managed to circuit the lake three times taking in the astounding variety of bikes. There is so much to see at Riding Into History that I would say that any mo-torcycle aficionado should put it on his or her bucket list. Next year promises to be even more exciting for us fans of Japanese bikes when the event will be “Honoring the Japa-nese Motorcycle”!

JaPaneSe VinTage 1946-1968 BEST in clASS PAUl Enz 1965 HonDA cB160

JaPaneSe VinTage, 1946-1968AwARD oF MERiT BARRy ScHonBERGER 1966 HonDA cB77

JaPaneSe VinTage, 1946-1968AwARD oF MERiT ChET GlIsson 1966 suzukI T20 X-6 HUSTlER

JaPaneSe ClaSSiC, 1969-1980BEST in clASS GEnE PloEcKElMAnn 1976 KAwASAKi Kz900 lTD

JaPaneSe ClaSSiC, 1969-1980AwARD oF MERiT ToM EwinG 1979 HonDA cBX1000

JaPaneSe ClaSSiC, 1969-1980AwARD oF MERiT iRV BUcEK 1976 HonDA cB750A HonDAMATic

JaPaneSe MOdern, 1981-1990BEST in clASS RonAlD SMREKAR 1981 yAMAHA XJ650

JaPaneSe MOdern, 1981-1990AwARD oF MERiT JAMES MAynER 1982 HonDA Gl1100

JaPaneSe MOdern, 1981-1990AwARD oF MERiT ScoTT RoBERTSon 1981 HonDA cB650 PolicE TRiKE

JaPaneSe MOdern, 1981-1990AwARD oF MERiT cEcil BRooME 1986 VF500F

japaNese specials thru 1990AwARD oF MERiT Billy AlDRicH 1972 HonDA cB350

offroaD thru 1990AwARD oF MERiT GEnE PloEcKElMAnn 1969 KAwASAKi F21M 250

inTernaTiOnal SCOOTer THrU 1990-AwARD oF MERiT cEliA williAMS 1968 FUJi RABBiT ToURinG

Vjmc wiNNers at riDiNg iNto history 2016

Thanks to the many VJMC members that brought bikes and helped make this show the spectacular motorcycling event it has become, and to those who helped at the VJMC booth and set-ting up and taking down. Events like this that the VJMC partic-ipates in would never get off the ground without dedicated vol-unteers and I am glad, that when work needs to be done, VJMC members are always ready to step up and lend a hand.

Many VJMC members were winners in the Concours. See the sidebar below for their names and categories. l

EVENTS


COVER STORY

by Michael Fitterling / [email protected] & Tom Kolenko / [email protected]


2016

Bikes lined up at the Spring Mill inn

photo by: George Martin


below:original 1972 T-shirt to go with Kathy’s original 1972 bike

lucky winner of a Shoei helemet tries it on for size

Fearless rideleaders Paulette and Jim Turner

below:Ellis Holman received Best of Show award

John Keele at west Baden Dome


on Wednesday June 22, I rolled up in early afternoon at the Spring Mill State Park Inn just outside Mitchell, Indiana. After depositing the bike bags and

clothing in my room, I found my way downstairs to the banquet room, only to find everything already done by the efficient volunteer crew of Kent Bruner, Rob Schro-eder, and Julie Slatcoff, who had arrived ahead of me.

Later in the afternoon we decided to ride to a local diner, the Dairy Master, in nearby Loogootee, that was reputed to have killer tenderloin sandwiches, which was ultimately proven to be true. That ride was the first of many throughout the weekend that gave our members a taste of the winding, hilly terrain through corn fields and woods which we would be exploring. Breakdowns were few, but director and former club president Jim Townsend got a reminder of what can happen when his CA95’s alternator gave up the ghost early.

With everything prepped for arriving members, we were left to enjoy the inn and the state park grounds with its several caves: Donaldson (Shawnee), Bronson, and Twin. While most have been closed because of fear of spreading white nose bat dis-ease, there was a short boat ride still available in Twin Caves for those wanting to get inside and do some aquatic spelunking. Within its 1358 acres, the park also con-tains an interesting reconstructed village, offering a glimpse into what it was like to live in the area in the 1860s. The mill, for which the park is named, is running again and grinding meal, which visitors can observe in progress, and is still powered by a waterwheel turned by water gushing out of Donaldson Cave. For those with an in-terest in space travel, the park is also home to the Gus Grissom Memorial. Grissom was a former resident of Mitchell and one of the Mercury Seven astronauts, who later died in the Apollo 1 accident. The memorial houses the Gemini 3 spacecraft and other personal effects. And for relaxing, especially as the weekend heated up, many of use found refuge in the afternoon in the inn’s inviting pool.

The ladies of the VJMC

VJMc rallies have become a popular event for women, but this year’s

Spring Mill national Rally drew well over thirty women; some are VJMc members, some rode their own VJMs, some rode with a spouse or friend, and a few came just because they wanted to. watching Paulette mount her Ka-wasaki 900 with grace and confidence put a smile on many faces. Hearing Marsha, after her return from a ride through Amish country on Jim’s Hon-da 550 Four, express her joy at corner-ing without braking, added a welcome perspective that some long-time riders

forget to appreciate. And we can’t leave out Kathy, who, with husband Joe, had just returned from adopting a 1972 Suzuki step-through that is exactly like the one she had in college!

confirmation by all of the women attendees that the VJMc rallies are fun, inclu-sive, and they “want to attend again,“ makes planning for future rallies even more exciting. Don’t be surprised if you see lots of smiling faces on VJMc members who have not only gone for a refreshing coun-

try ride but also returned after enjoying their mani-pedis! l

The VJMC ladies at the national rally

COVER STORY

photos by Michael Fitterling & George Martin


Thursday morning, waves of members and their guests began arriving under clear and sunny skies which dominat-ed the weekend. The registration table got busy as guest packets with event T-shirts were handed out. However, each afternoon the humidity drove members into the air conditioned inn’s large lobby where clusters of old bike lovers gathered to swap stories.

While some gathered to talk, others were out in the circular driveway lin-ing up for one of the numerous rides each day. Rides were carefully planned and led by ride captains, John Keel, and Jim and Paulette Turner, who came up from Louisville several times to ensure all routes were worked out in advance, as did board member Ellis Holman from Indianapolis. Routes took club members to see covered bridges, round barns, and the “dome” at French Lick/West Baden, home of NBA star Larry Bird, which now houses a casino and restaurants.

That evening began with everyone back at the inn sitting down to enjoy one of this event’s spectacular buffets.

• NOT ENOUGH VINTAGE RIDES in your area?

• NOT ENOUGH VINTAGE BIKE SHOWS in your area?

• NOT ENOUGH VINTAGE TECHNICAL EVENTS in your area?

• MISSING OUT ON International Motorcycle Showparticipation and other major events in your area?

• MISSING OUT ON weekly or monthly “Vintage Bike Nights” in your area?

• NOT SURE OF the VJMC members in your area or how many are missing the same things?

