Santa Fe Motorado Bike Show

Volume 34 / Number 5 OCTOBER/NOVEMBER 2013 • $5

2013 SANTA FE MOTORADO BIKE SHOW

WHAT’S INSIDE: EXCALIBUR: SOMETHING SPECIAL

HONDA’S MID-SIZED FOURS

HONDA GL1000 HYDRAULIC CLUTCH CONVERSION

official publication of the vintage japanese motorcycle club of north america, inc.

IN THIS ISSUE FEATURES EVENT: The American (Honda) Dream 6 HISTORY: Excalibur: something 13 very special PROJECT BIKE: Wes Cooley Transformer COVER STORY 17 2013 EVENT: Kansas City VJMC: 3rd annual spring show SANTA FE 19 & swap meet MOTORADO HISTORY: Balancing 26 in the ‘70s: BIKE SHOW honda’s 22 mid-sized fours

EVENT: Vintage Days DEPARTMENTS at Mid-Ohio PRESIDENT’S LETTER: 36 Looking Forward and Getting Engaged...... 4 HISTORY: 2013: TECH HELP: the 30th anniversary Suzuki Savage Head Plug Leak Fix...... of vjmc australia 8 39 Dealing with Spilled Brake Fluid...... 15 EVENT: Honda GL1000 Hydraulic Clutch Conversion...... 34 Kansas City VJMC: 1st regional Winterize Your Engine Too...... 44 vintage japanese 45 show SAFETY FIRST: Do the Right Thing...... 29

FROM THE EDITOR: A Primer on Creating Magazine Articles...... 49

CLUB BUSINESS: Call for VJMC Board Nominations...... 52 EVENTS CORNER...... 55 cover photo: Vince Ciotti ADVERTISERS SPOTLIGHT...... 57 ON THE COVER Honda “Step” bikes, from small to large. CLASSIFIEDS...... 58

Vintage Japanese Motorcycle Magazine 3 PRESIDENT’S LETTER Looking Forward and Getting Engaged

he VJMC shapes its own future through the quality and Tcommitment of its volunteers. When folks ask me what my strategy is for growing the VJMC, I have to pause and remember what works for us. Rather than a complex planning model and big budgets, we rely on those VJMC volunteers Official Publication of the VJMC who know that fun is multiplied when shared. Our growth is October/November 2013 really fueled by volunteers that build fun motorcycling events Volume 34, Number 5 for others. PRESIDENT Some believe the club’s primary membership appeal is lim- Tom Kolenko ited to the Midwest. Real data challenges that hypothesis. We are strong where 770-427-4820 [email protected] forward thinking and execution takes place. Jack Stein and Bob Leonard put Ari- zona on our map and grew the chapter there to more than eighty members. John EDITOR Fiorino in Idaho has a merry band of VJMCers who staged their first state rally Michael Fitterling 863-632-1981 this year. Mark Bayer’s team in Kansas City filled the year with fun events in the [email protected] Heartland. Peter Slatcoff continues to grow Florida like a franchise, with the help of its committed Field Reps, with new venues and events. All it takes is one VJMC DESIGN DIRECTOR volunteer who wants to make a difference for others who also has a passion for old Nadine G. Messier Japanese motorcycles. If you feel you have what it takes and would like to become CLASSIFIED ADS a Field Representative contact me directly at [email protected]. Gary Gadd As you read this issue covering our events in Big Bear, CA, and Leeds, AL, rec- 817-284-8195 [email protected] ognize that hard work and fun make this club work. As a niche club, we can grow through partnerships with others. The International Motorcycle Shows are a case DISPLAY AD DIRECTOR/VP in point. This year’s shows have expanded all vintage bike coverage and participa- Gordon East 864-944-8687 tion to over ten cities during the winter months. The VJMC will be at most of the [email protected] venues with amazing displays of members’ bikes. If you can attend, be sure and thank those club members representing us so well. These shows help motorcy- AD SALES REP clists survive until the spring thaw. Art Snow 144 W. Oakview Place Perhaps the most engaged group of volunteers includes the VJMC Board of Di- San Antonio, TX 78209 rectors (BOD). This board provides the governance talent and leadership neces- [email protected] sary for our club’s growth and survival. Our club’s by-laws require elections for MEMBERSHIP DIRECTOR directors to be held every two years, and we are now accepting nominations from Bill Granade the Field Representative ranks. 813-961-3737 This is a working board in every sense. Being a director is not an honorary or [email protected] ceremonial position. Each director agrees to hold one or more specific jobs (e.g., MISSION STATEMENT: Events Coordinator, Regalia, etc.) during their two year term of office. Participa- The purpose of this organization is to promote tion in monthly conference calls and submission of written activity reports keeps the preservation, restoration, and enjoyment of vintage Japanese motorcycles (defined here everyone informed and focused on the future. as those 20 years old or older). The VJMC also We try to operate this club as we would a business, with budget accountability, will promote the sport of motorcycling and transparency, and integrity. We seek experienced club volunteers from our Field cameraderie of motorcyclists everywhere. Representative ranks who have demonstrated a willingness to contribute to our © 2013 Vintage Japanese Motorcycle Club of growth and mission. Please see the call for nominations in this issue to help staff North America, an IRS-approved Not-for-prof- it 501(c)(7) corporation. All rights reserved. this important team. No part of this document may be reproduced After the wettest summer in Georgia history, I look forward to drying out and or transmitted without permission. All articles catching up on riding this fall. Maybe I’ll see you on the road, with that big grin copyright by their respective authors. that only comes from riding the toys of our youth. These time machines never fail The VJMC Magazine is published six times per year, in February, April, June, August, October, to take me into the fun zone. Kick start the fun and enjoy the ride before that long and December. The views and opinions ex- winter ahead. pressed in letters or other content are those of the author and do not necessarily repre- sent VJMC policy. The VJMC accepts no liabili- ty for any loss, damage, or claims occuring as Ride safe, a result of advice given in this publication or for claims made by advertisers of products or Tom Kolenko, VJMC President services in this publication.

4 OCTOBER/November 2013

6 October/November 2013 EVENT The American (Honda) Dream by Robert Kelly

f you reside in Colorado you already know how blessed we are to live in such a Ibeautiful place. Colorado conjures images of high mountain passes, deep river can- yons, and spectacular motorcycle riding. A special place in Colorado is Perry Park, a small golf community nestled against the Pike National Forest in Douglas County, south of Denver. The area boasts of scenic red rock formations that thread through the pine trees, vast open valleys, and rolling foothills dotted with farm houses and barns set near small streams and ponds. Every year the Perry Park community hosts a Fourth of July parade. This year, three vintage Japanese bikes helped celebrate our nation’s independence. VJMC member Byron Blend, a resident of the Perry Park community, brought his red, white, and blue Honda Dreams to the festivities. The Dreams were ridden by Byron, Barbara Bess, and Mike Hurley. The onlookers loved the bikes, and they garnered a great deal of attention as they wound their way along the parade route. Nothing is more American than red, white, and blue vintage Japanese motorcycles in a Fourth of July parade! Who says the American Dream is dead? l

TOP: Parade route in Perry Park. ABOVE LEFT: Dreams on display after the parade. ABOVE RIGHT: Not a Honda. LEFT: Byron, Barbara, and Steve on the parade route. BOTTOM: Local firetruck shows its patriotism.

