What's Inside

Volume 36 / Number 1 FEBRUARY / MARCH 2015 • $5

WHAT’S INSIDE: Yamaha MF1 Mono-Shock Marvel The Honda 450K1: End of an Era 15th Annual Florida Christmas Ride 2014

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

IN THIS ISSUE FEATURES

HISTORY: Yamaha MF1 COVER STORY Mono-Shock Marvel 2014 6 Florida State EVENTS: Rally 38 3rd Annual KCVJMC 14 Fall Picnic

PROJECT BIKE: I Have an Oil Tanker 18 in My Garage

MAINTENANCE & RESTORATION: Refurbishing Tachometer and Speedometer Face 23 Plates on a Honda CB750K1

ODDS & ENDS: DEPARTMENTS The 2014 VJMC Freebie Four PRESIDENT’S LETTER: ★25 Award Winners Riding into 2015 ...... 5 BACK IN THE DAY: PROJECT BIKE: 1968 Honda 450K1: Honda CL450 / Wes Martin ...... 12 the end of an era FROM THE EDITOR: 26 Request from Abroad ...... 13 MEMBER PROFILE: RIDING SAFETY: KCVJMC Honors Longtime Member: Three Keys to Riding Safely...... 49 robert blakesley 31 TECH HELP: Tech Tip #6: Regulators ...... 53 PROJECT BIKE: Motorcycle Grandpa ADVERTISERS’ INDEX ...... 55 33 ADVERTISER’S SPOTLIGHT: It’s Not Just About Paint: Marbles Motors ...... 55 MAINTENANCE & RESTORATION: EVENTS CORNER ...... 57 Taking Your Japanese Motorcycle from Fair to CLASSIFIEDS ...... 59 34 Show Bike Condition!

Volume 36 / Number 1 FEBRUARY / MARCH 2015 • $5 HISTORY: The Honda S90: beauty is in WHAT’S INSIDE: Yamaha MF1 Mono-Shock the eye of Marvel The Honda 450K1: the beholder End of an Era 42 15th Annual Florida Christmas ON THE COVER Ride 2014 Bikes parked for the EVENTS: show at the Florida 15th Annual State Rally at Silver VJMC Florida OFFICIAL PUBLICATION OF THE VINTAGE JAPANESE MOTORCYCLE CLUB OF NORTH AMERICA, INC. Springs State Park Christmas Ride cover photo: 46 Michael Fitterling VINTAGE JAPANESE MOTORCYCLE MAGAZINE 3

PRESIDENT’S LETTER Riding Into 2015 Official Publication of the VJMC FEBRUARY / MARCH 2015 t’s time to make your 2015 riding plans now. I know it’s a bit Volume 36, Number 1 Iearly for some of you in snow country, but get the calendar out Current VJMC Enrollment: 3853 and lock down the fun. The VJMC plans to ramp up our event schedule and grow the good times. Each year we are contacted PRESIDENT Tom Kolenko by more organizations and venues that want to partner with the 770-427-4820 VJMC on events. We evaluate each opportunity against the focus [email protected] of this club and interests of our members. As a volunteer-based EDITOR club, we recognize it takes boots on the ground to make these Michael Fitterling events work. We have declined opportunities where we felt our volunteer base was 863-632-1981 not there, or the event didn’t embrace vintage Japanese motorcyclists’ interests. [email protected] Our Field Representative program is being updated to encourage maximum en- DESIGN DIRECTOR gagement throughout North America at the local level. We have some remarkable Nadine G. Messier [email protected] Field Reps that have grown the VJMC membership locally. They have created annual events, partnerships with dealerships for shows, and regular meet-ups. We want to CLASSIFIED ADS Gary Gadd encourage and support members who want to take on a VJMC leadership role in 817-284-8195 their areas. If you are interested in promoting and creating good times, go to the [email protected] website and download a Field Rep application and nondisclosure form to submit for DISPLAY AD DIRECTOR consideration. We have recently added Steve Ligon (Bastrop, Texas), Murray Milne Guido Cardillo (Pompano Beach, FL ), Obis Brea (West Palm Beach, FL), and Rob Wiest (Bear, DE) 404-587-0190 to the Field Rep ranks. Welcome aboard! [email protected] Sometimes it takes a close friend to point out the obvious. I learned this over lunch AD SALES REPRESENTATIVE with a long time industry expert. Our VJMC members are “influence leaders” when Art Snow [email protected] it comes to all types and forms of motorcycling. You are often experienced riders, veterans of many motorcycle purchases, part time mechanics or know who is, and MEMBERSHIP DIRECTOR Bill Granade are passionate representatives of the two wheeled experience. The fact that you often 813-961-3737 have multiple motorcycles, years of riding experience, and still enjoy the toys of your [email protected] youth confers some “expert” standing in the community. CHANGE OF ADDRESS Don’t squander this social capital. Build the ranks of riders of vintage Japanese Please direct these requests to Bill Granade: iron by taking the time to help others. Welcome the newbies, regardless of what they [email protected] ride, direct folks to part sources like our great advertisers, help them get their bikes ADDITIONAL COPIES running, and invite them to VJMC events. All Japanese bikes will eventually qualify In order to minimize unnecessary expens- as vintage, just like their owners. We have even created a class at many of our local es to the club, VJMC prints a limited number of each issue of Vintage Japanese Motorcy- bike shows called “Future Classics.” It’s a way of welcoming the future of this club. cle Magazine. However, we would be glad to Finally, an explanation for our increased reliance on online event pre-registration. accommodate any requests for additional copies from members. As we have grown, the coordination requirements to hold events with 75-200 mem- These requests must be submitted before the bers has grown exponentially. We have to reserve facilities, plan lodging, arrange 15th of the month preceding each issue. For ex- tasty meals, buy sufficient trophies, pre-order T-shirts, and plan rides for many par- ample: for the Feb/Mar issue requests must be received by January 15. ticipants. Since we rely on volunteers, this makes the ability to front load for successful events doable. Please plan to use online registration for all our events so equipped MISSION STATEMENT: in the year ahead. Pete Slatcoff has given this club this capability to make events The purpose of this organization is to promote the preservation, restoration, and enjoyment of scalable. This has freed our volunteer workers to also participate in the activities, vintage Japanese motorcycles (defined here as instead of being stuck at some registration table for eight hours. The email notifica- those 20 years old or older). The VJMC also will promote the sport of motorcycling and camera- tions when event registration opens should jump start your planning in 2015. derie of motorcyclists everywhere. Sadly, one of our long time members, Max Hartman, a regular at the Barber Vin- © 2015 Vintage Japanese Motorcycle Club of tage Festival has passed. Our prayers go out to his family. 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. Ride safe, Vintage Japanese Motorcycle Magazine is pub- Tom Kolenko lished six times per year, in February, April, June, August, October, and December. The views and VJMC President 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 occuring as a result of advice given in this publication or for claims made by advertisers of products or services in this publication.

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 5 Mono-Shock Marvel

6 FEBRUARY / MARCH 2015 Vintage Japanese Motorcycle Magazine 7

HISTORY

by Geoffrey Ellis

as the 1960 50cc MF1 step-through Yamaha’s first mono-shock motor cycle? W In the “Wanted” ads in this magazine, President Thomas Kolenko is looking for parts to restore his Yamaha MF1, but many members may ask, ”What is an MF1?” Yamaha was a late arrival on the Japanese motorcycle scene, but, unlike their competition, including Honda and Suzuki, Yamaha did not start by producing bicycles with motors. Being more ambitious, they commenced production with the YA1 125cc copy of a DKW. In 1958, Yamaha was sixth in market share but was missing the real sales area in the home market, being motor scooters and Two-stroke motor 50cc capacity motorcycles. Realising this, Yamaha asked the design company, GK Design, to submit a proposal which resulted in a 50cc step-through—the MF1, obviously inspired by the success of the Honda Cub. GK Design is part of the Mitsui economic group, along with Yamaha and Toyota, and has designed the majority of the Yamaha range from 1955 until the present. To give Yamaha the competitive edge, something different was required, so the MF1 was designed as a luxury step-through, where the Honda and Suzuki were more utilitarian. This proved to be a wise decision as Yamaha’s production doubled on the release of the MF1 and SC1 scooter in 1960, taking them to third in market share. Japanese sales were so strong for the MF1 that when dealers knew their motorcycles would be ready for dispatch, they would drive to the fac- tory the night before bringing cash with them and sleep in their trucks so they could collect their MF1s as soon as possible. On returning to their dealership, customers would be waiting cash-in-hand to take delivery. Yamaha had two MF1 production lines that could not keep up with demand. Neidhart front suspension and bolt Typical of many motorcycles of the time, the MF1 frame was a bulky, pressed-metal assembly. The fuel tank was located up high, on the head stem just behind the handlebars, and encased within the pressed-metal frame, with the battery for the electric start under the seat. Front forks were pressed-metal of a bicycle-type design. The motor was a standard piston port induction two- stroke with a bore and stroke of 40 x 40mm and a three speed transmission and manual clutch. Both an electric and kick start were fitted, as was the “largest tail light fitted on any step through,” to quote the sales brochure of the time. To give it a “delightfully modern air,” a two-tone color scheme of Amylac Yamaha grey and light grey was used. A single seat was fitted as standard, but a dual seat was listed as optional. In 1960, less than three percent of Japan’s roads were sealed, so, to obtain a smooth ride, long travel suspension was required, which was not possible with the conventional suspension systems of the time. For the same reason, mono-shock suspensions were first fitted to motocross bikes for long suspension travel, and a mono-shock derivative was fitted to the MF1. Sales brochures boasted that the MF1 had twice the suspension travel of competitors. For rear suspension, an Eligo unit was used, which was manufactured under license by the Sumitomo Electric Manufacturing Company. This consisted of a coil spring encased within a large rubber block, with the rubber functioning as a spring/damper and also ensuring the coil spring did not bow under load. At 85mm diameter by 88mm VINTAGE JAPANESE MOTORCYCLE MAGAZINE 9 long, it was located very close to the swinging arm pivot. The upper was bolted to a pivot and attached to the frame, with the lower attached to the swinging arm by forcing it into a fitting. The front suspension was leading link but, again, to give a long travel suspension, unconventional Neidhart units were fitted to each fork leg. The Neidhart unit was patented by Swiss inventor Herman J. Neidhart in 1947 as an elas- tic joint but was soon converted to automotive suspension. Again, this was rubber-based, but, unlike other units that put the rubber in torsion, the Neidhart unit put the rubber in compression. Consisting of a square outer housing as part of the leading link and a square inner block rotated 45 degrees and attached to the front fork, shaped rubber blocks were inserted into the corner spaces and compressed as the link moved. By shaping the inner square a progressive suspension was created. Both the SC1 scooter and the MF1 were exceptional sales success stories, but, unfortunately, Yamaha had not done sufficient testing. The MF1 frame cracked around the steering head due to Japan’s rough roads, and the SC1 had been designed for a 125cc motor but a 175cc motor was fitted as a last minute change, which overloaded the automatic transmission, causing it to fail. To retain brand name and save face, Yamaha undertook a huge warranty program on both models that nearly forced them out of business. Fortunately, Yamaha was so respected that sales were only marginally affected and were back on a rapid increase eighteen months later. There is no evidence of the steering head problems in this country, maybe because roads were smoother. The popular- ity of the MF1 did not follow it into export markets, with the bike being heavy and underpowered, but this was not the main problem. Yamaha specifications quoted the tire size as 20 x 2.50, which would normally translate to a 20 inch rim. However, the 20 inch size referred to the outside diameter of the tire, with the rims being a very non-standard size of 15.3 inches, so the standard 16 inch tires of the day were too large and not suitable. Yamaha had used a one-off tire and rim size unique to this bike, and replacement tires were not imported. When owners wished to replace their tires for the first time, both rims and tires had to be replaced with standard 16 inch rims and tires. This feature has become a problem for MF1 restorers world-wide. Although giving a very smooth ride, the MF1 was underpowered, and the MF2, released in 1962, was very different, having a new, lighter frame with conventional rear suspension and a more powerful rotary valve two-stroke motor. The Neidhart front suspension continued and was also fitted to the 55cc “Omaha” and “Riverside” models. This unique rubber suspension disappeared on release of the MF3. If success can be gauged by others copying the MF1, then it was very successful, as Kawasaki’s first step-through, the Pet M5 of 1961, was a very close copy, even incorporating the mono-shock rear suspension and the Neidhart front suspension. l 10 FEBRUARY / MARCH 2015 YAMAHA MF1 SPECIFICATIONS