Our experienced team will provide you with membership listings and MENTORING to get you started. We’ll HELP you with that first invitation all the way though planning and holding your member events. CONTACT any of our Directors

and let them know that you want more from your VJMC. One of our board members will answer your questions and start the process.

www.vjmc.org/officers.shtml

. org

YOUR CLUB NEEDS YOU!STEP UP AND BECOME A

VJMC FIELD REPRESENTATIVE TODAY!

Stretching from salads to desserts some thirty feet with four main entrees, this amazing spread was offered each of the three nights. These diverse culinary of-ferings meant there was something for everyone. I think it is safe to assume that no one lost weight while at the rally!

After dinner, members were asked to stand up and introduce themselves and the bike they brought to the rally. With introductions over and desserts digested, members scattered, forming groups here and there in the lobby and outside, where the bikes were parked, or remaining in the dining hall. After dark, many members and guests gath-ered on the back veranda and were lost in conversations and laughter until close to midnight.

Following Friday’s breakfast, more and more members and bikes rolled in and the circle grew fuller while last min-ute arrivals checked in. Good weather once again greeted us and more riders lined up in front of the Inn’s circle drive all day.

After a strong day of riding the beau-tiful Indiana countryside, it was time

for another feast in the great banquet room, where the wall of glass looking out on the forested hillside gave a gentle green glow to the room. After all were full, the ladies of the VJMC were each asked to share ways to make our rallies better for women riders and passengers. Everyone agreed that this year saw the biggest turnout of women in the club’s history, many of whom had brought bikes to show and ride themselves. (See Randy Mayes’s sidebar on women’s par-ticipation on the previous page.)

Next up, Peter Slatcoff, who has been in charge of the updating and redesign of the VJMC website, gave us a look at some of the features and appearance of the new site, which is slated to go live by the end of the year. The rollout is a bit later than hoped due to the large legacy data files which have to be verified and moved to the new system. However, when finished, all that information will be incorporated into a easier to navi-gate and more powerful website that will serve all our members. Once the presentation was over, it was a repeat of the previous night’s veranda meetup for


friday morning, during another fan-tastic VJMc national Rally, i decid-

ed to join the “covered Bridge Ride,” which rolled through the surround-ing indiana countryside for some 100 miles. After a short briefing on where the ride was going and how it would be managed for everyone’s safety, we all mounted our rides and formed up the line of bikes. Motors were started and we made our way out of the state park and onto the indiana backroads.

Soon we were off indiana Highway 60, the main highway that runs in front of the park entrance, and on roads rolling through farmland and forest. Southwest indiana is not flat farmland

our leaders. next up was a stop at a unique round barn, quite a variation among the many Dutch-style barns so prevalent in the area. After our pause, we made our way to a Dairy Queen for lunch and conversation before turning back toward the inn at Spring Mill.

our over seventeen bikes rolled in unison following our leaders, Jim and Paulette Turner, along the well-planned route. Jim and Paulette, from louisville, Kentucky, had made the ex-tra effort to ride up to the area several times before the event to make sure the rides had something for everyone to enjoy. Many thanks to them for their hard work. l

like in the northern part of the state, and we rode along through wide sweepers and around tight corners while constantly ris-ing and falling over the numerous hillsides. The route passed through bucolic glacial rolling terrain clothed in the deep green of summer forest, bordered every so often by corn, already well past “knee high by the fourth of July,” even though the holi-day was still a couple weeks away.

About halfway through the ride, we stopped at the promised Medora cov-ered Bridge, built in 1875. Through special arrangement, the group was allowed to ride across the bridge between the bar-riers preventing automobiles from pass-ing over, thanks to previous planning by

Vintage group ride at Spring Mill national rally

far left & below:Medora covered Bridge, circa 1875


Three generations enjoy the rally

Tom,

I wanted to express my appreciation for the

outstanding rallies the VJMC group puts on. My

first was several years ago in Cumberland, MD and

after a long hiatus decided to bring my son and

grandson to the 2016 rally at Spring Mill. The main

purpose was to introduce Alex to high quality rides

and help him develop good road skills.

That goal was realized as members and especially

ride leaders provided good examples and encour-

agement for Alex. Even more important was the

associations that are being developed with VJMC

organization and members. The atmosphere of

inclusion that pervades all the activities is

something unique to the VJMC.

You and the other VJMC staff should be proud of

the organization and I thank you. Hope to see all

of you in Gettysburg.

Best regards,

Pete Pavlick

drinks and conversation.Finally, Saturday arrived, and after breakfast, the circle be-

came a beehive of activity as bikes were logged in and tagged. A Tiddler Ride was held for smaller bikes, using the park’s loop road, free of traffic and filled with great scenery. All group rides were planned out to return in time so that any of the riders wanting to enter their bikes into the show could do so. Many thanks to Greg Pitt and Jill Nihiser for manag-ing the popular Saturday bike show registration, voting, and scoring tasks. Volunteer Charles Osterly also helped herd the entries into their proper spots.

The final Saturday night feast was again varied and delicious. Members enjoyed another piece of pie and a cup of coffee as they watched our director, Jim Townsend, in his film debut as a zombie in a hilarious short film. Then the bike show award winners were announced, with trophies presented across the classes. Recognition awards were also presented to volunteers who helped make this delightful event a reality. Raffle door prizes were passed out, with generous Field Rep. Jack Briere providing many tie-dyed T-shirts for the raffle. A Shoei hel-met was the grand prize won by Roger Rollins, of Altona, Illi-nois that actually fit the lucky winner. Saturday night’s social on the veranda was especially cordial as members recounted the great rally rides, chatted with new friends, and shared fun, vowing to return again in 2018. l


growing up a youngster in the 1960s meant growing up in the middle of

the the rage of the mini-bike era—the JC Penney’s Pinto, the Bonanza, the Rupp, and all the rest. The Southern youth probably saw the injection of the craze later than the Northern or Californian kids, but it made it as big as ever.

From the onset, I was smitten and tak-en away from my old Schwinn Sting Ray that had been my most reliable trans-portation for most of my childhood. The mini-bikes gave way to the Sears Allstate, the Montgomery Wards River-side, and the JC Penney’s Benelli that the older kids started showing up with, rid-ing in the neighborhood. Catalogs were filled with the explosion of the two-wheel versions that could be had for few dollars, and payable by the month.

Then it happened: the first Honda that I ever laid eyes on and the first one in our part of the world, a small Southern town. The local Buick dealership had taken on a new franchise venture, Hon-da Motorcycles USA! The dealer, to pro-mote Honda, gave the use of a new bike for the reigning Miss Tennessee during her one year tenure. The sales manager for the local dealer purchased that Hon-da for his son after the year’s use and lived a few houses from me—a white Honda Cub 50. I think it was a 1964. I can still remember that bike to this day and how every kid in the neighborhood flocked to see it.

No longer would our friend, “Mo,” ride a bicycle with the rest us, no longer would his days be idling by. No; from here on he would be “riding,” zooming, and leaving us in the dust! And on a new Honda, at that, the motorcycle that was all the rage and craze of the times. “First gear alright!, second gear wound tight…”

The Cub 50 wasn’t around long until his dad stepped him up to the Honda

S90, the innovative step up for Honda manufacturing and the motorcycling USA. Red, chrome, and with all the bells, again, I can still recall this bike like it was yesterday. I can still remem-ber how we would run beside it or be-hind it as kids to just see him ride. Silly, I know, but the world was changing in the ,60s and some of us were a part of it!