Vintage Japanese Motorcycle Magazine 7 OPPOSITE: Getting ready! Byron with Barbara in the background. Suzuki Savage Head Plug Leak Fix by Mike Fitterling

, had just finished repairs on my 68 CB350, when I turned my attention to my , I 86 Suzuki Savage (LS650), known lately as “Old Smoky.” The Savage has finally attained “vintage” status with 1986 being the first year for this four-speed, single-cylinder, cruiser. The Savage, however, lives on today as the Boulevard S40, and since 1993 sports five gears. That’s a long run for this basic and simple one-lunged, still-carburetored (Mikuni CV), belt-driven machine. The Savage is a lot of fun to ride with its typical thumper low-end torque and light weight (about the same as my CB350). I would still be riding mine if it wasn’t ergonomically a little too small for my medium-sized frame. This bike, like most others, has its little eccentricities. Pre-1995s were not equipped with a torque-limiting gear between the starter and the crankshaft, which can result

Cylinder with head cover removed, left side. The motor from the other side. Looking from the outside, the plug is in this The troublesome, leaking plug is circled. recess above the header to exhaust port connection. in broken parts if the motor kicks back at shut down. There is also an issue with the cam chain tensioner not having enough throw, which can eventually cause problems. These problems are easily addressed, however. A forum dedicated to just this bike (http://suzukisavage.com) has information on all the fixes and mods, if you are interested in learning more. Here I am addressing one particular issue and some of the typical kinds of unexpected things that arise when working on old bikes. Savages have a bad habit of leaking oil from the cam case. Apparently, no one told the Suzuki assemblers to use sealant when they installed one particular plug, and from there the problem stems. Above left are photos of Old Smoky’s cylinder with the head cover removed. I was able to do this without removing the engine, but my manual says that is not always the case. After removing the bolts, it took a kind of tilting and twisting motion forward and to the right, while cussing and holding my tongue just so, while saying three Hail Marys, to pull mine away and out of the frame. You can see in the photo some oil-staining along the edge of the top fin also indicating a leak on that mating surface as well. The plug is there because directly below the hole that it fills is one of the cylinder bolt heads. To torque this bolt, a socket on an extension has to go through the hole, then the hole gets plugged before installing the head cover. The problem with this is that any oil making its way past this plug drips directly onto the header, creating a nice smoke screen when I was stopped. I live in Florida so there is an upside to this, as it helps with mosquito control when riding at twilight, but, really, the bike is better off without it. Often the leak makes things look much worse than they are and causes all sorts of panic among riders thinking the head, or worse, is leaking. The hole is well hidden, and when you ride, the oil tends to blow all over the cylinders and back, usually more so on the left side, as the oil obeys gravity and finds its way to that side when the bike is on its stand, which can lead you astray looking for the cause of the 8 OCTOBER/November 2013 TECH HELP leak, unless you know about this plug. gram at approximately full size and tape two bolts. The same wrencher appar- The top row photo, third from left, it to a box; poke holes where the bolts go ently didn’t have the proper rubber tear- shows the location of the plug with the with a screwdriver; then stick the bolts drop-shaped gasket for the head cover, bolt head below it from the outside. in their place as you remove them. Some either, or was too cheap to buy one. He There, back in that cavern next to the of the bolts require special gaskets that filled the area with silicone instead. I or- pipe. You must be careful keeping track are a kind of metal/rubber composition. dered a new proper gasket. The photo of all the head cover bolts. They are all Of course, mine had none. Luckily the (top row, fifth from left) shows the sili- different and must go back exactly from local dealer had them in stock. cone “gasket” I pulled out. where they came. (The bolts I was not using because I The head cover had been installed with Note—My Savage is a “rat bike.” (I had was not attaching the trim are L65, C20, what looked like household silicone picked up the bike in pieces, not all in- and the two C25s. The bolts I was miss- caulk, which oozed out everywhere. The cluded and many in bad shape, but the ing are the two L25s, in the valve cover photo (top row, far right) shows some of price was right, as in ‘”free.’”) I did not openings.) the stringy mess I scrubbed off the area. put on the head cover trim, so four bolts Whoever had worked on my bike be- I took the cover and stuck it in some were not needed for my install, but if you fore was, well, probably not a very expe- diesel for cleaning. The top side is shown are reinstalling the trim on yours, a cou- rienced mechanic. If you look carefully below. (left, middle row) Right of that

A few missing bolts. The teardrop-shaped silicone “gasket.” The stringy mess inside.

Soaking the cover in some diesel. The teardrop-shaped gasket goes here. Cleaning the head cover mating surface.

Installing a new plug cover. Keeping track of the bolts. The head cover, sealed and in place. ple of their retaining bolts go in from the at the bolts in the photo fourth from left, photo, the bottom side is shown. Circled bottom of the cover. Don’t forget them top row, you might notice that two are is the area where the teardrop-shaped before putting on the cover, or you will missing (other than those trim cover gasket goes. be grumbling and disassembling the bolts) that go just inside the valve cov- Next I cleaned up all the mating sur- head cover again to do it right! ers. I guess the previous mechanic didn’t faces. Here (far right, middle row) I was Here’s a neat trick from the Savage fo- think they were necessary. I went to my cleaning and flattening the head cover rum: Print out the microfiche cover dia- local Suzuki dealer and ordered those on a piece of wet and dry 400 grit on a Vintage Japanese Motorcycle Magazine 9 granite slab—a sink cutout I got free from a countertop place; very useful for this work and sharpening my woodworking tools. This did a good job of removing any remnants of the old silicone and smoothed the surface. I tied up the rocker arms so they would not get ground down as I pushed this back and forth over the paper. Next I cleaned the mating surfaces on the motor and installed a new plug with high temp red silicone. Next, I got ready to put the cover back on. First, I stuck the new bolts that were missing into their places on the cardboard so as not to lose track of “what one is which one and which one is where” (Thank you, Dr. Seuss.), then put the special washers (rubber in the middle of the steel washer) on their respective bolts. Wait a minute, I also had forgotten that one bolt came out with a nut used for a spacer under its head (Yeah, I know, what were they ‘thinkin’?), so obviously that was the wrong bolt. I couldn’t cut it shorter because it was supposed to be shouldered. I had to order the correct one for that spot (L55) along with a couple more special washers that I had been shorted in the previous order. You can see the new bolts in L25 positions, just inside the tappet covers, (preceeding My “rat bike” Suzuki Savage. Good as new, kinda. page, middle, bottom row). I was missing special washers under S30 (This one was still on the cover.) and L70. L55 is the bolt with the nut “washer/spacer” someone had put under its head. Once I had picked up all the remaining bits, I moved on to the final installation of the head cover. Shown (previous page, right, bottom row) is the cover, all sealed and back on the motor. No leaks or drips…from the cam case. Of course, the motor was still leaking like crazy all over the cylinder—but no cam case or plug leak! It was going to take more futzing to completely stop the oil. That came later and required the motor coming out. Until then I rode the bike and cleaned up the mess from time to time. The thing with these old bikes is that the work is never done. As the motto of the Mo- torcycle Kickstart Classic ride goes: “Wrench, Ride, Repeat.” I hope this small descrip- tion helps someone else with that darn dripping plug, anyway. l