Engine SingLe CyLinder Two-STroke Type 50CC PISTON PORT INDUCTION Starting system ELECTRIC OR KICK START Fuel 20 GAS TO 1 OIL Output 3.5 hp @ 8000 rpM Weight 65KG Speed 43 Mph (CLAiMed) Fuel Consumption 240 MiLeS per gALLon (CLAiMed)

ABOVE: The bent lever is the kickstart. RIGHT: Notice the fuel cap behind the handlebars, the large tail light, and the fuel tap protruding through the leg shield. VINTAGE JAPANESE MOTORCYCLE MAGAZINE 11 BACK IN THE DAY

Honda CL450 by Wes Martin

y photo is of me fresh from MVietnam on my 1969 Hon- da CL450, modified a bit to fit the style of the day. I was twenty at the time of the photo. l

12 FEBRUARY / MARCH 2015 FROM THE EDITOR Request from Abroad

by Michael Fitterling / [email protected] CLOCKWISE FROM LEFT: Stamped engine case VJMC members Hans-Peter and Volker CUBY motor on wooden display mount n 2014, I had the good fortune to take Sheet metal display mount Assembly Kit contents Ipart in many of our events and it’s Assembly Kit box cover been another fun year with the VJMC. As I write this, the year is ending, and I am looking forward to another great year of riding, bike shows, and fellowship in 2015 with my fellow members. I hope the new year brings you all joy and success (and more vintage bikes, of course)! I recently received a note from some intrepid fellow VJMC members, Hans-Peter Engel and Volker Wolff, from Germany who are putting together a book on the 1962 Honda CUBY engine and its accessories. They need our help. See an excerpt from their email below. I have received a lot of nice feedback on our last cover. It was chosen with the thought that the image reflected the core passion of our club, that of passing along the love of vintage Japa- nese motorcycles to a new generation. I failed to mention that Holly Granade was the one who pointed out the opportunity to get that shot. Thanks Holly! Also, regarding last issue’s cover image, perhaps I should have used Dear VJMC, “one of our oldest members” in the ...we will disassemble all parts, reassemble all, and show that in words and pic- caption, instead of “oldest.” Thanks, tures in the book. We also intend to show the engine and the accessories in action Robbie Benson, for setting the record on a DVD, which will be included with every book. We want to offer the book first straight. Apparently there are a few in German, then in English. To do this would not be the most difficult thing for us, other members who surpass Jim in the but what we really need is background information about the motor. age department. (But we’re still going Who knows something about the 800 CUBY engines delivered to the USA? Did they carry stamped numbers from 001-800 on the bottom of the crankcase like the to tease you, Jim!) l one we have? What about the Assembly Kits? What is with the wooden beds that were provided to mount the motor for display? The five CUBY engines which were delivered to Germany had only special sheet metal display mounts. Do any engines with a type “A” carburetor exist in the US? We only know of the type “B.” Anyone who knows anything about the CUBY engines, please contact us. We are aware that fifty years after the manufacture of these engines it is very difficult to find information about them. We believe the time has come to collect all the knowledge in a book—better late than never, before all this is forgotten and no one can remember anymore. Please write to: Hans-Peter Engel at hans-peter.engel@ osnanet.de or Volker Wolff at [email protected] Thanks to all and all the best to everyone from Germany. VINTAGE JAPANESE MOTORCYCLE MAGAZINE 13 14 FEBRUARY / MARCH 2015 KCVJMC FALL PICNIC

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 15 16 FEBRUARY / MARCH 2015 EVENTS

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

everal years ago, a member of our Sclub, John Bender, along with several others in the club thought it would be great to have a picnic at a local scenic lake. Our first year was a great deal of fun and was well-attended. Members of other local clubs also attended, and every year we have had more visitors. This year, we invited members from three other clubs, and a few from each joined us. More than anything else, it was a time to see old friends, talk motorcycles, show off our bikes, or just come for the fun. We chose to hold our sched- uled monthly meeting at the event. In the meeting, we made VJMC member- ships available, and we signed up three new members. We are a Missouri club located close to the Kansas/Missouri border and have seen more new Kansas The weather could not have been bet- residents than Missouri residents join ter, and we used the same location as the VJMC in the past few months. We last year so most riders knew where to have had VJMC members from over 120 go. Many showed up a little earlier than miles away join us at this event, because last year, and, by the end of the meet, we are the closest vintage Japanese club the crowd was just slightly larger than around. Through their attendance, we last year’s event. We had a sidecar group have forged a number of new relation- show up, led by a new VJMC mem- ships. ber, Bill Brown. Bill joined the club at We served hot dogs, brats, pota- our VJMC regional event held several to chips, and a variety of deserts that months ago. Bill also has a great collec- people chose to bring. Others brought tion of motorcycles and scooters, many chilled drinks. For the vintage motorcy- of which are vintage Japanese machines. clist this is a feast. Food, friends, a little Although some of the bikes which were bragging, and people coming and go- present were new, we did have an im- ing throughout the day made for a fun pressive number of vintage Japanese event. We always fear that we may have motorcycles, as well. There were also a a lack of food, but every year we have few who brought bikes in on trailers. plenty of food left. As with most of our events, I am al- What is nice about this event is that ready waiting for next year’s picnic. there is little planning required. A mem- John Bender is currently working on a ber rents the park facility, others chip in spring “cruise in,” that, hopefully, we on the food costs, someone else makes a can get planned! This was our last 2014 poster, and as a club we all promote the event, so we will begin planning our event. John normally waits until later in events for 2015 at our next general meet- the year to announce the date, and after ing. Keep in touch with our activities at that, there is just the anticipation! www.kcvjmc.org l VINTAGE JAPANESE MOTORCYCLE MAGAZINE 17 18 FEBRUARY / MARCH 2015 PROJECT BIKE I Have an

in My Garage

by Jack Stein

his last spring, I ran into a fellow TVJMC member at a motorcycle swap meet. The member told me that he had retired and was selling several of his bikes. He told me he had a 1961 Honda in his shed that he might consider selling. I was intrigued, since it is so rare to find any model of a 1961 Honda. A few days later, I found myself standing next to the shed looking at a very nice, all original, early model Benly CA 95. The bike started quickly, smoked a little, and rode nicely. A quick negotiating followed, and then I was loading the Benly on my trail- er. After I got the bike home, I did an evaluation and determined I had purchased a very complete and rare motorcycle. The 1961 model CA 95 was produced in small numbers compared to the 1962-1965 CA 95s. I found infor- All the parts are still available, but it mation showing that less than a thou- is not easy to get the leaking stopped. sand 1961 CA 95s were manufactured After some help from VJMC member for the US market. The bike has several TJ Jackson, the petcock was operating unique features, such as flat-side muf- and not leaking. However, my affection flers, very small tail light, and unique to the little twin caused me to overlook mirrors and shock mounts on the rear. an annoying problem: the bike leaked The VIN on the engine is two digits. oil badly; it left a big puddle when I decided to not restore the bike, but parked. I discovered that if I parked keep it as original as possible. I need- the bike on the center stand it leaked a ed a set of tires and a new battery to little less. My son would quickly place start riding. After about a month, I ran a piece of old plywood board under the into a problem with the fuel petcock. bike when I placed it on the stand. TJ

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 19 20 FEBRUARY / MARCH 2015 referred to it as “The Exxon Valdez” as it had leaked in his garage, too. I decided to remove the left side cover and see what the cause of the leak was. Quickly after getting the cover off, I noticed the seal on the clutch push rod was not sealing, then an inspection of the shift shaft seal and the counter shaft showed all the seals were leaking badly. The counter shaft seal and the clutch push rod seal were easy to remove using just a small screw driver. The shift shaft seal was not so easy getting out. I found a drywall screw with a sharp tip and screwed it into the seal, it then pulled out easily. The fifty year old seals were so hardened they appeared to be made of Phenolic; they had also shrunk. While I had the bike apart I drained the oil to do a refresh. The seals for the bike were easy to find. The clutch push rod and the shifter seal were available from my local Honda shop, Western Honda. The parts guys at Western are very willing to help find parts for old bikes and their customer service is top level. The counter shaft seal was no longer available, but the part number was. I took the part number for the seal and typed it into the Google search box. Imme- diately, two Honda shops popped up that had the seal in inventory. I ordered the part from a shop in Nevada, and it arrived in two days via US Postal Service. Then came the hardest part of the job—cleaning all the oil soaked parts. I used a stainless steel tub I had and mixed up a parts washing solution. The solution worked well but couldn’t remove the hard clumps of dried oil mixed with sand particles. For that, I used lacquer thinner and a paint brush, soaking the screws in thinner overnight. Everything cleaned up nicely. I discovered some of the holes for the cover screws had problems with their threads. A bottoming tap was used to clean the threads out. (Be sure to put grease in the flutes of the tap, so the pieces of metal will come out with the tap.) I then sprayed brake cleaner in all the case screw holes to remove metal scraps and any oil or grease that may have been present. After comparing the new seals to the old seals for accu- racy, I started to install. I greased the inside lip of the seals to make sure they didn’t get damaged on engine start up, when oil may not have made it to the seals yet. When installing the seals I used washers that had the same size hole and a slightly larger outside circumference. I carefully started pushing in the seals with my thumbs to be sure the seal was not cocked in the hole. Once the seals meet resistance, I again checked to see that they were square to the bore of the hole. Then I placed the washer over the seal, placed a pipe on the washer, and tapped with a small hammer until the seal bottomed in its bore. Then everything went back on— the engine side covers, the foot peg support, the shifter, and the muffler. I measured out the correct amount of new oil and filled the crank case. I used straight 30 weight Rotella oil that is available at Wal-Mart. A test ride revealed everything was working well. The Exxon Valdez has left my garage! l VINTAGE JAPANESE MOTORCYCLE MAGAZINE 21 22 FEBRUARY / MARCH 2015 MAINTENACE & RESTORATION Refurbishing Tachometer and Speedometer Face Plates on a Honda CB750K1 by Bill Bawn / [email protected]

’ : Although the subject motorcycle of this article is a Honda, I believe the technique described should be adaptable to almost any brand in a similar condition. Also, this refurbishing process requires that you or a cooperative friend has access to a scanner and color laser printer and someone skilled with Photoshop or similar software.

n October of 2010, I acquired a 1971 IHonda CB750K1 from a relative who had stopped riding motorcycles and had put the bike in storage with no more preparation than removing the battery. The last license plate tag on it was from 1989, so I estimate that it sat unused for over twenty years. I know that the engine ran when it was stored, BEFORE: but the general condition of the Honda Speedometer/ tachometer was pretty poor. as-found Of the many things I did in order to get the bike back on the road was to re- furbish the tachometer and the speedometer face plates. BEFORE is of the instruments as found in 2010. Note the crazing and fading of the face plates, which I assume is the result of time and the extremes of temperature while in a metal storage shed for years. I began by disconnecting the speedometer and tachometer cables, and the AFTER: The refurbished wiring. Then I unclamped the instru- speedometer/ ments from the bike. Both units have tachometer sealed cases, which need to be opened by carefully prying the metal retain- placed them face down on the bed of a the refurbished face plates on clear Xe- ing rings in order to get to the face color scanner, from which I could scan rox Dual Purpose Cover Stock/Trans- plates to remove them. The process is them full-size and directly email the parency #3R4174 sheets. An Olfa 18 not particularly difficult, but you do resulting file to my computer without mm rotary blade circle cutter was used need to be patient and work slowly. A having to print it. That file (IMAGE to cut out the three and one-half inch complete step-by-step procedure can A shown on the following page) I then face plates, and hollow point punches be found online at http://www.salocal. emailed to my son, Ian, who removed from a Harbor Freight Tools 9-Piece com/sohc/tech/speedo/spedo1.htm the crazing and restored the color us- Set #3838 were used to punch out the To remove the needles, use a plastic ing Photoshop software. He made me hole for the needle stalk and the holes fork or a finger on either side of the one set in the original green color and, for the mounting screws. Since the face needles to gently lever them up and at my request, he made me a second set plates are printed on clear stock, it’s not off. Remove the two small screws hold- with black dial faces. He then emailed necessary to punch out the indicating ing the face plates in order to remove the files back to me as seen in IMAGES light holes or to cut out the odometer them. B & C. (Shown on the following page.) and the trip odometer rectangles. I then took the two face plates and Using a color laser printer I printed Reassemble the gauges by aligning VINTAGE JAPANESE MOTORCYCLE MAGAZINE 23 the new face plates over the original ones and install the screws to hold them in place. There was no need to glue them on. Carefully position the needles to zero and press them back on. When I reassembled the cases, I didn’t try to re-crimp the metal retaining rings, as suggested in the link above. Instead I cut two “rubber bands” from an old motorcycle tube approximately one-half inch in width and stretched one over each original seal. By doing that, I won’t have to pry things open again should I need to get back inside either instrument. I found that apply- ing a liberal amount of Armour All to the rubber bands will assist in slipping them into position. AFTER (previous page) shows the final result, with the tachometer and speedometer re-installed on the Honda. You should note that having violated IMAGE A: IMAGE B: IMAGE C: the original metal case seals, you may Scan of as-found Refurbished Refurbished face plates face plates face plates also have disturbed the seal of the face removed in green in black plate glass. Consequently, avoid getting the instruments wet! l