Was it possible to get my own Hon-da? Not a snowballs chance in—a fur-nace, shall we say. I was one of six chil-dren and there wasn’t anybody going to find or waste the money on such an extravagant item, no buts or ifs about it. Problem number two: my father was an insurance executive and absolutely con-sidered motorcycles as automatic death traps. “Not as long as you’re living under this roof,” he would bellow when I con-fronted him with my dream.

As I continued to live in a neighbor-hood and a world that was increasing in the use of motorcycles for transpor-tation and fun, I hoped and dreamed that time would change his mind on the dangers of motorcycles. In 1965 or ,66, I received a terrible blow to my well-laid plans of changing things to my way of thinking. My older brother had bor-rowed a friend’s Honda 250 Baby Dream (while my parents were out of town) and wrecked into a light pole, causing sever-al days of a hospital stay. Alas, this total-ly proved my dad’s way of thinking was correct, at least to him.

The ,60s to ,70s saw Honda totally dominate the motorcycle world, and it became the thing to find Santa had brought a new Honda as the “must have” for Christmas. I saw my friends, relatives, and anybody and everybody get a new Honda. The Mini-Trail 50s, the CT-70s, the CL70s, CL90s, and all the SLs from the 70s to the 350SL.

Fast forward a few years, and being the youngest of the boys, my dad relent-

ed and purchased a used 1972 Honda CL70 for me, but with the expressed (strongly, may I add) condition that it was only for trail riding in the yard and fields around our neighborhood. Free-dom! or to some degree, anyway. While my friends would ride with me for a while, they would return to the streets to broaden their horizons.

Fast forward again, I had a son that grew up in the era of three-wheelers and four-wheelers, and we had our share of them. Of course, always a Honda, from the 70ATC, the 185ATC, the 110ATC, 125ATV, 250 Four, etc. I reached my forties and purchased a 1996 Gold Wing 1500 that I rode all over this great coun-try of ours. My older brother and I rode Gold Wings, taking trips to Key West, the Rockies, etc. a couple weeks each year. Sadly, he passed away too early in this life, and the riding was never the same. I rode the Gold Wing one last trip and sold it the next day; my zest for Hondas seemed to be gone.

A few years passed, and with a grow-ing grandson, I ran across an old 1976

You Meet the Nicest People on a Honda

by Tom Price / [email protected]

ODDS & ENDS

aboVe:First restore, 1976 Honda in “Parakeet yellow”


Honda Mini-Trail 50. “I ought to restore this for my grandson to ride around the yard,” I thought. Problem was I went overboard and restored it to a high stan-dard, too nice to ride! But, it restored my love of an old Honda. Oh, by the way, the restored 50 sits in my den.

Hmmph…If I can do one, I can do another, so I purchased a 1968 Honda CL125 with some front end damage. It was while searching for parts for it that I was introduced to the VJMC by a re-gional field representative, who proved to be a valuable asset. He encouraged me to check out the VJMC and become a member, which I did.

Now, I will be first to tell you, I will

never reach the level of many of the members of the VJMC. I see bikes each month in the magazine that bring back my youth and all those dreams of yes-teryear!—the CTs, the SLs, the Dreams, and Superhawks! The bikes that were beyond my reach and can’t be bought today new off a showroom floor. I like ,em vintage, original if possible, and I want them to be riders. There remains, to this day, something about the sound of an old Honda—the quest of taking a forty-plus year old machine and kicking four times and hearing it come back to life!

You see, with the start of an old Mini-Trail 50, I found that I can enjoy my lit-

tle part of my youth, only better! I can finally have a few of the bikes I relished as a kid. I’m no expert with everything on old bikes. I struggle with motor and electrical issues, and believe me when I say the old motorcycle gearheads are fading from us fast, but I enjoy the tin-kering, the polishing, and the small things of the vintage motorcycles.

There’s something about riding around, cruising on a 1972 CL70 with 400 original miles, going for ice cream on a 1968 CL125A or a 1967 CL90 low-mileage bike. It’s no longer about the speed, but slowing down and enjoy-ing the ride. Joining the VJMC got me a wealth of information about parts, tips, and advice about something that always was burning inside me.

I own several vintage Honda mo-torcycles now, and I fix one up, tinker and ride it awhile, until something else catches my eye. I remain intrigued by the Hondas of the ,60s and ,70s. I cur-rently have a 1976 Honda 50, a 1967 CL90, a 1968 CL125A, a 1968 CL175, a

left:1975 ST 90 & 1968 cl175


1972 CL70, a 1968 CM90, a 1975 ST-90, and a 1976 550 Four—all mostly origi-nal and all running vintage bikes.

There remains, to this day, nothing like riding around on a “cool” old Hon-da. Not a time goes by with each of my quests with old bikes, whether it be get-ting them running or riding them, that I don’t go back in time to those glory days of youth and Honda, when it dominated the motorcycle movement in America. I

FrOM r to l:cl70, st -90, cl-90, cl-125a, cl-175, 550-four

top:ST-90,cl-90, Mini-Trail 50, cl-175, 550 Four

bottom:A yard full of hondas!

was fortunate to grow up in entirely dif-ferent times of the country, and Hondas were a big part of it.

So…do you really meet the nicest peo-ple on a Honda? Well, after all these years, I would have to say Honda prob-ably got it right! Ride a forty-nine year old bike to your local Sonic or local car show; yes, “You Meet the Nicest People on a Honda.” “First gear alright, second gear…” l


A Summary of Honda’s CBX1000-6 Models

by Ian Foster / [email protected]

the original CBX-6 marque was pro-duced for five years, from 1978 to

1982; thereafter the CBX-name was reused on smaller capacity bikes. This article presents a summary of the var-ious six-cylinder models that were developed as the CBX-6 went from a “Super Sport” to a “Sports Tourer.” Discussions between owners never seem to conclude on an agreed win-ner between the early twin-shock and the later Pro-Link models. They can, however, agree to differ and realize that each model has its particular charac-teristics and selling points. The CBX has now assumed an enviable position in classic bike circles, way ahead of its contemporaries from “back in the day.” 1978-1979 Honda CBX1000-Z