10 October/November 2013

HISTORY Excalibur: something very special by Mel Watkins, VJMC USA, CBX Specialist, VJMC (UK) retired chairman (14 years), CBX Riders Club (UK), ICOA USA

ollowing the excellent response from members to my previous article on the FSetright CBX, I now would like to tell you about another amazing CBX special from back in 1979. Thank you to those of you who took the trouble to contact me; it is very gratifying. Many years ago I had heard about a very special CBX called “Excalibur,” named after the sword from the ancient legend of King Arthur, and set out to locate it or at least get some detailed information about it for other enthusiasts to enjoy. Did it really exist? Yes, it did! I eventually tracked it down to find it is owned by a buddy of mine from Scotland, Rod Cormie, who owns a large number of CBXs and other Hondas. Rod was one of the early members of The US ICOA UK group and joined a month or so after me, so I have got to know him well over the last twenty years. Some weeks ago, another CBX buddy, Hugh Williams, who lives down the road from me in Holyhead, North Wales, UK called to see me. He wanted to look through my Moto-Martin brochure and road test archive as he had a frame on order from Georges Martin, who had started limited production again. (If you want more details on the frame kits, email Hugh at [email protected]. He will be happy to help with details. He is also looking for any Moto-Martin bits you may have lying around.) Hugh is also big into CBX Spondons (frames by Spondon Engineering Limited). Many years ago, Hugh met the first owner of Excalibur– millionaire car dealer, the late Dennis Prosser, who had asked well-known UK racing Triumph Trident specialist Alastair (Floss) Lawrie in 1979 to build him the CBX special to, at that time, top all other CBX specials. The result was Excalibur. As it says below, the chassis was built by renowned chassis builder Tony Foale, with Lawrie putting everything together and fettling the engine. Hugh gave me the spec sheet produced by Dennis before he passed away. I will list below everything that was done to the bike at the time. I believe the cost at 1979 prices was over $40,000! Dennis did race the machine in a number of un- limited races, and I understand his best result was second, behind a full race-spec RG500 at Knockhill. He also raced at other Scottish circuits such as East Fortune with limited success. I think the weight of the machine and the small size of the circuits was the problem. On the following page, I will now quote exactly from Dennis’s spec-sheet in his own words so there is no doubt what has been done to the machine, and you can see the extreme thought and detail that went into this amazing CBX.

Vintage Japanese Motorcycle Magazine 13 EXCALIBUR SPECS 1979

Chassis: Seat: A one off construction by Tony Foale made This unit was handmade as a one off and to my specification. (See frame specs below.) incorporates a built in molded rear light unit and large aerofoil. Front Forks: are “Earles” type leading link units, utiliz- Gas Tank: ing De-Carbon Gas filled suspension units, a six gallon alloy tank, baffled internally adjustable for damping and spring rate. The to prevent fuel surge. Twin fuel fillers are leading link design incorporates fully floating fitted. Girling brake calipers suspended by adjustable drag links, which offer variable settings Electrics: for progressive mechanical anti-dive braking. Most of the standard CBX switches and elec- The front fork’s swinging arms are especially trics have been utilized, although a custom cast as a one off in magnesium for this bike. made loom has been used for neatness. A Boyer Bransden electronic rev limiter is used Rear Suspension: on the ignition system to halve the voltage to is by De-Carbon Gas rear unit, and the swing- the coils in event of over revving. The battery ing arm assembly is bolted directly to the is mounted behind the gearbox, below the rear of the engine gearbox by half inch dual swinging arm assembly, keeping a low center alloy plates. The rear suspension is adjust- of gravity. able for damping and spring preload. The First Engine: Brakes: (see note below referencing current engine) Calipers are by A.P.Lockheed with Goodrich 1978 UK Standard 1000Z engine modified as hoses. Front Discs are 340mm Spondon units follows: and are of the fully floating type. Rear Disc 280mm Spondon-slotted disc. Con Rods Heavy forged steel rods by M.T.C. (USA). The rods are safe up to 14,000 Frame: rpm and are used stateside for drag racing. The frame consists of five parts. i) There is a CB1100R big-end and main bearing shells. triangulated steering head assembly, which Extra capacity high flow oil pump with modi- is bolted by four bolts to the cylinder head, fied pressure relief valve. thus utilizing the motor itself as a stressed member. ii) A rear sub assembly runs in a tri- Piston Kit 1305cc Venolia forged pistons. angular fashion from the rear of the cylinder 10.5-1 comp ratio with solid copper head head to the gearbox. This assembly holds the gasket. De-Carbon suspension unit, the petrol tank, and the seat. iii) There are two half inch thick Cylinder Head Inlet side is ported to alloy plates bolted to the gearbox to take the 34mm and gas flowed utilizing 1mm over- swinging arm. iv) The swinging arm assembly size inlet valves. The exhaust valves were itself is the final frame member and is heavy left standard as they are considered ample duty steel box section tube. v) Wheels: size. All this work handled by Alastair (Floss) Dymag 18 inch by 115mm rear, 18 inch by Lawrie. The camshafts are Russ Collins 70mm front. items, and designed to boost torque as well as BHP. Gear Box and Clutch. Both The frame consists of short straight 5/16” modified to handle extra power. diameter Reynolds tubing and features a (No details given to Mel) design free from bent tubes and is attached directly to the motor for rigidity. Carburettors Modified CBX items and internally polished and equipped with power Bodywork: jets to increase throttle response. Ledar Front fairing is a Moto-Martin unit incorpo- Ram-Jets and air corrector kits used. rating four halogen headlights, electronic tacho, Smiths speedo, oil pressure gauge, oil Exhaust Russ Colins design which can be temp gauge, and ammeter. used with or without detachable baffles.

I hope you found this of interest. least give an idea what this awesome machine subject to sensible offers for Thanks to Hugh Williams for supply- machine looked like in full racing a great big slice of CBX history. ro- ing me with copies of Dennis Prosser’s trim. Also, thanks to Rod Cormie for [email protected] (Scotland) spec-sheets and one photograph for my supplying the racing information and Further pictures of the machine can archive and for this article. Apologies filling me in with other data. Rod tells be seen on page 238 of club member for the quality of one of the pictures, me the engine in the machine now is Ian Foster’s The CBX Book. Thanks to but the machine is partly dismantled at a Russ Collins 1240 cc big bore, and if Angus Anderson for supplying the pic- the moment, so I felt thirty plus years anyone is interested, due to ill health, ture of Dennis Prosser on the bike be- old pictures from my archive would at Rod might be interested in selling the fore it was rebuilt as Excalibur. l 14 October/November 2013 TECH HELP Dealing with Spilled Brake Fluid by Jim Townsend

hen bleeding brake cylinders, it sphere. That is why there is always a Wis common to leave off the mas- warning on bottles of brake fluid to al- Since brake fluid ter cylinder cap so you can refill it. ways use brake fluid from a “new, un- Doing this makes it easy to refill the opened bottle.” If there is water in the is hydroscopic, master cylinder, but also makes it real- brake fluid, it will turn to steam when it will absorb ly easy to spill brake fluid on your bike. really hot, and possibly make your This can ruin a good paint job on your brake drag. the water, gas tank or front wheel or any other However, this can also work to your minimizing paint on your motorcycle. Pete Boody advantage. If you are bleeding your told us how to take care of this. brake and squeeze the brake lever, you the damage to A few years ago, I attended a Jap- may cause your brake fluid in the mas- your paint or anese motorcycle show at the AMA ter cylinder to erupt like a small geyser eliminating it headquarters in Ohio. Some of our and spill on your painted gas tank and members put on short seminars about other parts. Pete suggested keeping a entirely. various subjects. Pete Boody, from spray bottle filled with water close at Tennessee, put on a seminar about re- hand in order to spray water on any building front disk brakes and in the spilled brake fluid. Since brake fluid is brakes, have that spray bottle of water course of his talk covered this subject. hydroscopic, it will absorb the water, at your side. If you spray water on the Pete reminded us that DOT 3 brake minimizing the damage to your paint spilled brake fluid and wipe it off im- fluid was hydroscopic, meaning that or eliminating it entirely. mediately, you will most likely have no it would absorb water from the atmo- So, the next time you bleed your damage. l