24 FEBRUARY / MARCH 2015 ODDS & ENDS The 2014 VJMC Freebie Four Award Winners by Bill Granade, Membership Director / [email protected]

t is with great pleasure and an equal Iamount of pride that we wish to con- gratulate you for your wonderful efforts Congrats to our Winners! to gain new members into the rolls of the Vintage Japanese Motorcycle Club. Jeff Anderson Gary Girard Randy Mayes Mike Runnels Because of your hard work in signing Mark Bayer Greg Golias Warren Mayes Joe Schabel up four or more new VJMC members Ray Bayless Bill Granade Bill Mcclennen Steve Searles in 2014 you have earned yourself one Bryan Bentley Bill Gray Mike Montague Andrew Shipman free year of membership in the VJMC. Ken Carlson Kenny Haines Matt Mrdeza Pete Slatcoff You have placed yourself among the Sean Carrigan David Hellard Chuck Murray Norm Smith few who have attained this achieve- Don Cecconi Richard Holman Kent Myers Frank Soveno ment and the National Board of Direc- Frank Cooper Johnny Jackson Butch Pownell Jack Stein tors is very pleased with your personal Norm Felger Jerry Jerrard Gary Rhodes Jim Townsend commitment to this club. Thank you so John Fiorino Ambrose Knobel Mark Ridgeway Claude Vaughn much for your hard work. l Steve Gauding Tom Kolenko Larry Rossi

Best regards, The VJMC Board of Directors

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 25 1968

K1 The End of an Era

Dale Richardson completed this beauty in record time.

26 FEBRUARY / MARCH 2015 Vintage Japanese Motorcycle Magazine 27 RESTORATION NOTES

• The k1 had only 8,000 miles on the clock. • The seat was recovered by Steve gowing, Tailored Motorcycle Creations, in Fort Collins, Colorado (www.SteveGowing.com). • Chrome was provided by VJMC advertiser Brown’s Plating in Paducah, Kentucky. • The head was rebuilt by a machine shop in California years ago. • The tires were replaced with duros (Dale went one size larger than stock). • The barrels were bored at greeley Automotive Machine in Greeley, Colorado. • The tank and side covers were painted the original Honda color, Candy Red, by American Auto Body in Greeley, Colorado. • i dug through my parts stash and provided a headlight bucket, gray cables, some tachometers for parts, and a genuine 1968 CB450K1 Owner’s Manual.

28 FEBRUARY / MARCH 2015 PROJECT BIKE

by Robert Kelly / [email protected]

y phone rang shortly after o’dark Mthirty on a Tuesday morning; it was my buddy Dale Richardson. He asked me if I saw the 1968 Honda CB450K1 for sale on Craigslist. Bare- ly awake and at work, I quickly found LEFT: The CB450 the bike online, and it was a low mile- arrives at Dale’s house as a roller age Candy Red beauty. The K1 was ad- (no engine). vertised that it suffered a broken cam CENTER: The chain, and the pictures showed the en- front wheel was gine out of the bike and taken apart. steam-cleaned and the old, The K1 looked great; the parts had to be yellowed clear worth more than the asking price. Dale coat just melted drove up to Steamboat Springs, Colora- away. do, and bought the bike from the origi- plete on Monday, September 29, 2014—a nal owner’s family. The following week- mere eight weeks. (Haven’t we waited on end, I was at his house to see his latest seat restorations and painted parts lon- find. “What do you plan to do with the ger than that?) bike?” I inquired. “I plan to restore it,” This is the bike that replaced the Honda was his reply. With that, we started to Black Bomber than was produced from make a list of parts it needed. The bike 1965 to 1967. The 5-speed CB450K1 was was very nice and in original shape but sold in the US in 1968 and into 1969, the plastic headlight bucket was shat- when the CB450K2 was introduced. The tered, the tachometer was broken, and it K1 was an altogether more attractive and needed some new cables and tires—not contemporary-looking model. The re- to mention an engine rebuild. styled tank was introduced in response The restoration of the K1 went amaz- to initial negative public reception of the ingly well and, for the most part, trouble “bomber” tank. The K1’s new styling free. The most difficult part was putting was also intended help publicize the fact an engine back together after someone that this was truly a new machine, with else took it apart years ago. To make the many engineering improvements. restoration even harder, included with The K1 tank sported a chrome panel the motorcycle were two 450cc engines on the fuel tank like the other CB models that had been partially disassembled previous to 1969. The Honda CB450K1 and the parts mixed together. The Hon- marked the end of an era for the chrome da Shop Manual was not very clear on panel bikes. BMW tried chrome tank how it went back together and how to panels in 1972 with the R50, R60, and align all the timing marks. Dale spent R75 models and a disappointed public plenty of time researching the engine referred to them as “Toaster Tanks.” overhaul and talking with people famil- More recently, the all-new 2015 Ducati iar with the complex engine. The engine Scrambler sports a chrome panel tank was bored .020 over, the head was pre- of sorts. Of course, the end of an era be- viously rebuilt, and a new timing chain gins anew with the mid-year 1969 Hon- ABOVE: installed. Dale, who has the energy of a The engine looks da CB450K2 with painted tanks similar like a polished jewel. five year old child, completed the res- to the CB750 introduced in the same OPPOSITE: toration in record time. He bought the year. Everyone remembers how well the The restoration K1 on August 7, 2014, and called it com- CB750 was received. l is in full swing.

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 29

MEMBER PROFILE KCVJMC Honors Longtime Member: Robert Blakesley by Mark Bayer, President KCVJMC, Kansas/Missouri Field Rep / [email protected]

was checking to see how many active VJMC members we had in Kansas and I Missouri several months ago by viewing the VJMC Field Representatives pag- es. Our club has seen significant growth in the past several years, and I was wanting to count the actual, active VJMC numbers in our area. Kansas City is about half Kansas and about half Missouri, divided by State Line Road, so we have many members from each state. As I was counting members, I noticed that one of our active members, Robert Blakesley, had VJMC membership number 66. His membership would most likely go back to the late 1970s. I contacted Bill Granade, the VJMC Membership Director and Board Member, and he confirmed that an individual’s membership number did indicate, numerically, when they joined the club. In fact, Robert is currently the seventh longest term member of the VJMC nationally. Robert is the longest Kansas VJMC member, as well. Bill Granade was not able to confirm when Robert initially joined the VJMC, however, with such a low number, it was during the early years of the club. Robert has been riding motorcycles since the late 1960s. He bought a 1968 LEFT TO RIGHT: Author, Mark Bayer, Robert, and KDVJMC chapter Vice President, Frank H-D Sportster but owned it for just a short time. He replaced that bike with a Sereno, on the right Honda CL77 Scrambler, which he enjoyed riding off road. He added a second 305 Scrambler to his collection for more aggressive dirt riding, which had a 350 kit and racing cam. He enjoyed off road riding and rode a number of other bikes, including a 1972 Maico 501. In the 1970s, he purchased a number of additional 305 series Hondas, including a Super Hawk, additional Scramblers, and a , Dream. He also purchased various late 60s Honda parts and still has at least six engines, several frames, and a mixture of other Honda parts. Most parts are for the CB/CL77 series motorcycles. In 2005, he purchased a beautiful 1976 Italian Laverda one litre triple, which was added to his collection of motorcycles. Rob- ert also has a very rare and fully restored 1953 Buick Skylark convertible, which has been a show winner in the local car shows. Of all his bikes, Robert has a soft spot for his 1967 Honda 305 Super Hawk and his 1967 305 Scrambler. He also has a 305 Super Hawk-based café racer current- Robert’s trio of 305s ly under construction. His blue, fully restored Super Hawk took second place at the Barber Vintage Festival several years ago. It was also displayed at the Kansas City HoAME vintage motorcycle show in 2013, where it received special recog- nition. The bike was also a ribbon winner at the KCVJMC Spring Show & Swap Meet in 2014. His Super Hawk has a 337cc kit, Harmon Collins cam, drag bars similar to early Super Hawks, and an older-type reverse speedometer from an older CB77. His ribbon-winning 305 Scrambler was displayed at the KCVJMC All Japanese Show in July of 2014 and was a big hit. I, personally, spent a lot of time admiring the bike! Robert likes his trio of Honda CBs and CL because of their reliability, looks, and that they are fun to ride, as well. Robert can’t remember when he heard that there was a VJMC club in Kansas City but surmises that he found out through one of our fliers, which we posted for an event several years ago. He states that there have been no VJMC clubs in this area, except for an attempt to start a club in a local township a little more than a decade ago. When he saw our flier, he got excited because he had been a VJMC member for approximately thirty years. He maintained his member- VINTAGE JAPANESE MOTORCYCLE MAGAZINE 31 ship all those years because of the great area. KCVJMC gave Robert an award at articles in the magazine, as a great re- our fall picnic on September 28 for his source for parts, and to be connected years of membership and active partic- to the vintage Japanese motorcycle ipation. Robert has been active in some community. He really enjoys attend- of the clubs listed above, as well. ing our meetings and events, and often This article has been primarily about shows one of his bikes. And Robert, Robert and his decades as a VJMC we are still waiting for the unveiling member. What a great record of in- of your café racer! As a club, we appre- volvement in the national club! The ciate Robert as a genuine enthusiast of VJMC is a great club, has supported Japanese bikes and as an active mem- significant events all around the coun- ber. Thank you for your involvement! try, has been a strong supporter of our His archive of vintage VJMC newsletters KCVJMC considers its official mem- local KCVJMC club, and is building an bers to be VJMC members, however active community of vintage Japanese we have an open club policy allowing motorcycle enthusiasts. Join up if you anyone interested to participate at any haven’t yet become a member of the level they want in the club. Our club VJMC. We have had some members’ has also worked closely with the other wives give a membership to their hus- major motorcycle clubs in our area. We bands! For sure, continue maintaining work with and support the activities your membership if you are currently of the Santa Fe Trails Vintage Motor- a member. Look for an event in your cycle Club (affiliated with the AMCA), area and make plans to attend and sup- the Heart of America Motorcycle En- port it. We have seen people come to thusiasts Club, and VCME (Cowtown our events from farther distances every Inside his shop Rockers), a group which does an an- year. This is a great trend we want to nual “Mods vs Rockers” event in this see continue. l

32 FEBRUARY / MARCH 2015 PROJECT BIKE Motorcycle Grandpa by Jerry Haasevoort / [email protected]

his adventure started when my son-in-law brought me a 1970 Honda QA50 to Ttry to get running for my oldest grandson. I had never worked on one of these before but thought I’d give it a try. I cleaned the tank and carb and got it running, but it wouldn’t shift, so I decided to take the motor apart and see what I could do. At that point, I decided to clean, paint, polish, and restore it for my oldest grandson, Deacon, since he was only three years old and he couldn’t even sit on it and touch the ground for a few more years. After rebuilding the motor, which I had apart more than once, and installing new tires, cables, paint, etc., I had a lot of fun searching for parts and working on the QA, and I thought it looked pretty good when I was done. After doing the first restoring of the QA, while searching for parts and researching the early QAs, I fell in love with the two-speed, plastic fender, no lights, hub braked little Honda QA bikes. The QAs came in three colors: Scarlet Red, Gypsy Yellow, and Sprout Green. Since I had two more grandsons by then, I thought I would search for two more QAs, one in Sprout Green and one in Gypsy Yellow, for my other two grandsons. I found a green one on Craigslist. It was a non-running, rough-condition bike with a bunch of parts missing. Since the QAs are hard to find, you don’t have many choices from which to pick, so I bought it and started working on the 1970 Sprout Green QA for my second oldest grandson, Sawyer. Next, I stripped it down piece by piece and made a list of parts I needed to restore it to showroom condition. Then the cleaning, polishing, painting, motor rebuilding, and fun started. After a lot of searching, polishing, and painting, I finally had QA number two done! Next, it was on to searching for a Gypsy Yellow QA for my third grandson, Crew. I finally found one on Craigslist that belonged to a gentlemen that had it since he was a child. His dad had painted his name on the tank. Going through the same process I had used to restore the other two QAs, the only major problems with this bike were that the tank was rusted through and the fender was cracked, so it was a lot easier to restore. By the time I got the yellow QA done, I had another grandson, Tristen, so I thought I would try to find a 1970 Z50 to restore for him. I searched again on Craigslist and found a Z50K2 basket-case. The search for parts for this model was , easier because they sold more of them in the 70s. As I was building all these bikes, I also had a granddaughter, Kaylee, that was older than all my grandsons. She was riding a Yamaha PW50 and wanted a vintage mini-bike, also, so I asked her what she wanted. She told me that all she wanted was that it was pink with glitter so, of course, I had to find a Z50 for her and paint it pink with glitter. I found a 1970 Z50K1 frame and custom built a bike piece by piece for her. So, now that I had built this bike for my oldest granddaughter, I had another granddaughter, Ryann, who said she would take the pink/glitter after Kaylee’s done with it, but I think I will have another build in the future. While I was working on these bikes, a gentlemen approached me at church because he know I worked on the mini Hondas and said he had a green CT70 that had been sitting in his barn for years, and he was wondering if I was interested in it. To my delight, it was a 1970 CT70H four-speed. I had always wanted one of these, so I got to try my hand at restoring a CT70. This is how I got to be known as the Motorcycle Grandpa to my grandkids. l VINTAGE JAPANESE MOTORCYCLE MAGAZINE 33 1 2 3

A new gauge nacelle trim piece was ordered Many parts looked new after disassembly, The fork bearing races were open and bearings but came damaged. A new two-part trim piece doing some gentle cleaning, then reassembly: were held by grease only. Each bearing had to had to be designed to look like the original and original is better in most cases. be removed independently. Re-assembly after pieced together then installed. thorough cleaning, also included new grease holding the bearings in place.