Having undergone design develop-ment since 1976, the first CBX-6s rolled off the Honda production lines in Japan from the Wako Factory (engines) and Sayama Factory (frames and production line). These are known as the CB1 (or Code 422) and are the most sought af-ter of the model by collectors, being the original and slightly higher horse-power bikes. The CBX-Z was introduced with a fanfare of publicity as the “Super Sport King” and was designed to take Hon-da into the 1980s, as the CB750-4 had done for the 1970s decade. Specifica-tions for Europe and USA differed, with the former having a more sporty stance (shorter bars, foot-pegs pushed back) for European riders, and the latter hav-ing a more cruiser stance (higher bars, foot-pegs further forward) preferred by American riders. The engine was a six-cylinder, double overhead cam-shaft, four-stroke, with 105 bhp, and looked dramatic and wide compared to its contemporaries. The engine con-figuration was an acknowledgement of

the famous RC166 250-6 race bikes that took European grand prix tracks by storm in the mid-1960s, but was com-pletely redesigned by Shoichiro Irimajiri (“Iri”) and his team of engineers. The bike weighed in at 549 lbs. (249 kgs.) and had a reported maximum speed of 140 mph. Standard colours were Perseus Silver and Candy Glory Red, with some very limited numbers being delivered in black to the French and German mar-kets. The official release of the CBX-Z was delayed in the US due to shipping disputes, but a few early bikes arrived across America in the summer of 1978. The international release happened in early June 1978 at the Isle of Man TT, where the CBX-Zs were used as the mar-shalls’ bikes, on loan from Honda. The first production bike sold to the public was frame number CB1-2000042, with engine number CB1E-2000060, the pre-ceding bikes having been referred to as pre-production prototype bikes be-ing used for display and racing. These

couNterclockwise from left:Drive across USA with Penske

Meeting Mike corbin

AMA Museum, columbus, ohio

Rich chase’s collection in omaha, nebraska

Picking up some bikes for my collection


HISTORY

sand-cast, pre-production bikes were supposed to have been destroyed, but a small number still survive. Production numbers went up to about frame num-ber CB1-2024590. About 25,000 CBX-Zs were built in 1978-1979 and sold around the world, with a price-tag of $3,798.00 in the USA. The CBX-Z was well-re-ceived, but was perceived as an expen-

sive and complex machine, which put a lot of buyers off purchase. An economic downturn at the end of the 1970s also re-stricted sales, and CBX-Zs could still be found on the Honda showroom floors

below:Buying the Seeley frame and bodywork

Getting my bikes ready for export from california to northern ireland

Daniel (sitting on right side) introduces some of the bikes’ histories

top right:1978-79 cBX-z

ceNter:1980 cBX-A

1981 cBX-B 1982 cBX-c

right:Three Kawasaki Triples in Arizona bike breakers yard needing refurbished


until 1983 at well discounted prices. 1980 Honda CBX1000-a

In 1980, the US and Europe received an upgraded model in the form of the CBX-A. This bike was referred to as the SC03 or Code 469. This was developed as a refinement of the CBX-Z, which had been “fast-track” designed. A number of details were improved for ride comfort and stability, namely, the swing-arm bushings were changed, rear shocks up-graded, and the reverse-comstar wheels improved. The engine was detuned to 98 bhp to respect the new laws intro-duced by Germany. A new glove com-

partment was incorporated into the rear seat fender with a little lockable “trunk” access panel. Standard colour schemes for the CBX-A were Candy Glory Red and black, with some very rare Perseus Silver bikes being delivered. Frame numbers restarted at SC03-2000026, with only about 4,950 bikes being built, making this a very low production model for Honda. To overcome im-port duties on large capacity bikes, put in place to protect Harley-Davidson’s home market, CBX-A production was moved to Marysville, Ohio. Some 1,800 CBX-As were built in Japan for the Eu-ropean and other markets, making

this the rarest of all CBX models. They sold for $4,198.00 in 1980. The CBX-A is commonly referred to as a smoother and more refined bike to ride than the CBX-Z. It is now popular with Ameri-can owners having the “Made in USA” tag on the VIN-plate.

1981 Honda CBX1000-BThe CBX-B took the marque in a

completely new direction, with Honda coining the phrase “Sports Tourer” to market a new product, primarily to the American touring market. It was re-leased at a press launch at Honda’s twin Tochigi track in Japan in late-1980. The bike was then complete, with full fairing and luggage bags. Weight increased to 611 lbs. (277 kgs.). European journalists were initially shocked by the transfor-mation but became pleasantly surprised by the ride offered by the new Pro-Link bike. Frame numbers were recorded in the USA as JH2-SC0605BC300004 and in other markets as SC06-230XXXX, with a total of about 3,754 CBX-Bs hav-


ing been built. The bike was referred to as the SC06 or Code MA2. The air adjustable Pro-Link with adjustable damping was a revolutionary new fea-ture Honda had developed for its road and scramble bikes. The bike did not sell well, with buyers wondering what the CBX-B could give that the hugely successful Gold Wing was not already giving better! In the USA they were sold for $5,598.00 in 1981, but knock-down prices were soon to follow the release. Following very slow sales, Honda gave away many of these unsold bikes to lo-cal technical colleges to train mechan-ics, leading to the term “School Bike” in the CBX-community, when these bikes were released for sale to schools in the early 1990s. The CBX-B remains a very comfortable bike to ride, but has not in-creased in value the way the CBX-Z has.

1982 Honda CBX1000-C

The CBX-C represented the end of the line for the CBX-6 marque. There are very few differences between the 1981

CBX-B and the 1982 CBX-C, those be-ing minor colour changes from grey to white in the US market (European markets continued to get the grey co-lour scheme, same as 1981.), the addi-tion of a passenger grab-rail to the rear of seat, and a slight weight increase to 613 lbs. (278 kgs.). Frame numbers were recorded in the USA as JH2-SC-0604CC400001 and in other markets as SC06-240XXXX, with a total of about 2,737 CBX-Cs having been built. The bike was referred to as the SC06 or Code MA2, same as the CBX-B, and sold for $5,698.00. It was an unceremonious ending to an iconic motorcycle marque, but the CBX-C should, however, not be overlooked, as it is visually stunning and appreciated by collectors because of its limited production numbers. They are a very comfortable bike to ride, whether touring or enjoying the twisties.

The mighty CBX did conquer the hearts of many. Those who lusted after (but in 1978, couldn’t afford) the huge engine, the jet-fighter sound, the sleek

looks, and the promise of an ultimate motorcycle now flock to this stalwart of the classic motorcycle scene. A classic bike show is never complete anywhere around the world without a CBX on dis-play. In the past decade, the price of a de-cent CBX has quadrupled, making them very sought after collectibles. Prices for a good CBX-Z have reached $10,000.00 and seems to be steadily climbing. As they are quite unique, with their six-cyl-inder inline engine, they are sure to re-main an attraction to future collectors. Now is the time to get out and enjoy them while we can still afford them.

This article, hopefully, serves as an easy reference to help summarize the various production CBX-6 models. Much more in-depth details can be sourced in the red CBX Book or the silver CBX Book II, de-tails of which can be found at www.face-book.com/groups/171923629534314/, from the author, who comes from Northern Ireland but is based in Hong Kong, or by contacting Louis Mintrone at www.usedcbxparts.com in Florida. l


in fall of 2015, during a vintage motorcycle auction close to Wichita, Kansas, a number of students approached me about participating in a show at their school,

McPherson College in McPherson, Kansas. McPherson College is the only school in the US which offers a degree in automotive and motorcycle restoration. The school has a dedicated motorcycle restoration shop. This school has been the recip-ient of numerous national awards. After graduating, many of these students have gone on to work for significant employers in the field of professional automotive and motorcycle restoration.

An event called “Motoring Fest” is put on every April by the students in the school of restoration through their club called C.A.R.S. (College of Automobile Restoration Students). The event is a large regional event, which begins with a Fri-day “cruise-in” followed by the Saturday show. The C.A.R.S. president, Bob Hes-pen, stated that the show usually hosts somewhere between two hundred to three hundred vehicles at the Saturday event alone. The event this year certainly featured that many cars! He stated that the car show has always been much larger than the motorcycle part of the show, but they would certainly like the motorcycle segment to grow.