Vintage Japanese Motorcycle Magazine 15 16 October/November 2013 PROJECT BIKE Wes Cooley Transformer by Bob Mayer

eff Castine, of Orange, Massachu- ny known for great two-strokes. It was went back to the original cams and Jsetts, has been in the motorcycle tun- attractive, well-balanced, and fast. stock headpipes. Now it’s only 151hp. ing/repair business since he was fifteen So it was a natural step for Jeff to Not bad for a 461lb bike! years old. He’s owned his own business, start his bike project with a 1979 Suzu- An ’05 Suzuki Bandit donated the All-Sport Cycle Service, for eighteen ki GS1000. Jeff wanted this bike to be front end, complete with six piston of those thirty-eight years. It is said in unique and demonstrate his respect for brake calipers. The finished bike also this region that he is the maestro of the champion. Top performance was uses Bandit wheels, swingarm, and rear carburetor tuning. I believe that if all crucial, but it was also important to re- suspension. An RK-GB520 GXW chain carburetors were tuned with his skill, tain the old school classic look. (There is used, as well as these cool Italian Ri- fuel injection would never have been are lots of us “old school” guys around. zoma mirrors. Jeff did all the work in- invented! My wife refers to it as “living in the cluding the classic blue and white paint Jeff is a longtime admirer of Wes past!” So be it.) scheme. Cooley, AMA superbike champion in The engine used in this bike is a 1990 The result is a GSF1200ST—a “Wes 1979 and 1980. Cooley’s iconic blue GSXR1100. Jeff rebuilt the engine with Cooley Transformer.” l and white #34 Yoshimura Suzuki has an 81 mm bore. Displacement is now become legend. Perhaps that is one 1216cc. Four 39mm CRF Keihin carbs reason for Jeff’s lifelong affection for were installed. The compression ratio Suzuki GSs. And who can blame him? is 13 to 1. He originally used Yoshimu- The original GS750 was an awesome ra cams and a full race exhaust to get four-stroke motorcycle from a compa- 160hp. To make it more streetable, he

Vintage Japanese Motorcycle Magazine 17

EVENT Kansas City VJMC: 3rd annual spring show & swap meet by Mark Bayer, KCVJMC President, Missouri Representative VJMC

he Kansas City Chapter of VJMC also exhibited numerous beautiful café as well as designed and printed some Thad its 3rd Annual Spring Show & racer versions of our favorite vintage great collectible posters. Elscott Studios Swap Meet on Saturday, May 11th. This bikes. The Yamaha XS650s seem to be created a special design for our T-shirts event was at a new location because we a popular bike to customize, and there and Union Shop Apparel gave all of our had outgrown our previous one. were at least three which had been beau- show staff free T-shirts, all embossed As is usual in the Midwest. weather tifully built. Along with several Kawa- with the Elscott design. Clymer Manu- is almost always an issue, and the week saki triples (an H1 and an H2), several als also donated a number of motorcy- prior to the show many of us followed pre-1966 Honda Dreams, and a mixed cle service manuals to be given out as the weather closely. It turned out to be array of vintage Japanese scooters and gifts. The support was great, and all of a great day, a little chilly early in the mini bikes. There were also many early the funds which were generated went morning, but was around 60 degrees by Japanese dirt bikes being shown. to support MDA. One of our KCVJMC ten. I think the event ended in the mid This event also included a swap meet. members, Joe Galetti, was the person 60s. The main reason for making a change behind the marshaling of so much of Our club has continued to grow, and of location was the fact that we were so the support for this great cause. Darrell we had a great club membership turn- packed last year that there was no more Smith, the MDA representative told me out. We had at least 150 motorcycles in room for additional growth at all. The personally that the event had been a the show, with many bikes being cus- new location included several acres of success for MDA. tomized. Japanese café racers are catch- open field, so not only was there plen- We also invited several other local

ing on in this area. One man brought ty of room, but we will have room for motorcycle clubs to attend the event a beautifully restored stock Honda S90 future growth. Several vendors brought and be represented. The Santa Fe Trails with a cafe racer version of an S90, as complete bikes and others just parts. Motorcycle Club, which is the Kansas well. Both were in exceptional condi- One vendor brought over a dozen com- City chapter of the AMCA (Antique tion. We had an almost complete set plete vintage Japanese motorcycles. Motorcycle Club of America) was of early Honda CB fours. The fours Our desire is to see this part of the meet present. One of the largest Kansas City included several CB350 fours, sever- grow substantially in the future. enthusiast-based motorcycle clubs, al CB400Fs, two CB500s, a CB550, This event was a fundraiser for the HoAME (Heart of America Motorcycle several CB650s, numerous pre-1979 Muscular Dystrophy Association, so Enthusiasts), attended, and the VCME CB750s, and a CB900. A local deal- we also had some help from their or- (Vintage and Custom Motorcycle En- er also brought the new 2013 CB1100 ganization. We also had a great deal of thusiasts) Club was also represented. four, which will certainly become a support from Schembri Flooring and KCVJMC has worked hard to collab- classic in the future. A partially restored Design, who offered us the use of their orate with other vintage motorcycle 1967 CL90 was shown, as well as two land and facilities. We had a total of groups in the Kansas City area to help CL175s. One of the CL175s was a stock seven sponsor groups involved includ- create a friendly atmosphere between model in good original condition; the ing MDA, Schembri, and KCVJMC. the different clubs. We all just like old other one is raced in AHRMA. Martech, a local advertising company, bikes! Many bikes were stock, but the event printed several thousand color fliers It took nearly seventy-five people and Vintage Japanese Motorcycle Magazine 19 seven organizations to pull this event off. Everyone involved felt that the event was fun, well attended, very positive, and lively. Relationships between vintage bike enthusiasts were made, and many were introduced to the VJMC. I spoke to well over sixty people about VJMC and KCVJMC. One of our goals is to promote VJMC in the Midwest and, of course, to build interest in our own Kansas City VJMC chapter. I spoke to several who stated that they had recently joined the national club, and I also handed out numerous membership applications for VJMC membership to new people. It was lots of work but was so much fun. Our own vice-president, Frank Sereno, spent countless hours planning and attending meetings. His work was a big part of the event’s success. We have seen definite growth in our club and events since last year. Our 2012 Show & Swap was featured in the VJMC magazine in the August 2012 issue (Volume #33). In the article from last year, we reported that around seventy-eight bikes were shown. Having this number nearly double in this event is significant. We can say, without a doubt, that we are having the largest vintage Japanese motorcycle shows in our area. Weather permitting, 2014 will even be better! Follow our activities at www.kcvjmc.org l