4 5 6

Get your gaskets, seals, new cables, and other Most old Japanese bikes require carb cleaning Changing fork seals is essential for most needed parts before you begin. You will always and often new rubber seals. When they are rebuilds. I had to get each seal from a different find something you missed and will have to apart is the most convenient time to have the source although most are easy to find. wait for new parts to arrive. Many old Japanese work done. parts are still available through dealers.

7 8 9

Removing the cam set screw must be done to Loosening the valve springs is necessary to re- Every cable must be clearly marked and tagged. remove the camshaft. Care must be taken not move the camshaft which is needed to remove The better you identify them prior to disas- to drop small parts into the engine. the head for more extensive work. Correct sembly, the easier it will be to put it all back re-adjusting is important after re-assembly. together.

10 11 12

When replacing the headlamp cowl, getting the Assessing necessary work, protecting paint and The work can sometimes feel overwhelming. cables out, then back inside the new one can fragile pieces, laying out parts where they can After it’s done you will be glad you did it. Here be a problem. be found weeks later, is all very important. James is contemplating his next move. 34 FEBRUARY / MARCH 2015 MAINTENACE & RESTORATION Taking Your Japanese Motorcycle from Fair to Show Bike Condition! by Mark Bayer / [email protected]

t motorcycle shows and events or mum price to one which will be much Ain the local newspaper, Craig’s easier to sell. For this article, I took my list, or in a neighbor’s garage, it is not 1978 CB400A (automatic), which was a uncommon to find old Japanese bikes nice looking, running motorcycle and for sale at affordable prices. Often these transformed it from its unrestored state motorcycles are in fairly good condi- into a show-worthy bike which looks as tion; they just have cleanable surface though it is just a few steps away from dirt; minor damage like a dented tank, being new! a badly torn seat, a missing side pan- Before beginning a restoration, the The finished beauty el; or have a few critical parts missing. bike should be carefully inspected, and Occasionally I have found a bike in a list of needed parts should be made. Also, look for a good resource person for fairly good overall condition but with Mechanical parts related to the engine, direction or advice. The person doesn’t a major issue, such as a stuck engine transmission, and clutch should be the have to be in your city, just an enthusi- or damage from a minor wreck. These starting point. Secondly, suspension ast who is interested in your restoration. bikes may also be good candidates for parts like fork seals, brake parts, rear Look on the Internet for a group which starting a restoration, but require much springs, and tires should be reviewed. includes or specializes in your mod- greater attention as to what parts are Fork bearings should always be re- el of bike. Call the VJMC Field Repre- needed in order to repair and restore the packed. Thirdly, electrical wires, lights, sentative in your region and ask if they machine. Many times, these bikes offer switches, and any wiring problem spots know of someone who is familiar with a great start for an inexpensive semi-re- should be inspected. Next, cables should your model of bike. Finally, if a person build or restoration. I am not talking be checked and will usually need re- or group cannot be found, most proce- about bikes which have been sitting out- placement. Finally, paint, trim, decals, dures can be done with only minimal doors for over twenty years, bikes miss- and any body work should be noted. mechanical knowledge. ing engines, bikes covered with rust, Understand that as the restoration is Once you have your service manual altered frame bikes, or bikes with se- in progress there will almost always be and parts have been ordered, prepare a vere visual and/or mechanical damage. new items that crop up which need at- place where you can begin your work. Be very careful about buying any bike tention. Vintage Japanese Motorcycle Understand that the work may take which does not come with a clear title. Magazine is a good starting point for se- time, so you don’t want to pick a place Unless you know the laws in your state lecting and ordering parts. Many people which is a high traffic area. You also about how to re-title the machine, these have found that quite a lot of older parts don’t want a place where animals will bikes would probably be best used as are still available through the original be running through, allowing parts to parts bikes. Additionally, understand manufacturers, and these parts are of- be moved. that to insure a vehicle or license one ten the best fit. If you don’t have a motorcycle lift, you for street use, most states require a title. Before doing anything, buy a service will want to construct a simple stand When you are finished with your ma- manual from the manufacturer or from that will allow the bike to remain sta- chine, it is imperative that the bike will a company like Clymer Service Man- ble as you remove parts. Make sure the be able to be operated safely, legally, and uals. Often these manuals can be pur- stand will hold at least double the weight is also insurable! This is why motorcy- chased at a lower price from a resource of the machine with stability. Even with cles without titles are often very inex- like Amazon, AbeBooks, or other used- a stand of any kind, you will want to pensive yet cannot find buyers. book dealers. New books are usually have several support straps holding the This article is about how to take a run- in the twenty-five to thirty-five dollar machine in a stable position. Never be- ning, fairly clean, basically complete range. Next, make a list of all the parts gin work on a motorcycle which is not old Japanese motorcycle from a rough which you plan on replacing. Then be- safely secured and supported! ride to a show-worthy machine. This is gin looking for the parts and ordering Before putting the motorcycle in the also a plan which will help you to take them. As stated before, OEM parts are position in which is going to be worked a bike which will only bring a mini- usually better and often cost little more. on, place a plastic sheet (like an old VINTAGE JAPANESE MOTORCYCLE MAGAZINE 35 shower curtain or two) under the work • For paint touch up, here are several area, so if nuts and bolts fall, they will ideas: A. Look for used car detailing not be lost. service companies; they often have hun- Once the motorcycle is secure and sta- dreds of paint samples and will have ble, the tear down can begin. I suggest something close enough. B. Some body that you take pictures of the process so shops have a person who can match that, when you re-assemble the bike, you paints in small quantities. C. Go to an will have pictures with which to guide automotive paint company (ones who 13 the rebuild. Note especially where cables service dealerships and private repair go so that you don’t have to backtrack shops); they will have thousands of color The old decal was removed and a new one was in order to find the correct placement of variations, and most will make a small made and installed. cables or wires. Items like the seat, tank, batch of your color. D. When stock col- Because these needs can often take the side panels, and other external items ors are close, often an overspray will be longest, you need to begin the resto- will be the starting point. Repairs which close enough to cover a damaged area. ration of these parts first. Engine, car- will likely take the longest, such as dent • Many sign companies can duplicate buretor, and other mechanical needs removal, painting, or ordering and in- tank and trim patches. My various would be next on the list. These areas stalling decals, should be done early. patches were re-created for $3, $5, and are also easiest to get to when other Here are some ideas regarding the tank $45 each and were top-notch. parts have been removed. In a sense, and side covers: • Tank and side cover decals are readily you should plan on working from the • Make sure to clean the inside of your available for most vintage bikes and are inside out: engine, other mechanical tank. Here is a good starting point (there usually not that expensive ($50-$100 items, bearings, cables, wires, breaks, are many Internet resources available): a set); check the VJMC magazine for forks, then the external items like www.doityourself.com/stry/5-tips-for- vendors. the tank, side covers, trim items, and, cleaning-motorcycle-fuel-tanks. Once disassembled and as you wait finally, wheels, tires, and brakes. • For dents, consider using an automo- for other parts, paint, trim, chrome, Have your resources available so that tive dent removal service. and seat cover needs can be addressed. as you need unexpected parts or get into

36 FEBRUARY / MARCH 2015 areas with which you are not familiar, week was needed to secure hard-to-find semi-restoration cost around six hun- progress will not be slowed. parts. One original Honda OEM trim dred dollars. Getting started is the first With my CB400, external parts were piece was ordered from a dealer sever- decision. My CB400A now looks like it removed, new fork seals were installed, al states away, but when it was received, could be on a showroom floor. It’s not the fork bearing re-packed, and cables it was bent, cut, and not usable. Honda perfect, but it looks really great. A num- were removed. I took the tank and side dealers have an internal stock/order sys- ber of people who were familiar with the panels to an automotive paint and body tem to find vintage parts still stocked bike before the work have remarked that company (Liberty Auto Body in Liberty, by dealers; check out this avenue first in the bike looks almost new. The work Missouri). A number of chrome parts that these are usually original vintage or was well worth the time and money, but were taken to a plating company, where newly manufactured OEM parts. what’s really nice is having people say, it was determined that the parts could A local motorcycle mechanic and re- “Wow, that looks like a new bike!” l be polished rather than re-chromed. As storer, James Herr, was a big part of this parts came in (clutch cable, brake cable, restoration. He was good because he is RESOURCES USED both throttle cables, and new engine an enthusiast, as well as a mechanic. • vintage motorcycle repair gaskets) these areas were serviced. One James specializes in first edition Honda Kansas City area part came in incorrectly and had to be CB750s. He is active in the local vintage 816-489-6063 • liberty auto body re-ordered, which took additional time. Japanese motorcycle community, and River Bend, Missouri The gaskets came in from two different his activities can be tracked on his web 816-257-7494 sources. As the motorcycle was further site: www.vcme.9f.com. Those who love • acme brass & plating Kansas City area dissembled, time was taken to clean ar- the old bikes should always be the best 816-471-1002 eas which could not be accessed when choice over those who do it as a busi- • vital signs the bike was assembled. Wheels were ness only. Blue Springs, Missouri removed and cleaned. The Comstar Taking a bike from fair condition to 816-220-0642 wheels cleaned up so well that there was show condition is not as big a challenge • western hills honda Cincinnati, Ohio no reason for re-painting. The primary as many might think. It also may not 513-662-7759 work took about three weeks, and a final cost nearly as much as you think. My

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 37 38 FEBRUARY / MARCH 2015 2014

Rest stop during Saturday’s ride

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 39 RIGHT: Fat Boys’ BBQ at the hotel LEFT: A trio of XSs at the bike show

FLORIDA RALLY WINNERS

BEST OF SHOW JOHN CHAVES 1971 SUZUKI T500 RIGHT: MERIT AWARD Mary Alice MURRAY MILNE with her 1978 YAMAHA XS750 TRIPLE award BELOW: Z-Man aWaRD Lunch on Saturday’s RODNEY TREDO ride at the Yearling 1967 HONDA CL 90 HONDA 1ST PLACE RODNEY TREDO 1967 HONDA CL 90 2ND PLACE NICK KRUPA 1966 HONDA CL77 YAMAHA 1ST PLACE NORTON MUZZONE 1972 YAMAHA XS2 ABOVE: A bike show 2ND PLACE winner rides PETER SLATCOFF up to receive 1973 YAMAHA TX750 his award. KAWASAKI 1ST PLACE DAVID SHOLTEN 1975 KAWASAKI H2 750 SUZUKI 1ST PLACE RIGHT: ROB SCHROEDER The Yearling 1983 GS450 GA Restuarant at Cross Creek COMPETITION/OFFROAD 1ST PLACE STEVE GAUDING 1977 YAMAHA YZ80 FT 2ND PLACE OBIS BREA 1985 HONDA XL350 CAFÉ RACER 1ST PLACE MARY ALICE BEHRENS 1961 HONDA CB92 UNRESTORED/SURVIVOR 1ST PLACE NICK KRUPA 1982 KAWASAKI GPZ550 SPECIAL/CUSTOM 1ST PLACE KEN WOGMAN 1975 HONDA GOLDWING