I told the students last year that I would mention the event at our next VJMC club meeting, where we would determine if we wanted to participate in 2016. Be-cause our local club already had a busy event schedule, and because McPherson, Kansas is just under two hundred miles southwest of Kansas City, we felt like making a commitment to participate in the show was not something we could do whole-heartedly. The more that I thought about the invitation, though, the more I got excited about making the event one for Kansas VJMC members, rather than just our local group. I then called Neil Havran, a long term VJMC member in Wichita, Kansas (Wichita is around fifty miles from McPherson.) and talked to him to see if it would be something the Wichita VJMC members might be interest-ed in participating in. His response was positive, so planning began.

The day of the “cruise-in” was windy and rainy, and the day of the main event began with mist, followed by ominous looking clouds, then finally, clear skies. By 11am the weather had cleared, and the crowds finally came. As could be expected, fewer motorcycles were shown than normal. Our display represented around two-thirds of all motorcycles shown. The automobile crowd did show up, and I’m sure there were 250 to 300 cars.

Our Kansas City club is comprised of about half Missouri members with the other half being from Kansas. We are on the state border, so our Kansas members are mostly from eastern Kansas. The north-south road, State Line Road, is actually maintained by both states. The west lane is maintained by Kansas and the east lane by Missouri. We have had VJMC members attend our events from western Kansas on a regular basis, however, because of the distance, the numbers have been small. One of my goals in offering the McPherson “Motoring Fest” event to Kansas and Oklahoma VJMC members (McPherson is around ninety miles north of the Okla-homa border.) was to not only have something for them to attend closer to where they live, but to allow VJMC members in that area to get to know each other. Be-

VJMC in the Midwest, A Great Showing in Central Kansas


EVENTS

cause of the weather, most were unable to attend, however, a few did come by and visited with other VJMC members, as well as the members of our group.

We set up a large tent with a VJMC banner, which turned out to be a great plan because of the large numbers of people who stopped by to see who we were. We had a constant stream of vis-itors interested in the motorcycles on display. Though most had never heard of the VJMC, we made a point of shar-ing about the national organization with dozens of people passing by. We did have a few distant VJMC members

come to the event, but the bad weather kept many at home. A few of the stu-dents in the motorcycle restoration pro-gram were also able to come by.

Lyle and Susan Penner came all the way from Parker, Colorado, bringing four Hondas. They were quite a hit with our club members. They brought a 1964 C110, a Candy Gold ,68 CL175, a 1965 S90, and a beautifully restored 1961 CB92. Fred Reynolds, a past Missouri VJMC field representative, brought a 1972 Suzuki Water Buffalo, a 1979 Gold Wing, and a 1972 Suzuki GT750 J. Da-vid and Dennis Czaplinski brought a 1978 Honda CB750 Super Sport and an ,83 Gold Wing 1100. Both were in real-ly good condition. Mason Lee brought a 1971 Honda CB350; KCVJMC’s vice-president, Frank Sereno, brought his 305 Dream; and Dale Keesecker brought his beautiful Honda CB750 Rickman Mettisse. There was also a CBX Sport Touring bike, a Honda SL70, and a 1971 Honda CB100 on display. If I failed to mention you or your bike, please forgive me, I was often busily running around the event viewing the great cars.

There were some really special cars. An “original” leather-covered 1929 Duesenberg 8 was on display, as was the famous 1952 Manta Ray concept car, which had recently come out of nearly sixty years of storage. There was an ac-tual Auburn Supercharged Sportster, a perfectly restored 1904 Haynes-Apper-son touring car, and a really early 1965 Shelby GT350 track car.

I really believe that if the rains had stayed away, we would have had a huge VJMC showing. I received far more re-quests regarding this event than I nor-mally do, and the interest by our own members was also high, however, rain will keep people from attending an event. The school was happy that we attended and has opened the door for us to attend next year’s event, so we will certainly consider doing so. If we do attend next year and the weather is complimentary, this event is well worth whatever distance you need to travel. We will keep you posted. l



by Jim Townsend / [email protected] & Ellis Holman / [email protected]

Tech Tip #15: Carb Adjustments, Manuals, and Changing Tires

TECH HELP

jim: I got a call the other day from the son of a friend who had just purchased a Honda CB350, about a 1971 model. He was telling me that it popped and back-fired and wouldn’t run very well. I told him that I didn’t work on other peoples’ motorcycles since I didn’t have liability insurance for that, but I would help him and use my shop and tools.

We made arrangements, and he brought the bike up to the shop. Sure enough, it ran terribly. It had been taken care of and looked pretty good. The only thing it visibly needed was a new front tire, since the current one was old and cracked (sort of like me!).

After he left, I started it and tried to take a test ride. Those 350s are twins with two carbs. All the external adjust-ments are pretty handy. It seemed to me that the idle needed speeded up a bit, so I gave the idle on the right carb about a half-turn, and it started running bet-ter. Still, it wasn’t running quite right, so I turned the idle adjustment another quarter-turn. Altogether, I turned the screw just about one full turn, and it started running like it should.

I rode the bike about six miles, and it never missed a beat. I called the owner and told him what happened and that I just turned one screw one turn. He was quite pleased that it was so simple a fix.

ellis: I had a similar experience with a Honda CB450. A friend brought his ’71 CB450 over, and it was only running on one cylinder. Checking closer, I no-ticed that the exhaust valve was set real-ly tight. So I got him to hold the revs at about 2000. I unlocked the adjustor for the left exhaust valve, and immediately that cylinder kicked in. I let the engine warm up and let the engine idle. I then unlocked each adjustor, turning them clockwise until the engine just percep-tively slowed, then backed off to where the valve just started to make a little noise and locked the adjustor at that point. The CB450 ran cleanly on both cylinders.

Back in the days when I was working in a Honda shop we would often see four-cylinder bikes that would sound as if the engine was about to come apart. Those bikes would often have one or

more carbs way out of sync. The early CB750s were especially prone to that with four separate cables always stretch-ing and difficult to keep in sync.jim: One thing I always recommend is that riders get a service manual. Haynes, Clymer, or a factory service manual—really makes little difference which one. I also tell these guys not to just put it un-der their pillow at night in hopes it will somehow get in their heads by osmosis. They have to actually read it. Someone, I think it was Jim Myers, said that he didn’t read much, but give him a service manual and he could hardly put it down until he read the whole thing. He may have been stretching the point a bit, but I usually have one next to my chair at home.

Those manuals can really save you some time, and money too. For me to go to the local Honda shop is a one way trip of seven miles, and their hourly rates are $70, while some shops charge as much as $100 per hour. If you are hav-ing something done like having a tire changed, it will save you a considerable amount if you can take off the wheel


and take it in. However, be warned that some shops will not put a tire bought somewhere else, like from mail order, on your wheel. They want to sell you the tire, too. I highly recommend tak-ing your wheel in and having your tires mounted if you have cast rims. It is too easy to ruin a rim with tire tools, and a Coats tire machine will do the job with-out marring your wheel.

ellis: In addition to the shop manual, I try to get the owner’s manual for the bike, too. Most of the ,60s and ,70s bikes have handy specifics for tune-up and general maintenance in them, although by the time the ,80s arrived, the owner’s manuals had less and less useful infor-mation, and more and more of “refer to your dealer.”