20 OCTOBER/November 2013 Vintage Japanese Motorcycle Magazine 21 22 October/November 2013 HISTORY Balancing in the ‘70s: honda’s mid-sized fours by Vince Tidwell

alance—It’s the word you hear jour- ders. I think the 500 had a better sound Bnalists writing time and again about too; perhaps a psychological effect of why the Porsche was chosen over the the four handsome, slightly upturned BELOW: faster Corvette, or the more expensive trumpet exhausts. A young Bo Derek on the cover BMW RT, over a less expensive but The 500 boasted an honest 100 mph of Cycle in June 1971. worthy competitor. You might not beat full tilt and even won the 1973 Isle of A 1971 Honda CB-500 lieve it now but there was a time when Mann 500 cc TT production race, albeit getting off a Triumph 650 twin and onto by a slim margin of 8.2 seconds, over a massively wide four-cylinder Honda a lighter, two-stroke Suzuki 500 Titan. 750 was intimidating. Dismounting On the scale of the TT, that’s more than from today’s Gold Wing onto that same intimate. 750 now might even make you feel in- Honda implemented a quiet Morse secure. Hy-Vol chain in the engine and revert- So two years after Honda beat Kawa- ed back to keeping all the oil in the case saki to the market with its 1969 four rather than a wet sump as on the 750. cylinder 750, it knew it had to take Quieter and with fewer pumps and its deserved technological marketing parts, it made for an even more com- advantage momentum back into the pact design and lower center of gravity. (then) middle displacement range to balance its line with the second part of a one-two punch—the 1971 CB 500. At this point Honda had manufactured its fifteen millionth motorcycle and was flush with creative research and de- velopment dollars. The US got its first look-see in April 1971, while the UK had to wait almost a year later until Jan- uary 1972. Honda’s venerable double overhead cam CB 450 would remain available and then be replaced with the unlamented CB 500 T as a less expensive alternative. Clearly, Honda was attempting to gain as much of the proverbial shelf space of the motorcycle market as it could get. Tipping the scales at 80 pounds lighter, at near 450, and with a slighter high- er power-to-weight ratio than the 750, the 50 horsepower 500 made more sense than the more expensive 750. The 500 was better looking too, most agreed. The 750 was still handsome, in a sort of exotic Japanese kind of way, while the 500 looked more familiar to British bike lovers. Without squinting you could see quite a bit of Triumph in it, with its bottom-truncated teardrop-shaped fuel tank, proportionately matched side covers, and vertical cylin-

OPPOSITE: A 550 glamorized in this early 70s poster. Vintage Japanese Motorcycle Magazine 23 In fact, the engine was such a good de- pretty close. If you find a perfectly clean sign that you needn’t scrutinize for very one now, know that the old stock shocks long to see its influence in the Benelli likely won’t dampen, you won’t have the Sei—their 750cc six cylinder. You do cornering clearance of the newer bikes, the math. and with modern tires you will feel the I owned a brown 1971 500 for a couple frame flex, especially the swing arm if it of years and can say, even when con- has the original bushings. sidering its much lower frame rigidity Beginning in 1971 and for two years, and chassis flex compared to today’s you could choose brown gold or green, , bikes, that its handling was inspiring, the latter truly indicative of the 70s. In but not spectacular. As with any dis- ’73 the brown changed shade, gold went cussion of dynamics, weight is the en- to orange, and green was available as a emy of all things except stability. Such “Candy Bucchus,” a word even Google was the case of the 500 compared to doesn’t recognize. its bigger sibling. I remember a bit of The 500 grew ten percent, to a 550 , an unnerving wobble on the interstate in 74, with the colors changing shade in bends at speeds exceeding 85 mph. once again. The price rose from $1,345 Seventy miles per hour for the 500 was to $1,600 with welcomed upgrades to the sweet spot compared to my current the insufficient clutch, gearbox, and ’73 CL-350’s 45-60 mph on small back front forks. The 550 didn’t boast more roads, the perfect road difference prob- horsepower, but did offer more mid- ably being a painted line down the mid- range torque, knocking off a half-sec- dle of it. ond in the quarter mile and a confi- Going from a CB 175 to the 500 in dent push past the century mark at full 1972 was not unlike reaching puber- speed. I have a strong suspicion that ty. Come to think of it, my timing was when Honda increased their 350 four

24 October/November 2013 budget DOHC Z650. Honda’s CB 650 is all but unknown but could be per- ceived as an even better balanced bike than the 500/550, with its near 750-like power, 550-like weight, transistor ignition, Comstar wheels, disk brake, and shaft drive. It wasn’t very aesthetically appealing, however. I would be remiss if I didn’t mention what happened thereafter in the Unit- ed Kingdom. The 500/550 remained on sale, eventually adding things like DOHC, air-assisted TRAC anti-dive forks, four valves per cylinder, and finally earning the CBX moniker and fairing. It also had an inboard front disk brake to compensate for what was already solved with newer brake pad materials, poor wet performance. The enclosed brake would get too hot and was not something you wanted to take the time to replace. All this technology came with a price, however. Honda lost a significant amount of its reputation for reliability and was only able to make it through tough times with their auto- motive profits. So if you’re looking for a good used to a 400, they knew the 500 had to in- have been more successful had you been classic mid-sized Honda four, here’s crease as well to keep from scavenging born at another time? Certainly that’s what you can expect outside of the usu- their mid-range sales. Both bikes were the case for the 550’s one-year wonder al restoration: The clutch in the 500s changed at the same time. successor, the CB650. In 1979 the mo- aren’t up to too many hard starts, the 1975 and ’76 brought on a different torcycle industry was slowing down, so rear drum brakes have been known to fuel tank paint scheme and instrumen- crack, and the exhaust pipes are likely tation changes. For 1977 and ’78 the to have rust holes in the bottom from distinctive megaphone exhaust pipes Have you ever cold combustion byproduct water, were replaced with non-seamed coni- left over when the large exhaust areas cal ones, and the ’78 yet another change thought that you weren’t heated enough from short trips. was that of a Harley-inspired (Thanks, would have been The 500 has received a lot of inadver- Kawasaki!) dual contoured seat. more successful tent PR over the years, from Bo Der- All the aforementioned bikes were ek sitting on it as a model to a recent named the K series. With the 550K, had you been born insurance commercial of an old guy Honda began offering an F series, also at another time? riding around a track exclaiming, “I’ve know as Super Sport, in 1975, with the been riding hard all my life.” Many have main distinction being a four-into-one Certainly that’s been caféd and modded, earning the exhaust. Interesting to note, in the US the case for the respect of artists and admirers but los- the four-into-four K was offered 1974 550’s one-year ing its identity in the process. For me, through 1978, while the four-into-one I’d like to break my purist mindset by F lasted only from 1975 through 1977. wonder successor, combining a 1976 550K with the tank The 550s had new warning light pan- the CB650. and sidecovers from a 1973 500. Better els and an ignition key with fork lock still, I think Honda should replicate this between the instruments—no more size and style as much as possible with reaching under the tank. They also in- Honda replaced their 550 with a 650 current-day technology and offer it at a cluded a gear interlock for the starter. in order to compete with some serious handsome price. Make mine ’73 “Max- Have you ever thought that you would competition, in particular Kawasaki’s im Brown” or “Candy Bucchus Olive.”l Vintage Japanese Motorcycle Magazine 25 2013 Santa Fe 2nd Annual Motorado Bike Show by Vince Ciotti

n Sunday, June 16th, Santa Fe hosted the 2nd Annual “Motorado” Bike Show Owith over 100 entrants from collectors throughout the Southwest. Around 2,000 spectators enjoyed this stunning display of vintage motorcycles, hundreds coming on a wide array of motorcycles themselves. Highlights of the show are given in the captions of the accompanying photos:

1. Best Japanese Road: Steve Brown’s extremely rare 1961 Honda “Benly” stole the Japanese section of the show and easily won top prize for road bikes. Every nut and bolt was perfect, so the judges had an easy decision.

2. Three Sixes: Just as they did last year, three local bikers brought their pristine examples of these rare six-cylinders: • Steve Steenrod drove his immaculate 1979 Honda CBX up from Albuquerque, which won last year’s top Japanese road bike award. • Vince Ciotti’s 1976 Benelli 750 “Sei” not only looks good, but is a “driver” he drove from his home at somewhat over the speed limit. • Stuart Bloom drove his 1979 Kawasaki KZ1300 from his home in Los Alamos—a “barn find” he discovered in Dixon, NM, a few years ago.

3 & 4. Ladies Rule: These bikes had an amazing “six-appeal” to lady spectators, as the ’79 CBX and Benelli demonstrate.