LEFT: Members’ bikes lined up at the hotel 40 FEBRUARY / MARCH 2015 COVER STORY

by Michael Fitterling / [email protected]

riday morning was chilly as I fired up rect and we set off from the State Park Fmy CB350 and headed north toward for the hotel in the promised 39 degrees. Silver Springs. It was sunny and I ex- That didn’t dampen our spirits, and pected the chill would soon dissipate as we joined the rest of our members for the day progressed. I arrived at the Hol- breakfast and waited for the appointed iday Inn Express in Silver Springs before time for departure on the morning ride, noon in only slightly higher temps. Still, hoping by then a slight reduction in the the sun was shining and I enjoyed the chill. feeling of warmth that not moving on a By kickstands-up time it was still brisk, bike provided. but temps had moved up a degree or two. As members started arriving, we met in The cold didn’t deter many, and we left the hotel and made plans to have lunch the parking lot in a group of about four- together at a nearby restaurant. We nine teen vintage motorcycles. We wound our early arrivals enjoyed barbecue and ban- way through the back roads of the Ocala ter at Fat Boy’s then filed back outside to National Forest and over the high bridge take in a quick ride in the area. at the Oklawaha River, after which we Bikes awaiting judging at Silver Springs State Park By then it was mid-afternoon and the took a much needed break while frozen chill was almost forgotten as we head- fingers thawed. After some hot coffee ed out for a visit to a fellow member’s and some time in the sun, we headed shop. Earl’s is both a motorcycle shop north and west to the thin isthmus be- and salvage yard where scattered inside tween Orange Lake and Lochloosa Lake, and outside, behind the shop in rows arriving at The Yearling Restaurant, just of heaps of chrome and metal four feet around the bend from Marjorie Kin- high with narrow paths between, and in nan Rawlings Historic State Park. The the house next door were just about any restaurant was the epitome of rustic make, model, and year of vintage motor- charm, augmented by a trio of musicians cycle and parts imaginable. in our room playing folk music. Hardy riders get ready Just up the road was RideNow, the lo- Lunch took us longer than anticipat- to leave on the frigid cal Kawasaki, Suzuki, Honda, Victory, ed, so we rushed back towards the park, Sunday morning ride. KTM, and Triumph dealership, where where many of the bikes on the ride were we spent a little time looking over new to also be in the bike show. The ride back had all headed back to our rooms, in models before heading back to the ho- was shorter than the ride out, so all ar- anticipation of a last breakfast together tel and getting ready for the ice breaker rived in time to join the others already and the threat of another cold ride. dinner. on hand for the show. Over a dozen bikes In the morning, when I went out to LaRocco’s provided a delicious array were displayed under the trees at Spring wipe down my bike and found frost cov- of Italian foods for our enjoyment while Mill. By about five, winners were an- ering the saddle, it was 36 degrees. We the crowd of members got reacquainted nounced and awards presented. rode over to the hotel hoping that by the with old friends and made new ones. With the falling temperatures in mind, time breakfast was over the sun would After dinner, we nervously watched the we moved the “picnic” over to the ho- have warmed the air at least a little. By television as the weather forecast for the tel’s meeting room for a meal from Fat then, most had decided to not ride and, upcoming days was offered. Nice and Boy’s comprised of chicken, pork, cole- instead, get an early start for home. We sunny and…39 degrees on Saturday slaw, potato salad, baked beans, and, of said our good-byes to our friends as four morning! I knew I should have packed course, three types of BBQ sauce. We of us hardy souls mounted up anyway those chaps and wore something other lingered over our meals caught up in for one last run through the forest to than my perforated riding gloves. stories of motorcycles and the warmth end a great weekend of bikes, rides, and At dawn the forecaster was proven cor- of each other’s company. By eleven, we fellowship. l VINTAGE JAPANESE MOTORCYCLE MAGAZINE 41 It’s cold outside— note the bubble shield.

, , n unbiased, objective individual late 60s and early 70s, when I was in carbs and two cylinders and sounded Acan evaluate a small displacement high school, owning a motorcycle and awesome. Every day day at lunch break, Japanese motorcycle from any one or riding it to school was the greatest feel- these guys would fire up the Hondas more of distinctly different viewpoints. ing in the world. For many of us who and follow each other in circles around For example, he or she may view a Hon- rode buses and bicycles and worked the parking lot. I was determined to buy da 50 as a simple and small “cheap,” minimum wage jobs in those high a Honda and join in the fun in time for “step-thru” motorcycle built many years school years, these Hondas gave us the my senior year. ago in mass quantities. Another objec- opportunity to gain that freedom and I saved my wages, being determined to tive person, perhaps with a bit more independence we strived for at a reason- buy either a Honda 50 or the preferred knowledge on the subject, would view able price. The beauty was in the eye of Honda S90, because it was a sportier the same motorcycle as a uniquely en- the beholder. looking model and had more power. The gineered masterpiece, which is aesthet- It was the summer of 1970 and be- S90 was the target, as it was the same ically pleasing to the eye and provides tween my junior and senior years in model that my friends had so much fun surprising performance and durability high school. I had just passed my driv- riding around at lunch break and after for its size and cost. er’s test and was ready to roll. I had a school. I wanted to join in on the fun. Many of us hold a sincere apprecia- part-time job working two hours after On August 1, 1970, I paid one hundred tion of these and other classic motor- school, three nights a week, setting up dollars for my first motorcycle. It was a cycles simply because they happened tables and chairs and doing janitori- 1966 Honda S90. I was very excited and to be front and center at a very impres- al work. I was getting paid $1.60 an very naive. The S90 had a battery that sionable time in our lives. These small hour. Each day, I would ride the bus to couldn’t hold a charge, a bent rear wheel displacement motorcycles provided the school and hang out with my friends, rim, bent center stand, and dented ex- first step toward achieving individuality some of whom owned Hondas. Three haust pipe, and had 8,200 miles on the and freedom for many of us. A lot of us had Honda S90s, and one cool guy had odometer. The previous owner had also who were not blessed with deep pockets a CB160, which was painted royal blue. cropped the silver-painted fenders to looked to these machines for that first The CB160 had a custom pleated blue half their original size. But it was black, venture into independence. Back in the seat and straight pipes. It also had two it was an S90, and it was mine. “Hey 42 FEBRUARY / MARCH 2015 HISTORY The

Beauty is in the Eye of the Beholder My 1968 Mustang and 1966 Honda by Chris Johnson / [email protected]

Replacing the exhaust pipe guys, I’m on the road!” Thumping around on the bent rim RIGHT AND BELOW: and constantly charging the battery was My 1969 annoying, so I spent more of my hard Honda S90 earned pennies for the needed parts. I purchased in 1992 replaced the battery, the bent rear rim, the drive chain, and the exhaust pipe. I to increase. I sold the S90 and purchased learned how to tune the engine in order a 1966 Honda CB160. The story of own- to achieve that maximum performance ing Hondas continues, as over a period level. I also pulled the top end and re- of 43 years I have owned Hondas in the placed the piston and the rings, and following order: 1966 S90, 1966 CB160, even ground in new valves. I was so 1973 CB350G, 1966 Trail 90, 1969 S90, pleased that the engine actually started 1972 CB350, 1976 CB550 and a 1970 after I reassembled it. However, I also CB350. I currently own the 1969 S90 learned that the bike ran just as fast and and the 1970 CB350. I have happy mem- sounded exactly the same with the fresh ories of each of these Hondas, and each top end! I learned that even after 8,000 has its own story, but this story is about miles, this Honda 90 engine did not the Honda S90. miss a beat. I thoroughly enjoyed tear- Marriage in 1979, kids and family life, ing the engine apart and putting it back and a demanding job would take most together. What an amazing piece of en- of my available time. I had higher pri- gineering. The beauty was in the eye of orities. So, in the summer of 1989, I the beholder. temporarily abandoned the sport. But I I rode that 1966 Honda S90 for two never stopped thinking about all the fun years and a total of 1,510 miles. I yearned I had with that first Honda S90. After a for more power as my wage rate began three year hiatus, I decided to search VINTAGE JAPANESE MOTORCYCLE MAGAZINE 43 for another S90. Since the model was discontinued after the wheelbase and lack of damping from the period suspension, 1969 model year, it would not be easy to find one in good the road bumps are noticeable. We all know these old Hondas condition. In August, 1992, I found what I was looking for do not have the perfectly engineered frame and suspension and purchased a 1969 Honda S90 for $350. The bike had only system offered on machines of later years, but after riding 4,600 miles on the odometer and was in very good, original these gems over the last forty years, I have come to learn that condition for its age. Original condition for 1969 meant high- these Honda motorcycles from the 1960s and 1970s are tough, er handlebars, chrome fenders, and turn signals. I still own dependable, and always fun to ride. this bike today. My advice to all classic Honda owners: Don’t just park it and The Honda S90 provides good dependable transportation look at it. You must ride it. It is intended to provide years of and still is fun to ride. I have enjoyed this S90 for over twen- fun and enjoyment. Just keep it well maintained, clean, and ty-one years and have ridden over 6,000 miles on this very dry. I can attest that these Hondas will perform for you and machine. The odometer currently reads 10,667 miles. Even continue to please as long as you let them. The beauty is in the though I am six feet tall and weigh a hundred and eighty eye of the beholder! l pounds, the ride is comfortable due to the flexibility offered with the period bench seat and rather high handlebars. This bike will easily reach speeds up to fifty-five miles per hour. With no head winds and a smooth flat country road, I can reach sixty mph. With only eight horsepower, it will take thirty to forty seconds to get to that speed, but the S90 ac- celerates willingly, if not briskly, and will carry that speed with no complaint. I must admit that at sixty mph, the engine sounds like a high speed sewing machine. You get the feeling it is working hard and something is going to spin off! But that doesn’t happen. The engine and frame are virtually indestructible. There is very little vibration that comes from the engine through the frame, handle bars, or foot pegs. With the short

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 45 VJMC FLORIDA CHRISTMAS RIDE

a group of nicely modfied CXs got a lot of attention in the parking lot at the Coney Island Drive-Inn.

46 FEBRUARY / MARCH 2015 EVENTS

by Michael Fitterling / [email protected]

aturday, December 13, dawned cold, frigid really for a sunny Florida morning. SAs I pulled up to the ATM on the way out of town, as if in confirmation, frost lay on the pavement in the shadows. Undaunted, I headed north for Brooksville in warm clothes under my three layers of riding jacket. The chill found its way in anyway, but by the time I arrived it couldn’t compete with the warming day. I had time to down a couple hot cups of coffee and get reacquainted with my fellow VJMC members, while checking out the bikes, before our kickstands were up at eleven. A very cool group of Honda CX/GL 650s in both original and nicely cus- tomized café flavors were on hand, a beautifully restored RD500, Yamaha XS, a couple of “smoker,” Gold Wings, and everything in between completed the group. By departure time, the temperature had climbed into the mid-60s with the sun traveling overhead in a cloudless sky—perfect weather for riding. I removed a couple layers and remounted, then I and close to thirty other riders were off in search of hills and curves in this beautiful part of the Florida countryside. Members came from as far away as South Florida and the Panhandle for this fun annual ride, which I am sure will continue be a permanent gathering for us in Flori- da. Once the group had returned from the ride, many stayed for more conversation, tire kicking, and good drive-in food, finished off with a celebratory cake in honor of the fifteenth year of this event. l ABOVE: Riders gather at the Coney Island Drive- Inn to start the ride NEAR LEFT: Taking a break FAR LEFT: In the countryside around Brooksville, the Florida terrain is anything but flat BELOW: Lakes and hills dominated the scenery