I’m still an “old school” guy on the subject of tire changing. I have a pair of Snap-On tire irons and a set of rim pro-tectors that I still use. I haven’t figured out where I can put a tire machine, but one of these days... Speaking of handy tools and one that isn’t expensive is a wheel truing stand. I’ve had more than

one person come by complaining of poor handling of their bike. After a check of their head bearings to make sure they’re snug and not “notchy,” I then move down to the wheels themselves. Loose spokes and a decidedly wobbly wheel showed where this bike’s poor handle was com-ing from. One wheel suffered from both lateral (side to side) and radial (top to bottom) runout. I use a pair of magnet-ically mounted digital dial indicators to show me the runout in both directions. I try for about a millimeter of runout in both directions. Depending on the skill of the welder, I sometimes find that the rim exceeds that. Much more than two millimeters and I’ll scrap a rim. A prop-erly trued rim will work wonders on the road manners of a bike.

jim: I use an indicator to align rims, too. I try to get them within .020 (or 1/2 mm) total indicator reading. A few years ago, I invested in a truing stand that has a set of bearings on the top that I can rest a wheel with the axle on and check stat-ic balance. That is usually good enough for anything except a Bonneville racer.

Another tool/machine I use is a manu-al tire changing machine from Harbor Freight. I don’t like to change tires on cast wheels, but I can with rim pro-tectors. I am amazed at the guys from tire companies that change tires at race tracks. It just takes them seconds to change a tire. It is an education just to watch them.

An addition to your chemicals, is a supply of tire lubricant to put on the tire to make it slip more easily on the rim. For those tubeless tires that just insist on leaking at the rim there is a sealant you can put on the tire to stop that, too.

ellis: I use RU-Glide from my local NAPA store on tires, and for fitting oth-er rubber parts. I also use tire talc on the inner tube. The tire talc helps keep fric-tion between the inner tube and tire to a minimum and reduces the possibility of the inner tube failing.

If you have a topic you want to see cov-ered, just email either or both of us: [email protected] or [email protected]. l


October 13-16, 2016Orange County Convention Center

Orlando, Florida“AIMExpo creates an all new paradigm for motorcycling. A way to come together at one place… at one time… at the right time… in a celebration of the lifestyle” for motorcycling enthusiasts of yesterday, today and tomorrow. VJMC is part of an exclusive opportunity to participate in an unprecedented event. Our partnership with AIMExpo is so successful that VJMC’s role has been expanded to include host of the AIMExpo Vintage Motorcycle show – “Retro Affair”. This show will be innovative and outside the box of traditional vintage or classic motorcycle shows.

Online Registration will open Aug 1 2016. Registration will require the submission of a photograph of you’re your motorcycle as part of the show entry application. For more information please contact [email protected].

Online Registration: www.regonline.com/retroaffairaimexpo2016

2016

by Peter Slatcoff, Vice President, Events Coordinator / [email protected]

Events Corner

aUgUST 26-28 West Coast rally

Prescott, Az

september 3 Barber ride-in

& Membership driveleeds, Al

OCTOBer 7-8 Barber Vintage Festival

leeds, Al

OCTOBer 13-16 aimexpo

orlando, Fl

nOVeMBer 4-6 Florida State rally

location TBD

December17th annual

Florida VJMC Christmas rideBrooksville, Fl

upcomiNg eVeNts

EVENTS

august moves us west to east with our events. For those of you living

in the Southwest, check out the VJMC calendar and see what is planned for the West Coast Rally. I heard through the grapevine that Prescott, Arizona is the place. This year’s event includes rides, group dinners, and a bike show. Con-tact Jack Stein at [email protected] for more details. Labor Day takes us to the famed Barber Motorsport Muse-um for our annual southeast member-ship drive. We encourage everyone to come out and join what will surely be a fun time. I challenge every member coming to bring someone to sign up as a new or returning member. Those that do will be eligible for a special prize drawing.

Steve Gauding, our North Florida

Field Rep, asked me to remind you that on September 17th he will once again host a vintage motorcycle show during the Capital City Bike Fest, taking place at the Tallahassee General Aviation Airport. This show will be inside their newest hanger, so rain or shine, it will be an awesome event.

There are a lot of events and activi-ties that take place throughout North America. Please take the time and share those events and activities with us. A simple email will do or call me at 850-624-8811 and tell me about it, and I will pass it on to our membership. I get hundreds of emails and phone calls asking about events in or near where our members live. Help me get the word out so others can enjoy our enthusiasm as well. l


ADVERTISER’S SPOTLIGHT

while searching an online fo-rum for some help on a bike I

was working on, I saw a posting from someone that said they never buy from overseas suppliers such as David Silver because the shipping is too high. Appar-ently, that person must not have been a member of our club, because the ad in the back of our magazine is from David Silver US. I recently ordered some new old stock (NOS) Honda parts from Da-vid at his Hanover, Pennsylvania, facili-ty. The total shipping and handling was eight dollars, and my parts arrived in four days. That is when I decided to do this article and clear up any confusion about David Silver Spares.

David has two facilities, one in the UK and another here. Both locations work together to get you the parts you need in the most cost-effective and quickest method possible. The UK facility stocks about 90,000 lines, and the US facili-ty stocks about half that. If you order a part from the US facility and it is only stocked in the UK, the part will be in-cluded in a larger shipment to Pennsyl-vania and shipped to you from there. You can also order straight from the UK facility, but be aware the shipping is going to cost more. Almost all parts or-dered and shipped from the US facility are charged eight dollars for orders up to $69 and seventeen dollars for orders over $69. All orders are processed with-in two business days, so they will arrive promptly, and telephone help is always available from their main facility in the UK. Simply call the US number, (717) 458-0852, and your call will be routed to the main facility, Monday through Friday 4am until 12:30pm and Satur-day until 11:30 pm. However, your mate probably won’t believe you when you tell her you were ordering parts at 4am!

I recently had the opportunity to meet David and tour his Pennsylvania facil-

by Bryan Bentley, Display Ad Director / [email protected]

David Silver Spares

David Silver [email protected] www.davidsilverspares.com

coNtact iNfo

ity, although it is not normally open to the public. This former furniture fac-tory contains not only the parts listed on David’s website but also pallets full of NOS parts that have been purchased from dealers all over the world. Check-ing all these parts in is a very slow and labor-intensive process, so if you don’t see your part listed today, you may find it tomorrow. I even spotted a pallet of NOS exhausts waiting to be checked in from Norway, as well as David’s newest purchase, the parts stock from Orazio Cycles here in the US. There is also a large selection of exact replica exhaust, of which I purchased a set for one of my CB750s, and they look great. Da-vid ships containers full of replica parts over here several times a year.