5. 1962 Honda CB72: Steve Brown pulled a double coup, also bringing his 1962 Honda CB72 which placed first in the Japanese road racing class.

6. 1975 Norton Commando: The judges had to wear sunglasses to score this ’75 Norton from Bob Keen. Ev- erything was chromed except the chassis, which was powder coated in a bright aluminum finish.

7. Honda Four “Steps”: Three bike collectors teamed up for this exhibit of six increasingly sized Honda four cylinder street bikes, every one of which was a contender for best of show. Such a line-up of near-perfect Honda four-cylinders might have thrilled Mr. Hon- da himself, and is a sight that may never be seen again as these classic machines age (just like their owners!).

• Wes Anderson drove 500 miles from Texas to show three of his all-original four-cylinder Hondas—the red CB350 Four & blue CB400F in the fore- ground, plus the red & white CB1100F bringing up the rear. • I brought my restored 1972 Honda CB500 Four and original 1969 CB750 “Sandcast,” VIN #374—a pristine specimen of this epic machine that Motorcyclist magazine recently named “Bike of the Century.” • Roberto Machado from Santa Fe brought his near-perfect CB900F in black and orange colors. All we three guys were missing was a CB1000 and we’d have had Honda’s entire four-cylinder vintage line-up!

26 OCTOBER/November 2013 COVER STORY

4 1

Vintage Japanese Motorcycle Magazine 27 7 HONDA FOUR CYLINDER “STEPS”

1973 1975 1972 1969 1982 1972 8. Four Cylinder Specifications: CB350 cb400f cb500 cb750 cb900F CB1100F This table lists the specifications of HP 34 37 50 67 95 108 these four-cylinder Hondas that dom- inated the industry from 1969 to 1983. WEIGHT 352 407 420 481 510 586 We doubt if the Barber Museum in Ala- MPG 55 50 45 35 32 30 bama or Honda’s own museum in Japan has such a line-up of pristine “steps” 0-60 SEC. 6.5 6.3 6 5.2 4.5 4 on display, as Honda punched out its 1/4 MILE SEC. 15 14.7 14.1 13.3 11.8 11.1 four-cylinder machines year-by-year to SPEED 80 89 92 105 118 keep up with the ever-increasing competition. TRANS. 5 SPEED 6 SPEED 5 SPEED 5 SPEED 5 SPEED 5 SPEED

TOP SPEED 98 106 110 125 130 138

PRICE NEW $1100 $1200 $1270 $1495 $3495 $3698

TODAY $3000 $3500 $3000 UP To $5000 $5000 $35000

9. Top to Bottom: (right) Another angle of the collection of Hon- da four-cylinder “steps,” this time from Wes’s CB1100 on down to his CB350F. Enjoy the sight; we may never spend so much time shining up these bikes again!

10. Panorama: (above) An overview of the show which was held in the La Tienda shopping center just south of Santa Fe. If you plan to be anywhere near this popular tourist des- tination next summer, be sure to check out the date and come and see what 9 treasures 2014’s “Motorado” will hold! l

28 October/November 2013 SAFETY FIRST Do the Right Thing by Jim Barnett

ur safety tip when I ask these questions of experi- ers never consider when approaching O in the last is- enced riders in class. intersections. We tend to ride towards sue was to make Scenario: A car just made that “left and through them just as if we were in ourselves seen by turn” in front of us. At this point in our 3,500 pound metal cage, called the other highway time we have to take some evasive ac- family car. users. We greatly tion. We can brake, or we can swerve Think like a motorcyclist when ap- reduce our risk of to avoid the hazard. These are the two proaching hazardous areas and make a being in a colli- preferred methods for avoiding a colli- plan. Look at the situation and evaluate sion by doing this, sion. (There is a third option that I will the hazards. Play, “What if...,” and plan but that is still no guarantee that other discuss later, to use only if a collision is ahead. road users will not turn into our right- imminent and unavoidable.) The first option that I would use is to of-way. So, what do we do then? So, which option is the right one to brake hard to avoid a vehicle that just Before we proceed, think about your use, and when should we use it? This entered my path, provided that I have mind-set when you ride, and that of depends on many factors. Have we the room to stop. That makes sense, your friends. What do you or they think checked the traffic behind us as we ap- right? But how do we know if we have about while riding, particularly in con- proached the intersection? If we have the room to stop our motorcycle in our gested areas? Where is the focus? Also, to stop our motorcycle quickly, will the given distance? Practice! think about your skills on a motorcycle. large pick-up behind us have the room Practice quick-stops often. I have not Do you, or any of your riding buddies, to stop? Have we made sure that we had to do an emergency stop to avoid ever practice evasive maneuvers skills? have room beside us to swerve if nec- a collision with a car for many years, I usually get a very thoughtful silence essary? These are factors that many rid- yet I practice emergency stopping ev-

Vintage Japanese Motorcycle Magazine 29 ery time I get on my motorcycle. I will left; press on the right grip to go right. must not brake, nor accelerate, during practice an emergency stop while out The swerve is just two of these press- the swerve, as it can upset our traction riding in the countryside. I just make es, one in each direction, done in rapid and cause a fall. We must also keep our sure that there are no other vehicles succession. head and eyes up, looking at our escape around when I do it. If I am out rid- I love the swerve! It is the reason that path and not at the vehicle or obstacle ing and it starts to rain, I’ll find an area my wife did not become the much- in front of us. Finally, we want to swerve without traffic and practice a couple sought-after, good-looking, wealthy, behind the vehicle that cuts us off. of emergency stops on wet pavement. young widow back in 1988. I learned Why behind, you may ask? When the I practice because I never know when how to swerve in 1986, after only six- person that cut you off finally sees you, that next car might pull in front of me. teen years of continuous riding. We can their first response is to hit the brakes. Many of us have heard someone ex- always learn something, no matter how They will then usually hit the accelera- plain why they had to “lay their bike long we have been riding. tor to get out of your way. If you swerve down” to avoid a more serious danger Swerving to avoid an obstacle in front around the front side of the vehicle you such as an automobile, guard rail, or of us is an easy skill to learn and prac- have just turned into their path. It takes bank. At the risk of offending someone, tice, but it must be done correctly! We much more time for them to shift to re- suggesting this option is absolutely the worst advice you could ever give someone. Any first year physics student can tell you that the drag coefficient of two tire patches far exceeds that of a motorcycle on its side. Stay on the bike and in control. They may have missed hit- ting the cars, but they still crashed, and it still hurt. So, how did they “lay their bike down”? Chances are they can’t tell you; they just did it, and it sounded good. They crashed because they pan- icked and grabbed the front brake. Our front brake has seventy percent or more of the braking capability of our motorcycle. This comes from weight transferring to the front wheel as we apply the brakes. The more front brake we apply, the more weight transfers, and the more brake we can apply. The weight transfers as we “squeeze” the front brake. If we “grab” the front brake we do not allow the time necessary for the weight to transfer to the front tire. This causes the front wheel to lock and skid, sending us immediately to the pavement. We just joined the “lay my bike down” choir. To avoid the front wheel lock-up, practice emergency stops on a regular and frequent basis. The more that you practice these skills, the more they become habit. Habit becomes instinct. In- stinct becomes survival. Our second option to avoid a collision is the swerve. This is comprised of two consecutive countersteers. Counter- steering is how we get the motorcycle to lean while going around turns at speed. Press on the left handle-bar grip to go Vintage Japanese Motorcycle Magazine 31 verse and back out of your way, and by to them at twenty-five mph and then sion is imminent. I learned this from then you are already around the back. swerve around them; one to the left, my first instructor, Ted Summerfield, However, you also want to make sure one to the right. back in 1986. When Ted taught us this, that you are not swerving into the path If you have never received formal he made it very clear that this is not of another vehicle behind them. training in the art of swerving and stop- something taught, nor endorsed, by the Practice your swerving and quick- ping quickly, I highly suggest you sign Motorcycle Safety Foundation. It was stops regularly! I pass five man-hole up for a Motorcycle Safety Foundation his recommendation after having been covers in my neighborhood on my way Rider Course based on your skill level. a motorcycle officer with thirty years in to one of the main streets. This pro- There is a lot of information involved the California Highway Patrol. vides the perfect opportunity to prac- with correct technique to each maneu- If you cannot stop, and there is no tice my swerves, as long as there are no ver, and space here is limited. room to swerve, and you are going to other road users around. I ride right up Now…for that final option if a colli- crash into another vehicle, brake as