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 47 48 FEBRUARY / MARCH 2015 RIDING SAFETY Three Keys to Riding Safely by Michael Fitterling / [email protected]

iding is a complex activity, where ing there, but most of the time the real Rmany minor and major technical danger is ahead of you, so keep your skills are used. It is good to know and mind on watching that area ahead of develop every skill you can, but in this you where you will be in about fourteen article I would like to focus on just three seconds. major elements, or keys. Living in the future has been my mantra and has kept me from having to use Living in the future Living in the Future my emergency skills for many miles. As you ride, keep your eye out for any- A few years ago my brother and I rode has been my mantra thing and everything that is or may take from Florida to Michigan, a round trip and has kept me place when you are fourteen seconds or of about 2,800 miles in both rural and from having to use so farther down the road. city traffic. During the entire journey Looking ahead, both in time and dis- neither of us had to utilize our emergen- my emergency skills tance, gives you time to assess your cy skills. It wasn’t that we didn’t observe for many miles. environment and make a plan for any- all sorts of crazy behaviors from other thing that could happen or is devel- drivers, but when we saw these dangers oping. Anticipating problems helps to ahead of us we were ready for them. avoid them. As much as it is wise to practice your technical skills in avoid- Don’t Panic ance and stopping, it’s always best if you I think we’ve all done this: You’re com- never have to put those skills to the test ing into a tight curve and in the mid- in an emergency situation. Living in the dle of it you realize you’re in too hot. future could also be described as “avoid- I’ve done it; I ran wide in a local corner ing the use of emergency procedures.” that often catches me off guard when it Don’t simply focus on the rear of the doesn’t straighten out as early as it looks vehicle directly in front of you, but also like it should. I purposely ran off into watch for telltale signs of possible dan- the grass. I stood the bike up, braked, gerous situations developing. Pay at- released the brakes before leaving the tention to the brake lights or turn sig- pavement and my Honda became a dirt nals of the car ahead of the car you’re bike on a gentle ride across the grass on behind, and the car in front of them. the right shoulder. I should have judged Constantly scanning and using your that corner better, but I didn’t panic, I peripheral vision, watch for side streets chose what to do and I did it, straighten- and stopped cars waiting to cross or join ing the bike up and readying myself for traffic. Look for white backup lights in a ride off-road. Was that the best option? driveways ahead, which warn you to be Nope. However, having ridden on the ready for them to back into the roadway. grass and off-pavement gave me an idea Notice that railroad crossing ahead and of what I could expect, as did knowing decide before you get there if you need the condition of the shoulder. Braking to change lane position to enable you to upright reduced my speed enough that cross the tracks at a safer angle. Watch riding through the grass was not much for dogs or other animals near the side different than riding on my front lawn, of the road ahead and be ready for them something I do every time I leave home. to act unpredictably. But most of the time, running off the It is important to periodically glance road is not a good option. On a right- in your mirrors for anything develop- hand curve, there are often other ve- VINTAGE JAPANESE MOTORCYCLE MAGAZINE 49 hicles there. And going off-road in the not having faith in his or her bike’s abil- response. Part of learning that is think- Blue Ridge Mountains is usually the last ity to lean, and, by leaning, its ability to ing about it each and every time you thing you want to do. turn. If anyone has watched motorcy- take a curve. Panicking is not thinking; Now, I take that that same curve occa- cles racing, one thing that is striking is it is reacting without thinking. Keep sionally on purpose, so I can hone my how much they can lean and still retain a clear head and don’t panic; do what cornering skills to the point it doesn’t traction. While we don’t all ride racing you know you need to do. If you prac- surprise me anymore. I don’t run off, bikes, the bikes we do ride on the street tice turns while consciously thinking I lean more. Often, a rider when faced are usually far more capable of leaning countersteering, when the time comes with this situation will panic and throw than we realize. Instead of panicking and you’re in too hot, you will naturally on the brakes, or at least chop the throt- and bailing in a turn, have faith in the repeat the practice of “thinking through tle. At first thought it seems like slow- bike and lean. Unless you are dragging the turn.” ing down would be a good idea, but the peg or hard parts of your motorcy- On straightaways it also pays not to hard-braking when leaned is a course of cle you haven’t leaned as far as you can, panic. When that car pulls out in front action that can have devastating effects. and you haven’t turned in the direction of you, squeeze the brakes progressively; When you roll off the throttle, the bike you want to go as far as you can. Even don’t just snatch the lever and pull for will want to stand up. When the bike is when dragging a peg, you can shift your all you’re worth. A skidding tire is a tire no longer leaning it will not turn, so the weight to the inside and get a tighter that has lost traction, and a tire without rider accomplishes just what he or she turn with the same amount of lean. traction takes much longer to stop than wanted to avoid. How do you lean? You countersteer; one with grip. Moderate your braking Your tires only have so much avail- you turn the bars opposite the direction to ensure your wheels keep turning un- able traction. When you brake, either you want to go, often described as “push til you are at zero miles per hour. When with the levers, or by engine braking by right [the right end of the handlebar] to you panic and lock your tires, you have chopping the throttle while in gear, you go right.” It might be counter-intuitive relinquished control and have resigned are asking for more traction for stop- to actually turn the bars opposite the di- yourself to luck. Once your panic has ping at a critical time when you need all rection you want to go, but it works, and caused you to lock up, unless you can the traction you can get for turning. the task for the rider is to practice this release and reapply properly in time, the What the panicking rider is doing is until it becomes intuitive and a natural accident controls you.

50 FEBRUARY / MARCH 2015 VINTAGE JAPANESE MOTORCYCLE MAGAZINE 51 I recall reading about race car drivers and how they “drive through the crash,” in other words, they never relinquish control of their vehicle but do everything they can, even when a crash is imminent. That last second controlling your braking before hitting an object, might mean the difference between minor and major in- juries, or death. Our natural instinct Target fixation is another form of panic. You see an obstacle, be it sand, a car, or a guardrail, and, instead of watching where you want to go, you stare right at the when things go thing that is scaring you. It’s almost magical: when you stare at something, that wrong is to stop, is where you go. You want to exit the turn, look at your exit. You want to hit the and stop quickly, guardrail, look at the guardrail. Again, this is a matter of ignoring your natural instinct of staring at the threat and trusting your mind instead. but thinking may Controlling panic will help in many situations. Our natural instinct when things tell you something go wrong is to stop, and stop quickly, but thinking may tell you something completely different. When that tire blows, throwing on the brakes will do little to help completely different. the situation, but using your head will tell you to slow gradually and apply braking to the good wheel. When the back locks up, your natural instinct will be to let go of the brakes, while your head will tell you to determine if you are straight or sliding sideways before taking any action. If something runs out in front of you in a curve your natural instinct will tell you to slam on the brakes, but your head will tell you to straighten up, then use the brakes. Your head will tell you these things instantly if you have practiced, practiced, practiced. Once learned, these skills will replace your natural instincts with what might be called “informed instinct,” the difference being that what you have thought through and practiced now is what you do automatically. Practice is the best antidote to panic.

Ride Your Own Ride Another easy way to avoid accidents is to “ride your own ride.” This means to control your own riding and not let others’ behaviors control yours. If you are riding in a group, and the rest of the riders blow through a late yellow for which you would normally stop, then stop. When the pack is turning right after stopping at a red light, roaring onto the pavement to get ahead of oncoming traffic that is getting closer the further back you are in the pack, if you would stop when riding alone, then stop when riding in a group. Don’t let being part of the pack put you in harm’s way. Don’t relinquish control of your fate to others. If the pack doesn’t like it, find a new group with which to ride. Other vehicles can also cause one to ride unwisely. Don’t let that tailgater who won’t pass you force you to ride at an unsafe speed. Be willing to first signal clearly, then pull off the road if necessary to get them past you. Choose the road you feel comfortable riding on, don’t just choose an Interstate, for instance, because everyone tells you, “But it’s the fastest route!” When someone doesn’t yield the right of way to you, don’t let having the right of way make you do something unsafe. Riding on any number of popular twisty roads is differently challenging for each motorcyclist. Street riding shouldn’t be a competition. Don’t try keeping up with riders much more experienced than you, or perhaps more foolhardy than you. Ride within your own comfort level and envelope of ability. If competition is your bag, then schedule a track day. Don’t turn the road into a track and don’t let ego control your actions, possibly causing you and others harm. There is no shame at riding twisties slower than other riders. Not a single GP racer had mad skills in the beginning. Let your mad skill be using your brain and making the right decisions. Really talented riders will admire that more than your cornering speed. With all the myriad skills you can employ riding a motorcycle, keeping these three elements in mind will help you avoid or minimize many dangers. Best of all, they may save you from having to use any emergency techniques in the first place. l 52 FEBRUARY / MARCH 2015 TECH HELP Tech Tip #6: Regulators by Jim Townsend / [email protected] & Ellis Holman / [email protected]

Ellis: Jim, I’ve noticed more than a few used a mechanical regulator, while small bikes that have their tail lights, bikes like Kawasaki’s Z-1s, triples, and Regulators head lights, and instrument lights all smaller Honda twins used a solid-state remove excess burned out at the same time. I also have regulator. In the case of the mechan- voltage from the noticed larger bikes with batteries that ical regulator, an electro-mechanical are constantly running hot and needing switch is used to send the direct cur- circuit and shunt to have their battery water topped up. It rent to the battery and disconnect the it to ground. turns out both had a common problem, alternator from the battery when volt- but different starting points. age rises above a certain point, usual- There are two Smaller bikes, like Honda SL100s ly around fourteen volts. The points, basic types— and CT90s, use the battery as a regu- like the ones in an ignition system, can lator to limit current. The alternator on suffer the same problems over time as solid state and the smaller bike’s six-volt systems can ignition points and can require clean- mechanical. generate up to ten volts at peak rpms. ing the same way with a points file. A That’s more than enough to burn out solid-state regulator works the same can stand. For instance, something like a six-volt bulb filament. So, for small way as an electro-mechanical regulator a CT70 or Honda Cub 50 can gener- bikes without a separate regulator, the does, but uses a resistor in series with a ate ten volts, but a good battery will key is to keep the battery charged and diode to regulate the voltage. In either limit the voltage available to the lights use a float charger when it isn’t in use. case, the regulator is typically located to a usable six volts. Since the ignition That will help extend battery life, and near the battery. doesn’t depend on the charging system it also helps prevent bulbs from being or the battery, they will run just fine, burned out. Jim: Ellis, I notice you mentioned bikes but without a battery or with a bad one, Now, on those larger bikes. Batteries which burn out all the lights at once. your lights will burn out. that are running hot is an indication One thing to be very aware of on small I once bought a Honda C-102 (a step that the system is overcharging. Most bikes that have magneto ignition and through Cub 50 with electric start) and bikes from about 1970 onwards with a a charging system for the lights is that noticed the lights were all burned out. twelve-volt system incorporate a reg- you can start and run these bikes with- I discovered that the previous owner ulator. Like those in cars, regulators out a battery. However, if you do that had installed a twelve-volt battery to remove excess voltage from the circuit with no battery or with a bad battery, make the starter work better. The start- and shunt it to ground. There are two all the light bulbs will burn out almost er could take the excess voltage, but the basic types—solid state and mechan- immediately, because the charging sys- lights had burned out the first time they ical. Larger bikes, like Honda fours, tem will charge well over what the bulbs were turned on. The problem is that

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 53 now six-volt bulbs are getting difficult censes and are very familiar with elec- zuki DRZ400S, it appears that there is to find. trical symbols. a separate winding in the alternator to Another thing about regulators is that We received an email from Gary Stone fire the CDI. I couldn’t find a good one they are not adjustable. They are ei- that was along this line. He wrote: for the Yamaha. The Honda XR600L ther good or bad. One way to identify needs the battery to drive the CDI, and a regulator is that many will have short Hi Ellis and Jim, the line to the CDI is through the start- cooling fins and have a multi-connec- Thank you for your article in the October/ er relay. tor plug. Many regulators also have the November 2014 issue of Vintage Japanese rectifiers built in, as well. For instance, Motorcycle Magazine. My question: Is Jim’s reply: I would try bump-start- on bikes with a three-phase alternator, there a way to determine if a motorcy- ing where you are not likely to be in an there will be three wires coming out of cle can be bump-started with a dead or emergency situation. Do it on a street the alternator. On Hondas, these are the near dead battery? Our group rides in near home so you can push it easily. If three yellow wires. The plug on the reg- remote areas with bikes like the Suzu- you are out in the boonies, there may ulator/rectifier will be a six-connector ki DRZ400S, Honda XR650L, Yamaha not be enough traction to get the engine plug, with five terminals used. Three XT600, etc. The days of bump-start, no to turn over. Practice bump-starting be- are for the three yellow AC wires, one battery needed, 1985 Honda XL600s, fore it is an emergency. Remember that goes to ground, and the fifth connector seem to be gone with the introduction of with a dead battery you may blow the is the positive connector which goes to electric start and fuel injection. lights when the engine starts, as the al- the battery. Check your wiring diagram ternator may go to full output and give to see where the wires go. Thank you, a surge of voltage through the system. In a future article we will review the Gary Stone If you have a problem, feel free to various symbols on wiring diagrams contact either or both of us via email: for those of you who don’t have a ra- Ellis’s reply: The best way is to take a Ellis Holman, buddy.holman@gmail. dio background. It just so happens that look at the wiring diagram and see how com, and Jim Townsend, jimvjmc@ Ellis and I both have amateur radio li- the ignition is fired. Looking at the Su- gmail.com l