Here is a tip I learned while I was there. When looking for a part on the website, you can choose to shop by model or by part number. If you don’t see your part listed under the model, always search for it by part number. If you are not sure of the part number call them, and your call will be handled by a knowledgeable person who can help you.

David Silver was an absolute pleasure to meet and deal with. His knowledge and passion for Honda motorcycles is matched by few. His knowledge ranges from the early dry sump models to the

latest, such as the VFR 1200, and he is using this knowledge to create his new museum in the UK. As long as we have people like David helping us to get the parts we need at reasonable prices, our hobby will continue to grow. l

Parts, partsand more

parts!

CLASSIFIEDSplease Note: Ads will be run for one issue only. Please resubmit via the VJMc website or email if you wish an ad to run longer. Also, contact our classified Ads Editor, Gary Gadd, if your post has been fulfilled, again via the VJMc website or email ([email protected]). This will help keep our classified ads as current as possible.

A “Vintage Japanese” motorcycle is 20 years old or older and, of course, Japanese. Please be aware that ads may/will be edited to conserve space. 12 lines of print will be free to club members.Please be aware of publication deadlines. For an upcoming issue, ads are due by the 20th of the month of the preceeding issue’s release. For ex-ample, ads for the october/november 2016 issue are due August 20.

if you have business related ads, please consider taking out a commercial display ad. contact Bryan Bentley ([email protected]) or me for details and rate information.we can include color photos with your ad. cost is a minimal $10 per pho-to per issue. Payment via Paypal is available on the VJMc website. For payment by personal check or money order, please address payment to “VJMc” and send to the address below. Photo ads will appear in the magazine issue following payment.GARy GADD • 3721 HollAnD ST. • FoRT woRTH, TX • 76180 / 817.284.8195

for sale

hoNDa

For 1962/65 Honda Trail C105T, Pea shooter Exhaust Muffler. Also fits the C100 Cub, as well as the c100T. Replace your rust-ed or damaged pea shooter with an exhaust made to the original specs. The mounting bracket is the same on all these models. Give your bike a great sound and a custom look. Stain-less steel, made in America, no rust problems. $270, ships free in the US. Bob Barron, 740-546-3968, Adena, ohio, [email protected]

1964/66 Honda CT200 Trail 90. First series Trail 90. Pushrod motor, 4-speed transmission and dual overlay rear sprock-ets. 6237 miles showing on the odometer. Motor kicks through. Missing the front fender. Project bike or parts donor. $250. John Bergener, 575-910-2666, Ros-well, new Mexico, [email protected]

1965 Honda Ca95 Benley. 150cc. Very good condition. $1800. Bart Bertetto, 610-868-4993, Bethlehem, Pennsylvania, [email protected]

1965 Honda Super Hawk. over $1300 in new parts. Runs and drives great. Recent show win-ner. $4000 cash, no trades, thin-ning the herd. need pics, will send. on Charlotte, nC, Craig-slist. Ray lewis, 704-734-9813, Kings Mountain, north carolina, [email protected]

For 1966/69 Honda Ca/CB/cl160, new and Used Parts. noS fork tube covers. Perch-es, levers, engine parts, and covers. Electrics, rear fenders, re-chrome parts, cl handlebar assembly. Email me your needs, and i may have them. Paul Enz, 321-268-5461, Titusville, Flori-da, [email protected]

1967 Honda Cl77. Very original, unmolested, excellent condi-tion. 1400 original miles. Com-pletely checked out; serviced and new tires/tubes installed (kept originals). Runs great, rides great, everything works as it should. Everything is there. Clean title in my name. $5700. Call with questions. If you’re looking for a well-maintained, original cl22, this is the one. Bob, 515-554-4016, Urbandale, iowa, [email protected]

1972 Honda Sl100. complete restoration. Call me for details. Asking $2800. norton Muzzone, 321-720-6949, Melbourne, Florida, [email protected]

1972 Honda Cl450. Set up for AHRMA MX. Have all street components, also. $3500. Ship-ping available. See my other ads here and on eBay under “customracer.” Robert cox, 719-630-7891, colorado, [email protected]

1973 Honda elsinore 125MX. Factory race cylinder, webco head, fresh top end. Have stock components, also. $3500. Tires, carb, and side panels are off for storage and are included. one owner bike, shipping available. Also have champion or Boss El-sinore 250 flat track frame. see my other ads here and on eBay under “customracer.” Robert cox, 719-630-7891, colorado, [email protected]

1975 Honda CB500T. All orig-inal, excellent condition, runs great, starts easy. Joey, 706-988-7264, Royston, Georgia

1978 Honda Xl350. 24 miles since new. original sales re-ceipt, owners manual, and tool kit. The nubs are still on the tires. see pictures online at: https://hondaxl350.shutterfly.

com/. Asking $6500. Mike Jami-son, 423-836-6722, Knoxville, Tennessee, [email protected]

1982 Honda Z50. Very good condition. needs nothing. $650. Bart Bertetto, 610-868-4993, Bethlehem, Pennsylvania, [email protected]

1982 Honda MB5 50cc. Rare. Very good condition. $1500. Bart Bertetto, 610-868-4993, Bethlehem, Pennsylvania, [email protected]

1982 Honda MB5. 50cc, un-der 300 original miles, titled, rare. $2000. Mike Kirby, 407-417-5798, longwood, Florida, [email protected]

1984 Honda Spree 50cc Motor Scooter. no title, would make a good pit bike. $500. Bart Bertetto, 610-868-4993, Bethle-hem, Pennsylvania, [email protected]

1986 Honda Spree 50cc Motor Scooter. Very good condition. $1200. Bart Bertetto, 610-868-4993, Bethlehem, Pennsylvania, [email protected]

1986 Honda Cn250 Helix Scoot-er. First year model “Super Size” scooter, powered by water cooled 250cc four-stroke single. This one, “ran when parked.” Mileage unknown, last regis-tered over ten years ago; fuel system issues at the very least. Good parts bike if you’re trying to keep yours up and running or a solid start for a rebuild. $250, includes title. John Bergener, 575-910-2666, Roswell, new Mexico, [email protected]



CLASSIFIEDS

poiNter1962 Pointer Comet 155cc. in running and riding condition. Very nice original condition. Fuel valve that has broken piec-es has been bypassed, and the rear tail light lens has been re-paired. This cool little bike runs and rides excellent. Has clear title, $2250. Contact me for details. Rob K. 717-926-8039, Hershey, Pennsylvania, [email protected]

suZuki

1966 Suzuki X6 Hustler. Frame and all painted parts powder coated by like new Parts in Pe-kin, il. All chrome parts were plated by Quality Plating of Sterling, il. Many parts were reusable. i did replace the han-dlebars, brake and clutch le-vers, cables, tail light, petcock, spokes, various rubber pieces, various bolts/nuts, and the seat cover (kept all the old pieces). Engine, transmission, and ex-haust in good shape. carbs needed cleaning. wheel bear-ings, tires, and tubes replaced by previous owner and checked out just fine. starts, runs, and rides great. Selling for another project. i like to ride but love to restore. $5000. Michael Has-selbusch, 309-868-4475, Peo-ria, illinois, mikebusch876@ gmail.com