32 October/November 2013 much as possible and, at moment of im- disc brakes, cables instead of hydraulics, pact, jump as high as you possibly can! and inferior suspensions compared to This piece of information saved the new bikes. But our skills need to be just life of a friend, Big Al, who worked at as sharp. one of the local motorcycle shops that Again, my best suggestion to help us all If you cannot I used to frequent. Ted gave Al’s class stay safe on a motorcycle is to take a Mo- the same advice. A few weeks after he torcycle Safety Foundation Rider Course stop, and there took his class, Al had a van turn left in based on our skill and experience level. is no room to front of him. He tried braking as much Check out their web-site at www.msf- swerve, and as possible and then jumped. His ap- usa.org for more information. proximate speed at impact was thirty If you, or someone you know, have you are going to thirty-five mph. His motorcycle was just started riding street bikes, or to crash into in the van, through the side door. The have returned after years of non-rid- officer on the scene said that Al would ing, you may also be interested in the another vehicle, have been killed had he stayed on the author’s new book, The Realm of the brake as much bike. His only injury was a broken right Cheetah—Helpful Survival Hints for the as possible and, ankle, which had hit the rain gutter on Beginning Street Motorcyclists. It is the top of the van as he went over. Also filled with hints gleaned from the at moment of note that stuntmen on bikes go over the author’s over ten years as a MSF Rider impact, JUMP cars on impact, not through them. Coach. It explains, in a slightly humor- as high as you We riders of vintage Japanese bikes ous way, why we have the problems need to practice our braking and swerv- riding motorcycles that we do. Look for possibly can! ing as well, but we also need to make it on Amazon.com. sure that we have more time and space Send your safety questions or con- separation than modern motorcycles. cerns to VJMC Safety Director Roger We may have old drum brakes instead of Smith—[email protected]. l

Vintage Japanese Motorcycle Magazine 33 Honda GL1000 Hydraulic Clutch Conversion by Ellis Holman

modification that I implemented Aon my GL1000 restore was a hydraulic clutch conversion. A hydraulic clutch uses a master cylinder and actuator rod. Through the connection of high-pressure tubing, this system operates similarly to a hydraulic brake system. When the rider pulls the clutch lever, a plunger is pressed into the cylinder. This results in fluid being forced out of the cylinder and into the slave cylinder. From there, the pressure of the fluid engages the push rod into the throw-out bearing. This series of ac- tions disengages the clutch. Removing pressure from the clutch lever reverses Diagram from a 1984 Gold Wing parts manual. the effects. The most important benefit of a hy- 1978 series of GL1000s. The first task, MB0-003. Small things like replacing draulic clutch is the ease of use. Gen- of course, is to obtain the needed bits. the oil seals keep you from having to erally speaking, the force required to Shown above is a copy of the 1984 remove the engine to service a leaking actuate the hydraulic clutch remains Gold Wing parts manual shows the re- seal or living with a pool of dino juice constant. In contrast, a mechanical lationship of all the parts. To fit this to on the garage floor. clutch using a cable, as does the stock an earlier Gold Wing, such as my 1975 Depending on the condition of the GL1000, the lever effort increases over model, you’ll need to have the engine cover you may want to refinish it, time. Rust, grit, and other contami- out of the frame. This was no problem too. The one I got was pretty ratty, nants enter the cable and further infor me because I was in the middle of but at five dollars I wasn’t complain- crease effort. Over time the cable will a restoration. If doing the conversion ing. I cleaned up the cover and used fray, and most often the cable will part on a budget, you can get used parts off a combination of 800 and 1200 grit at the barrel end where it enters the le- eBay or from many different used parts wet-and-dry paper and #0000 steel ver or through the adjuster where the sources. If you choose to go with a used wool to smooth the cover. I finished drag is highest. A hydraulic clutch has slave cylinder you should probably get by spraying it with the same Industrial none of these issues, but introduces a a rebuild kit. The kit contains the re- Epoxies and Sealers (IES) Silver Tone few of its own. A further consideration quired seals and springs needed to re- #4201 paint that I used for the rest of is that Honda has discontinued the build the slave cylinder. The rebuild kit the engine. This paint is a very close clutch cable for the GL1000 and these should look like that on the right. match to the original Honda paint. It are becoming harder to find. I was a little lazy and, because I want- is durable and is not affected by oil or Honda first fitted a hydraulic clutch ed to be sure nothing would go wrong fuel when properly applied. to the Gold Wing in 1984. The GL1200 once the engine was back in the frame, The GL1200 cover has the same was the first Gold Wing to drift away I went with a new slave cylinder from shape as the GL1000 cover so, either from the common Honda “parts bin” Honda. It turns out they aren’t too the GL1200 or the GL1000 cover gas- approach, and most of the parts fitted pricey, all things being relative. You ket can be used. NOTE: ONLY the to a GL1200 were unique to that ma- should also replace the oil seal in the 1984 cover has the same shape as the chine and not fitted to any other Honda clutch cover. In my case, I had a seal ’75 through ’78 clutch. Other years will motorcycle. For those who want to put sitting on my shelf from a CL175 res- not fit. Prep the gasket surfaces by re- a hydraulic clutch on an earlier Gold toration that was a perfect fit. The moving the old gasket and then install Wing, the good news is that Honda same 8x25x8 seal that fits the clutch the cover. did carry over the shape of the clutch pushrod on the CL175 is the same seal Now comes the only really tricky housing. That means it is possible to fit used in the GL1200 clutch cover. Hon- part of the conversion. The GL1200 a hydraulic clutch to the 1975 through da’s part number for the seal is 91204- used a different clutch assembly than