54 FEBRUARY / MARCH 2015 ADVERTISER’S SPOTLIGHT ADVERTISERS APPEARING IN THIS ISSUE: Atlanta Motorcycle Works...... 22 It’s Not Just About Paint B & L Machine (Fork Seal Drivers) ...... 53 by Guido Cardillo / [email protected] Barber Vintage Motorsports Museum ...... 44 arbles Motors, out of St. Paul, Texas, is known across the country for their fine Buchanan’s Spoke and Rim ...... 12 Mrestoration paint jobs on Japanese motorcycles. When I bumped into Randy Marble at the Barber Vintage Festival this year, he showed me several outstanding CMSNL ...... 64 paint jobs that he had on display, and he also talked about all the other things he is David Silver Spares...... 63 doing with his business. For years, we have known Marbles Motors and Randy Marbles as vintage Japanese Diamond Gusset Company...... 37 bike paint experts. Many of us have had him paint our bikes, and we’ve won many Frank’s Maintenance and Engineering, Inc. .... 45 awards with those bikes. But Randy tells me that it’s not just about paint! Randy has expanded the product line of Marbles Motors to include a number of Gasolina Boots ...... 10 other products to supplement the excellent paint work he’s always delivered. Re- Hagon Shocks ...... 32 sponding to a need in the vintage restoration market, Randy has added plastic side covers for SL70s, SL100s, XL100s, SL125s, SL350 K0s, and SL350 K1/K2s to his cat- Honda Restoration ...... 36 alog, and he will soon have the same for SL175s. Randy also realized why those side covers were missing when you bought that great “barn find,” so in order to attach JDV Products/Vessel ...... 24 them, Marbles Motors has reproduced side cover grommets that fit over 190 Honda Jess Bikes ...... 53 motorcycles. Randy Marbles is an experienced cyclist and bike builder, so he has used his me- Johnny’s Vintage Motorcycles ...... 51 chanical expertise to reproduce the clutch actuators for the Yamaha DT250s and Kenda Tires ...... 8 RT360s. For those of us that have looked to replace the original failure-prone parts, they are a godsend. Marbles also stocks many cables for the popular Honda Moto- LeMay America’s Car Museum ...... 22 sport models, as well as the MR50s and Yamaha Mini-Enduros. Marbles Motors ...... 10 Marbles recognizes that some of us want to control and participate in every aspect of our restorations. With that in mind, Randy can also supply the do-it-yourself MikeXS, Inc...... 20 painter. Marbles Motors has faithfully matched the original paint colors on many Moto-Services ...... 25 Honda, Yamaha, Kawasaki, and Suzuki bikes for years and will sell the paint to the do-it-yourselfer. Motorcycle Yamiya 750 ...... 4 Details make the real difference in a restoration project, and finding all the little Motorsport Publications ...... 51 bits and pieces is often the most challenging part of returning our beloved bikes to their past glory. To complete your restoration, Marbles can also supply a full line of National Motorcycle Museum ...... 54 reproduction badges and decals for a wide variety of vintage bikes. So, it’s not just about paint after all. Like many of us, Randy is a “bike nut,” and Nor’Easter Blastworx ...... 37 working with him on a restoration project is easier as a result. You can talk to him Orazio Cycles ...... 48 about what you want to accomplish, and he’ll do everything he can to help out. Make sure to give Randy a call before starting your next restoration. You’ll be sur- Ottoco ...... 36 prised at how broad a range of products and services he can supply to you. l Precision Motorcycle Painting ...... 20 LEFT: Cables Rick’s Motorsport Electrics, Inc...... 50 anyone? We’ve got Speed and Sport Yamaha ...... 56 plenty of those! Stop the Blues ...... 48

Vapor Honing Technologies ...... 45

Vintage Suspension (Race Tech) ...... 48

Western Hills Honda ...... 45

Wolverine ...... 57

Workshop Hero ...... 30 Custom paint projects that Honda side covers ABOVE: And we can do badges, too! Yamaha Powersports Division ...... 2 Marbles Motors is known for and grommets VINTAGE JAPANESE MOTORCYCLE MAGAZINE 55

EVENTS Events Corner

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

appy New Year to everyone! Now Another noteworthy event that the Hthat 2015 is here, we are ready to VJMC is a major supporter of is Riding UPCOMING EVENTS start another event season. into History, a concours vintage motor- First on our list is—Destination Eu- cycle show. It will be held at the World MaRCH 6-8 stis—Vintage Bike Show. This show, Golf Village in St Augustine, Florida, Destination Eustis a kickoff event to begin Daytona Bike May 17-18. Vintage Bike Show Week, will take place at the Lake Coun- These are all the events we are current- Lake County Fairgrounds ty Fairgrounds in Eustis, Florida, March ly aware of for January to June, 2015. If Eustis, FL 6-8. This venue was chosen to host the you have an event you are planning or VJMC’s premier motorcycle event due expect to attend, and you would like it MAY 2 Bikes on the Beach to the quality of the Lake County Fair- shared with the VJMC membership, Panama City, FL ground facilities, centralized location, please go to the VJMC website and fill availability of amenities, and affordable out an event request application. Once MaY 17-18 lodging. Pre-registration is ahead of last received, we will add it to the event Riding Into History year, and we expect bike entries to fill calendar and include it in future email World Golf Village the two hundred available spaces. So, if blasts. If you have any questions regard- St. Augustine, FL you haven’t pre-registered yet, you are ing events or need a little help with the JUnE 25-27 encouraged to do so. event request form, please contact me at 2015 national Rally [email protected]. I answer every email Pigeon Forge, TN and return all phone calls. Enjoy the The 2015 VJMC l national Rally events! registration is now open!

Next in the order of events is Bikes on the Beach, in Panama City, Florida, on May 2, held in conjunction with the Spring Thunder Beach. Online registration will open January 15 at www. regonline.com/2015bikesonthebeach. The Main Event: Our 2015 VJMC Na- tional Rally. Registration is now open. We are a bit surprised at the number of current and past members who have already pre-registered for the Rally. To join those members go to www. regonline.com/2015vjmcnationalrally to register. This year’s Rally will take place in Pigeon Forge, Tennessee, June 25-27. Our rally headquarters is the Ra- mada Pigeon Forge South, located at 4010 Parkway, Pigeon Forge, TN 37863. Once you have registered for the rally, you can call 1-800-523-3919 to book your room at the VJMC discounted rate. VINTAGE JAPANESE MOTORCYCLE MAGAZINE 57 58 FEBRUARY / MARCH 2015 A vintage Japanese motorcycle for the VJMC is 20 years old or older and, of CLASSIFIEDS course, Japanese. Please be aware that ads may/will be edited to conserve space. 12 lines will be free. PLEASE NOTE: 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- Ads will be run for ONE ISSUE ONLY. Please ample, ads for the April/May 2015 issue are due by February 20. resubmit via www.vjmc.org or contact our If you have business related ads, please consider taking out a commercial display ad. Contact Display Ad Director Guido Cardillo at 404-587-0190 or Classifieds Editor Gary Gadd by email: [email protected] for details and rate information. [email protected] if you wish an ad to run we can now offer color photos to accompany your ads. Cost is a min- longer. Also please contact Gary if your post imal $10 per photo per issue. Payment via Paypal is available on the VJMC website. For payment by personal check, please address payment has been fulfilled. This will help keep our to “VJMC” and send to the address below. Photo ads will appear in the classified ads as current as possible. magazine issue following payment. GARY GADD • 3721 HOLLAND ST. • FORT WORTH, TX • 76180 / 817.284.8195

For 1971 Honda CB450 K4, FOR SALE parts. Fuel tank, complete, no 1978 Honda CB750. Bike is in 1984 Honda VF1100C/V65 dents. Seat with all hardware, good condition. has been rid- Magna. original condition, gauges, both side covers with den sporadically the past year. paint not faded, pipes not emblems, air boxes, turn sig- new tires and seat. 35000 km. scuffed. runs good, 42000 HONDA nals, tool kit holder, headlight Asking $2000. Dave Morgan, miles. Best reasonable offer. mounts/fork covers. Contact +905-877-5459, Toronto, Cana- Stan Mitchell, South Carolina, For 1961/67 Honda CB72/ me for details and pricing. da, [email protected] 864-980-5557 CB77, nOS CYB race kit parts. Wes Robison, South Carolina, Also a lot of new and used CA72 [email protected] 1978 Honda GL1000 Lot. Two and C71 parts. David Living- bikes, both complete, one dis- KAWASAKI stone, England, easternsunrise assembled for repairs. LOTS of [email protected] 1975 Honda Gold Wing. All original, 29000 miles, Vetter new and good/excellent used Kawasaki parts. I am a fran- fairing. Has not run in years. spare parts, including some chised Kawasaki dealer and has title. do not want to part hard to find. Black bike (74000 have some ole OEM Kawi and 1964 Honda S90. 4255 original miles) has broken cam belt on miles, very good condition. out. Please call 9-11 am or 9-11 Honda parts inventory I’m pm. 248-363-1692, White Lake, left side, engine condition un- looking to unload. I won’t give runs excellent. Florida title. known but turns over with no $2850 cash. $500 deposit. Can Michigan it away but I’ll make the buyer alarming noises. Has excellent for the entire lot a screamin’ deliver to eustis March 3 thru 6, mufflers and heat shields. Blue 2015. Jerry Sira, 904-292-1273, deal. Either the Kawi or Hon- 1976 Honda XL125. 2300 miles, bike (under 30000 miles) has da parts by themselves or to- Jacksonville, Florida, dnjsira@ original. Some light surface rust. engine removed for alternator comcast.net gether. If you’re interested, Will sell or trade for Surly LHT replacement; the alternator has I’ll fax the list. David Guillory, (Long Haul Trucker) bicycle, new been replaced, and the engine 805-717-1626, Angleton, Texas, For Honda Ca/CB/CL160, Ca95 or used. Contact me for details. reassembled but not installed. [email protected] (150cc), S65, new and used Bill Polserove, 5117 N Hwy 21, its exhaust looks tired but is ser- parts. Lots of leftovers from Union City, Tennessee, 382261 viceable. Both bikes are titled. i restorations. paul enz, 321- have ridden both. Extra fenders, For 1966 Kawasaki J1/B8, seat, side covers, gas tank, side parts. All original stock from 268-5461, Titusville, Florida, 1978 Honda CT90, Trail 90. [email protected] covers, excellent instruments, the 1960s. Lights, fenders, Parts bike. If you need any parts wheels, drive unit, master cylin- carbs. Email what you’re look- just go to my link: http://parts- der kits, heads, etc. It’s all over ing for and I’ll let you know. 1967 Honda CL77 Scrambler. galore.ecrater.com/c/1903117/ my garage at this point, so lo- Oliver, Ontario, Canada, Black/silver, 15k miles. Excel- honda-trail-90-1978-ct90a. Free cal pickup only. Will sell as a lot [email protected] lent shape, completely restored shipping on orders over $30. for $2500 (firm), not interested in 2010 including tires, paint, Joshua Trenge, 760-609-4218, in parting anything out. This and chrome. Serious inquiries. Indio, California, josht0227@ is easy restoration material or 1975 Kawasaki Z1B. 7800 orig- $6500 obo. Local pick up or gmail.com cheap spare parts. Gary, North inal miles, original tires still you arrange shipping. Richard Richland Hills, Texas, eulerckt@ on bike. Will only run with air breather out. Some battery Eichelberger, 352-326-3526, 1978 Honda CR125M Elsinore. aol.com Leesburg, Florida acid damage. All original ex- Beautifully restored by Vintage cept for exhaust pipes. Needs Iron in Yorba Linda, Califor- 1984 Honda SC700 nighthawk. work. $5500. Joe Berte, 508- For 1971 Honda CB450, parts. nia. Kameron Williams, 678- Very well maintained. Has Hon- 481-3397/978-760-5042, Fuel tank with cap, no dents. 859-2498, Oakwood, Georgia, da Line fitted bags, new rear [email protected] Seat with mounts. Tool kit box. [email protected] tire, fresh clutch plates and Headlight mounts (fork covers), discs, rebuilt clutch master gauges, turn signals, air boxes, 1978 Honda CB400 automatic. and slave cylinders, Corbin and side covers with emblems. Wes nice condition. Contact me for stock seats. Will need a front Robison, 864-978-0368, South details. $2500. Robert, 863-967- tire by next season. $4000 obo. Carolina, [email protected] 5737 Rich, 714-345-3765, Fullerton, California