1972 Suzuki gT750J leMans. First year Water Buffalo for parts or rebuild. lot includes motor (appears stuck, no pipes or carbs), swing arm, rear wheel assembly. Motor is in frame cradle, but the entire front end has been decapitated at the steering head. $250 or send your parts wanted list. John Bergener, 575-910-2666, Ros-well, new Mexico, jberg98n@ gmail.com

1974 Suzuki TC100 Blazer. 100cc rotary valve two-stroke single enduro with dual-range 4-speed transmission. This proj-ect bike is mostly complete. 5126 miles on the odometer, motor kicks through. no title. $250. John Bergener, 575-910-2666, Roswell, new Mexico, [email protected]

1975 Suzuki re5. complete; stored for 15 years or so. Has windjammer fairing, owners and repair manuals. needs seat recovered, paint faded, no rust on the chrome. 12000 miles, looks good, runs, everything works as it should. The gear indicator and temperature indi-cator both work. Has twin discs on the front. no dents or dings. $4000. John Donavan, 435-245-3956, john_donavan@ comcast.net

1980 Suzuki gS750e. Parting out. no cosmetics left, carbs missing. Mostly an engine, roll-ing chassis, and/or components. Send me your wants or buy it all for $250. John Bergener, 575-910-2666, Roswell, new Mexi-co, [email protected]

yamaha

1972 yamaha Ds7. Everything works: lights, horn, gauges. Turn key. Seat recovered. Tires, tubes, chain, and sprockets replaced. only 7400 miles. Enjoyable bike. Runs well. Paul crook, 508-641-2258, [email protected]

1972 yamaha Dt2. 250cc. Bike has been in storage since 1988. Reasonable to good condition. Ken Barnes, 705-429-1113, wasaga Beach, ontario, cana-da, [email protected]

Yamaha Champion rd250 Flat Tracker. Rare! one race and practice on fresh top end. Professionally built and main-tained. Two owner bike. Ship-ping available. $7500. See my other ads here and on eBay under “customracer.” Robert cox, 719-630-7891, colorado, [email protected]

1978 Yamaha XS110e. Has han-dlebar-mounted gauge for fork air pressure. Also have another 1978 Xs1100E with title that can be retired but have used some small parts from it. Clean title. Many new oEM parts. $4000 for both bikes. scott Maser, 704-576-3633, [email protected]

1979 yamaha sr500. com-plete restoration. Contact me for details. has Florida title. $3200. norton Muzzone, 321-720-6949, Melbourne, Florida, [email protected]

1981 Yamaha XJ550rH Seca 550. Parting out, cosmetics gone, mostly down to engine and rolling chassis and/or com-ponents. let me know what you’re looking for or buy all for $250. John Bergener, 575-910-2666, Roswell, new Mexico, [email protected]

misc. for saleKeys for Honda and Yamaha. contact me via email or my website, rustyrockets.com, for a list of keys and other items. Keys are $12 with free shipping. Joe lachniet, [email protected]

1968/81 Hondas. 50 Japanese bikes, mostly Hondas, $100 each or will part out. Also in-cludes 1978 Gold wing engine, front wheel and fender, carb. Set and manifold, cooling fans, and other Gw parts. Deal on whole lot. Also 2 yamaha Big bear scramblers and yam and Honda mopeds. lots of seats and side covers. For cB750. Gas tanks. For Bridgestone 100/150 seat, very nice, $100. Dream and Super Hawk frames with attached fenders, electrics, wheels, etc. 1965 Honda Dream engine, 150 cc, $100. Ask for prices or deal on large or whole lot. located near Rhinebeck, new york, AMc super meet site. This stuff has to go. ken krauer, 845-266-3363, Salt Point, new york, joankrauer@ yahoo.com

waNteD

hoNDaHonda Me/Sa/SB dream. Prefer a running bike. Seller must ship. Good price paid. David livingstone, Redcar, UK, [email protected]

For 1961 Honda CB92, right side cover. Part number 50303-205-000. Fits behind top of rear shock and screws to the fender. Aluminum on early cB92s, then steel. will take either. Steve Pearl, 619-843-6393, San Diego, california, [email protected]

all information on the Honda Cub rally conversion. i have an original bike and would like find how many are left. I have

ADVERTISERS’ INDEX


information I will share from the original conversion kit. Jerry Sira, [email protected].

1972 Honda Z50 K3. looking for excellent, original bike in candy gold color. Would like to find an original paint bike. Sean Mor-phew, 562-698-7484, Whittier, california, [email protected]

yamaha1972 onward Yamaha rd 200cc and larger air-cooled bikes. looking for running bikes or works in progress, but no com-plete basket cases, please. orig-inality of parts not that import-ant. Steve Gould, 306-692-1559, Moose Jaw, Saskatchewan, can-ada, [email protected]

ADVERTISERS APPEARING IN THIS ISSUE:

Acme Zoom (Mule Pack Panniers) ...............................................17

AHRMA .........................................................................................46

Barber Vintage Motorsports Museum ........................................32

Buchanan’s Spoke and Rim ..........................................................23

Buzzzzz Rag ..................................................................................50

CMSNL ..........................................................................................64

David Silver Spares .......................................................................63

Diamond Gusset Company ..........................................................46

Gasolina Boots .............................................................................25

Hagon Shocks .................................................................................9

Honda Restoration .......................................................................55

J Wood and Company ....................................................................8

JDV Products/Vessel.....................................................................10

Jess Bikes ...................................................................................... 51

Japanese Vintage Motorcycle Show ............................................47

Johnny’s Vintage Motorcycles .....................................................17

KSM-Hagerty ...............................................................................28

LeMay America’s Car Museum ....................................................33

Marbles Motors ...........................................................................50

MikeXS, Inc. . ................................................................................16

Motorcycle Yamiya 750 ...............................................................26

Moto-Services ..............................................................................11

National Motorcycle Museum .....................................................29

Nor’Easter Blastworx ...................................................................52

NOS Parts Now ............................................................................44

Paul Miller Motorcycles ...............................................................17

Precision Motorcycle Painting .....................................................25

Rick’s Motorsport Electrics, Inc. ..................................................24

RJ Cycle .........................................................................................55

Schmitt Mulhern, LLC ...................................................................20

Spacecoast Plating .......................................................................51

Speed and Sport Yamaha .............................................................14

Vapor Honing Technologies ................................................... 36-37

Vintage Suspension (Race Tech) ..................................................44

Western Hills Honda ....................................................................42

Workshop Hero ..............................................................................2

Yamaha Powersports Division .......................................................4

misc. waNteDDealer memorabilia. collector seeks 1950’s-1980’s Japanese dealership items, including ban-ners, signs, ashtrays, lighters, hats, clocks, promos, etc. Rare, weird, and old is good. Tom Ko-lenko, 770-427-4820, Atlanta, Georgia.

Honda CBX 1000cc 6-cyl mem-orabilia for museum and the CBX book I am presently writing. Any brochures, adverts, post-ers, owner’s manual, workshop manual, set-up manual, toys/models, old photos, etc. related to the 1979-1972 cBX. Also pe-riod aftermarket fairings/body-work. let me know what you have and how much you need! Thanks. ian, 626-444-9358, cal-ifornia, [email protected] l

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