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 59 1980 Kawasaki Z1 Classic. CL77, CL350, CL450, CL70, CL90, new, never titled. 15 original S90, CB350, CL360. RD60, G7, miles, about half are from be- Vintage bikes. Honda CB400F, 1969 CL2 200. Kz650, Kz400. ing pushed. I have the original two bikes for parts, two rebuilt Buy and sell old vintage motor- MSO but may be able to get a with zero time engines. 1963 cycles. Steve Burns, 302-449- clear title in my name if need- CB77, ground up restoration. 2582, Middletown, Delaware, ed. It was taken out of crate in 1965 CB77, original condition, [email protected] 1980 by my grandfather and light work needed. 1969 CB160, then put on display. It does original. 1978 XL125, running have some blemishes and will 1980 Yamaha XS650 Special II. and in average condition. 1974 Parts for Japanese bikes. I need some touch up to be per- Original and in excellent condi- CT90 with aux fuel tank, in ex- have about 7000 individual fect . Asking price is $8500. Con- tion. 19000 miles. $2900. Jeff cellent condition. 1969 kawasa- parts. Email for a PDF list of the tact me for more details and keiffer, 575-776-8676, Taos, ki 250 Sidewinder, original MSO, parts. Lists are broken down pictures. Leo, 901-283-4931, New Mexico needs cosmetic restoration. into Honda, Kawasaki, Suzuki, [email protected] 1970 Kawasaki MX type dirt bi- and Yamaha. Please request cycle, as new with paperwork. only one list per day due to 1982 Yamaha XJ650. Top end CB77 engine, complete, frame my time constraints. Mark - Ak rebuilt with NOS rings and fenders, needs rebuilding. Email samit, 928-202-8654, Arizona, SUZUKI gaskets. Carbs rebuilt. Forks for Honda and Kawasaki parts [email protected] rebuild with new seals and listing from the 1970s. includes 1972 Suzuki GT750-J. Barn find. Progressive springs. Brakes points, gaskets, cables, rubbers, Complete bike except headlight overhauled, new battery and assorted parts all in new condi- Honda Manuals. Over 100 bucket, parting out. windjam- k&n air filter. new set of Met- tion, from CB100-CB77, Most original Honda service manu- mer II fairing with brackets zler tires. Bike is near perfect. Kawasaki’s too. Email for details als for many various models, and new windscreen. Exhaust 5500 miles, starts, idles, runs and photos. William Bay, Cen- CBX, MB5, CB750, etc. Email is serviceable with acceptable and shifts as it should. was tral Florida, hangdogwantsu@ for specific needs. prices on chrome and the four black cups displayed at Mid-Ohio last gmail.com request. Bob Brandner, 561- at the muffler ends with their year. $2750. Mike Bohanan, 776-6212, North Palm Beach, rubber rings. Wiring harness is 513-379-4703, Lebanon, Ohio, Florida, [email protected] complete and flexible, all con- [email protected] 1968/81 Hondas. 50 Japanese bikes, mostly Hondas, $100 nectors present and unbroken. Japanese bikes. retiring, selling Engine seized. Bodywork is pur- each or will part out. Also includes 1978 Gold Wing engine, my 4000+ lines of Kawasaki, Su- ple. Some surface rust in the gas zuki, and some Honda NOS vin- tank. Radiator doesn’t leak, and MISC. FOR SALE front wheel and fender, carb. Set and manifold, cooling fans, tage parts. Listed at my site, Vir- the fan works. Will be in Vero tuallyJunk.com. Asking $10k for Beach, Florida, for the month Large collection of vintage and other GW parts. Deal on whole lot. Also 2 Yamaha Big it all, including rights to my site of January, 2015, and can bikes and parts. Selling my and contents. Bruce Mangels, bring any parts down there for entire fenced-in motorcycle bear scramblers and Yam and Honda mopeds. Lots of seats 520-457-3035, Tombstone, Ari- economic shipping or pickup. compound as a package deal, zona, [email protected] Brock Hansler, 905-832-4534, includes my collection of nice and side covers. For CB750. Gas Toronto, Canada, captainkcorb rare vintage motorcycles, fully tanks. For Bridgestone 100/150 @gmail.com equipped motorcycle resto- seat, very nice, $100. Dream 1959/79 Honda collection. 49- ration shop, vintage motorcycle and Super Hawk frames with 1047 cc. Selling 50 year collec- parts, and house; all situated on attached fenders, electrics, tion. From junkyard to museum YAMAHA 2 private acres. If your passion is wheels, etc. 1965 Honda dream pieces. Paul Crippes, 707-894- vintage bikes as a hobby or busi- engine 150cc, $100. Ask for 3174, Cloverdale, California, ness then here is your opportu- prices or deal on large or whole [email protected] 1974 Yamaha RD250. Two nity to buy my 30+ year collec- lot. Located near Rhinebeck, bikes, not running, for parts or tion. Zoning allows for a home New York, AMC super meet site. restoration. Steve Allison, 563- based business. Bikes: Too many This stuff must go! ken krauer, Japanese bike parts supply. 349-2092, Davenport, Iowa to list. Call for list. Kawasaki Z1, 845-266-3363, Salt Point, New 10s of thousands of parts, new H1, H2, Honda CB750, Sandcast, York, joankrauer@ yahoo.com and used. Reasonable price K0, CT70, DAX. Complete bikes in order to make a speedy 1975 Yamaha RD250. Has 350cc deal. Gene Crump, 662-369- engine. good running condition, and parts. Many other brands For Japanese Bikes, 1960s/ and models too. Shop: Large 4542, Aberdeen, Mississippi, nice chrome and paint. Needs a 1990s. Thousands of NOS parts [email protected] seat cover. Original 250cc mo- 2100 square foot insulated shop from old dealer inventories. tor is available. Stephen wittick, with A/C and bathroom. Epoxy Thousands more used parts. 609-774-5442, Bridgeton, New floor paint, 200 amp electrical Call or email with requests. Jersey, [email protected] service, concrete pad out front. Badger Cycles, 920-682-2127, WANTED house: nice floor plan, 3 Bd, 2 Manitowoc, Wisconsin, parts@ BA, over 2000 square feet, your badgercycle.com 1979 Yamaha XS1100 Special. wife will love the master bath Runs and needs work. Steve and walk in closet. Real Brazil- HONDA Allison, 563-349-2092, Daven- ian cherry floors. All located Vintage Japanese Motorcycles. For 1958 Honda JC58 Benly port, Iowa on 2 acres, about 9 miles from Kawasaki, Suzuki, Yamaha. Pric- 125cc, need exhaust pipe and the beach. Serious buyers. Price es vary. Sold separately. Over headlight rim. Dirk McKim- $359,000. Benjamin Pinckney, 60 antique motorcycles. CB100, my, 989-329-3840, Michigan, 276-728-6496, Myrtle Beach, CB125, CB160, CB175, CB200, [email protected] South Carolina, vintage.bikes@ CB350, CB450, CB400, CB550, hotmail.com CB750, CB400F, CB77, CL200,

60 FEBRUARY / MARCH 2015 CLASSIFIEDS

For 1963 Honda Cuby 19.7cc, pensive electronic device that race gas tank, seat, and stand or in part. Would like to corre- information. need help from I have. James Rickards, 586- alone mechanical tachometer, spond with other IT owners to any members with knowledge 293-7096, Roseville, Michigan, Avon racing tires, 300x18 rear swap parts and exchange infor- of the Cuby. Trying to write a [email protected] and 2.75x18 front. Can any- mation. Steve Allison, 563-349- book about the engine, used as one tell me if this motor can 2092, Davenport, Iowa a training object in early 1960s be wired for ET system and if Japan. We have several engines, 1972 Honda Z50 K3. Looking for so, how. I am restoring a T20 known in Japan as XT-10 en- excellent original bike in candy as a vintage racer. Al Sibson, MISC. WANTED gines including all six accessory gold color. would like to find an [email protected] packages manufactured for this original paint bike. Sean Mor- engine. Our book is to contain phew, 562-698-7484, whittier, Honda CBX 1000cc 6 cyl mem- maintenance photos, assembly California, vintage1948house@ For 1985 Suzuki GS1150, want yahoo.com orabilia for museum and the photos, kits, and a complete to buy a stock exhaust system “CBX Book” I am presently history. A contact with Ameri- in perfect condition. 1985/86 fit. no dents or corrosion pits in writing. Any brochures, ad- can Honda would possibly help. For 1975 Honda CB400F, parts. verts, posters, owner’s man- Have lots of unresolved ques- the black chrome finish. For res- Need seat or seat pan, padding, toration project. John Stewart, ual, workshop manual, set-up tions such as discrepancies be- etc, not critical. Front brake manual, toys/models, old pho- tween the manuals and actual 502-489-2247, Louisville, Ken- disc. Right side cover. Wes Robi- tucky, [email protected] tos, etc. related to the 1979- parts included in the accessory son, South Carolina, robpatex@ 1972 CBX. Also period after- kits. Also need more informa- charter.net market fairings/bodywork. Let tion concerning production, 1984/86 Suzuki GS 1150E. me know what you have and customer locations, etc. please Looking for complete running how much you need! Thanks. contact us if you think you can For 1976 Honda XL125, need bike for restoration, condition Ian, 626-444-9358, California, help with completion of our replacement carburetor. Bill more important than mileage. [email protected] book. Volker wolff, germany, Polserove, 5117 N Hwy 21, Prefer stock bike with stock mo- [email protected] or Hans Union City, Tennessee, 382261 tor but will consider street mod- Japanese nOS mopeds and Peter Engel, hans-peter.engle@ ified bikes. John Stewart, 502- osnanet.de [See “From the Edi- motorcycles from the 60s and For 1985 Honda CB125SS, look- 489-2247, Louisville, Kentucky, tor” in this issue] [email protected] 70s for our showroom. If you ing for the alternator cover and have anything to offer please sprocket cover. Please contact contact me. Mike Buttinger, For 1964 Honda CB77 Super me if you have one you’d like [email protected] Hawk, in need of a worn out to send to a new home. Ellis YAMAHA seat or just the stainless steel Holman, 317-691-4242, Indi- trim. Bob Kelly, 720-837-9090, anapolis, Indiana, eholman@ For 1976/76 Yamaha RS100, Dealer memorabilia. Collector Colorado, Superhawk65@ comcast.net Looking for left side engine cov- seeks 1950s-1980s Japanese gmail.com er, the larger cover that goes be- dealership items including ban- tween the engine case and the ners, signs, ashtrays, lighters, smaller contact points cover. I hats, clocks, promos, etc. Rare, For 1965 Honda CB160, need KAWASAKI weird and old is good. Tom Ko- right side air cleaner cover, don’t know if any other model cover will interchange with lenko, 770-427-4820, Atlanta, complete handlebar assembly For 1966 Kawasaki W1 650, Georgia l with all switches, and a real this, if anyone knows of anoth- need left fuel tank petcock. er that will work, please let me nice front fender. Looking for Dennis, 262-255-5352, Milwau- all parts in very good to ex- know. Steve Chancey, 423-718- kee, Wisconsin, dennisschefer 6210, Chattanooga, Tennessee, cellent condition. gary pietra- @gmail.com niec, 313-680-1110, Dearborn [email protected] Visit us online! Heights, Michigan, captkcode @comcast.net 1973/74 Kawasaki Z1 900. For 1979 Yamaha IT250, look- Join or renew @ Looking for a bike in good, orig- ing for stock blue rear fender, inal condition. James neill, 662- www.vjmc.org For 1966 Honda CB77, need tool pouch, light switch. Also 417-5295, McCarley, Mississip- have an IT250 I will sell whole front fender, speedometer ca- pi, [email protected] ble assy #44830-270-000, lh ignition coil #30520-268-020 or 30520-268-325 or 30520-268- 505, rear step rubber #50661- PDV 268-000, latch/knob side cover #17251-268-000 or 83650-051- For 1976 PDV flat tracker, look- 000. Gary Lovell, 740-751-5558, ing for photos or magazine [email protected] to help with restoration. J.k. Wynn, 423-474-6220, Eliza- 1968 Honda CL350. Looking bethton, Tennessee, jkwynn@ for a Scrambler with the sol- centurylink.net id blue and red gas tank, not the one with the line at the bottom of the blue portion. SUZUKI in rideable condition, decent looking, please. I would like to trade for a very special ex- For 1965 Suzuki T20, need road

VINTAGE JAPANESE MOTORCYCLE MAGAZINE 61