34 October/November 2013 TECH HELP

did the GL1000. Because of this the 1984 GL1200 part. slave cylinder, these can be had from operating rod is different. To use the I did have to do some re-bending of eBay and other used parts sources. If hydraulic clutch you can either mod- the piping to get it to go where I want- you purchase a used master cylinder, ify the GL1200 by shortening the rod ed and to tuck in around the rest of the also plan on picking up a rebuild kit. I or make an entirely new pushrod. I running gear. Fortunately the GL1000 took the easy way out and got a brand choose to make up a new one. Amaz- is a large enough motorcycle so it isn’t new one from Honda. With the engine ingly enough, I found a 24 inch length too hard to hide the plumbing. ready to be put into the frame, I con- of 304 stainless steel on Amazon.com The last bit needed is a master cyl- nected up all the plumbing and filled for a reasonable $7.12 plus shipping. To inder. This decision caused quite a bit the reservoir with DOT 5. Since this is make a new pushrod, start with 5/16” of pondering on my part. I was look- a completely from-scratch installation, diameter 304 stainless steel round rod. ing for a master cylinder that wouldn’t there were no problems with mixing of Cut the rod to 42mm, then round and look out of place, but yet would do the the various brake fluid types. I opened polish both ends. I used a lathe to shape job. There are a lot of master cylinders the bleeder valve at the slave cylinder, the ends to a nice hemispherical shape. I could have used. The most obvi- ran a bit of flexible hose to a can and The same thing can be accomplished ous choice would have been the 1984 poured in brake fluid covering the with a bench grinder and a pair of vise GL1200 master cylinder. Unfortunate- end of the tube. Letting the fluid run grips to gently hold the pushrod. After ly, that master cylinder is rectangular through chased out the bubbles of air. shaping, deburr and smooth the push- and the GL1000 brake master cylinder When the fluid was running through rod to ensure the oil seal isn’t damaged. is round. I finally settled on the Honda the tube and had fully filled the system. Next up is the required plumbing to VTR1000 Super Hawk clutch master I closed the bleeder, pumped the clutch get the hydraulic fluid from the master cylinder. lever a few times and was rewarded cylinder to the slave cylinder. There This has a round shape and is some- with a nice firm lever. are many ways to do this. Once again what similar in appearance to the This conversion will result in an easier I turned to Honda and used the stock GL1000 brake master cylinder. Like the clutch, both to operate and maintain. l

CLOCKWISE FROM ABOVE:

Slave cylinder rebuild kit.

Stock 1984 Gl1200 part for the hydraulic plumbing.

Honda VTR1000 Super Hawk clutch master cylinder

Vintage Japanese Motorcycle Magazine 35 Vintage Days at Mid-Ohio by Ellis Holman

uly means Vintage Days for many J people into classic motorcycles. For three days each year in July, the Mid- Ohio race course becomes the center of the vintage motorcycle scene. Peo- ple travel from all around the world to attend this event, and this year was no exception. For those who’ve not yet attended the event, Mid-Ohio has just about everything any motorcycle person could want. People who come 1. Overall view of VJMC pavilion area. for the racing can see road racing, dirt track racing, motocross, and trials all The member-provided bikes on dis- in one place. The swap meet has forty play ran the spectrum from the ’60s like acres of potential vendors and covers the CL90 Honda and the CA95 Honda, just about everything, from engine to to ’70s bikes like the Honda CB350F body parts, that a restorer might need. and Kawasaki 500 triples. Jim is shown New motorcycle sellers bring samples on one in photo 3. of their motorcycles so that people can The road racing events brought out give them a try. In addition to parts, many years and styles of machines. many motorcycles were on offer at the Here is but just one example of the very various vendors in the swap meet field. nicely detailed and tricked out ma- As usual, the VJMC had its presence chines that could be seen on the track, in the swap meet field. Thursday is the as seen in photo 4. day that vendors use for setting up their Saturday dawned overcast and with 2. Layout of VJMC membership sign-up area. stalls. VJMC’s crew arrived and set up intermittent showers. The showers their pavilion. This year the pavilion quickly turned into a downpour that teeth left. The Gold Wing’s cams were included an area where members could resulted in standing water under the re-timed with the new belt, everything stop by and discuss bike related issues pavilion, though not much was coming was bolted down, and the engine start- and renew friendships. in directly overhead. ed and ran happily on only the second Photo 1 shows an overview of the area. One of the club members had ridden attempt. The areas at the far right end and the in on a 1978 Honda Gold Wing; un- Around 11am Saturday morning, the extreme left end of the pavilion were fortunately it had stopped running just bike show was scheduled to start. The used to display members’ bikes. In the before reaching Mid-Ohio. The cause hard rain had slackened, and the bikes center is the members’ “lounge” area was diagnosed as a slipped timing belt. were starting to arrive at the show field, and our table where we could sign up Fortunately, it was the left belt which photo 6. new members, shown in photo 2. shut the engine down by causing the ig- Despite threatening weather condi- During our stay at Mid-Ohio, twenty nition timing to be way off. The owner tions, fifty bikes showed up for the bike new members joined the ranks of the was advised to go to an auto parts store show. Judges, including yours truly, VJMC. Thanks to Jim Townsend, Gary and purchase a timing belt. With noth- were hard put to decide between the Rhodes, Ed Bennett, and others who ing much going on due to the rain, the very nice examples on display. Among engaged the many people who had an “Wing” was rolled into the pavilion and the fine bikes in the show was this first interest in vintage Japanese motorcy- the VJMC crew set to work, shown in year Suzuki RE5, which was judged cles and had come by the VJMC pa- photo 5. Best in Show, seen in photo 7. vilion; the value of membership in our In conditions that might have ap- A category that is always difficult to club was aptly demonstrated. Some of palled Soichiro Honda, the belt covers judge is the Custom category. This year the international VJMC members from were removed so that the belts could was no exception as there were many Canada and Norway stopped by to say be replaced. Inspecting the damaged fine examples that showed ingenuity hello and to renew friendships. belt it was found that it had almost no in the creation of these individualized

36 October/November 2013 EVENT

4. Honda CR93 replica ready to be raced. 5. Preparing to replace Gold Wing cam belts.

6. Bike show crowds.

3. Jim Townsend on one of the display bikes. bikes. Photo 8 shows the First Place winner for Japanese Custom. The sun came back out around 7. Japanese Best of Show. 2:30pm. Along with the sun, the crowds returned, also. The bike show was heavily attended. After a busy day of watch- ing races, attending bike shows, and looking for parts, a nice shady spot to relax a bit and sit down was much 9. Relaxing at the VJMC pavilion.. appreciated by VJMC members who stopped by the pavilion, in photo 9. The sign up a few last minute members and sun had continued to shine and the af- grab a few more needed parts. Finally, ternoon had become warm. at 2:00 pm our pavilion came down, the Sunday came and with its arrival the last stories were swapped, and hands weather turned sunny and warm. The were shook, while the trucks and trail- previous day’s rain had made the lanes ers were loaded and the curtain came 8. First Place Japanese Custom. in the swap meet field rather muddy, down on Vintage Days 2013. We will be but that did not deter those out look- back again in July 2014 to Vintage Days ing to take home a deal. People were at Mid-Ohio. For those who haven’t combing the swap meet field for those made it there yet, I encourage you to last minute deals. Those who had long attend, and for all those who have been distances to travel were beginning the there before, make sure you make plans process of packing up. We managed to and are ready for July 2014. l Vintage Japanese Motorcycle Magazine 37

HISTORY 2013: the 30th anniversary of vjmc australia Compiled by Geoffrey Ellis from information supplied by Mick Godfrey, Mick Bulman, Janet Wild, Bart Taylor and Mike Ridley. Information verified using VJMC (AR) newsletters.

n 2012, the Vintage Japanese Motor- growing number of enthusiasts could bikes were sold, many importers held Icycle Club North America celebrated see that a Honda Dream or Yamaha only very basic spare parts, and with their 35th anniversary, and the VJMC YDS1 would become significant, gen- Japanese manufacturers introducing United Kingdom celebrated their 30th uine classics because of the technology a proliferation of changes and modifi- anniversary. Now in 2013, VJMC Aus- they employed. cations, locating parts or old bikes be- tralia celebrates their 30th anniversary. By the early 1980s, joining a club of came extremely difficult. Remember, How fitting that the 2013 VJMC Aus- collectors/restorers usually meant join- the Internet had not yet been conceived tralia Rally was held in South Aus- ing a classic motorcycle club whose and home computers were Vic 20s. tralia where the VJMC Australia was majority of members tended to believe Bikes and bits were sourced by fossick- launched on 6th March 1983. Are all that Japanese motorcycles could nev- ing [searching] them out, from word- these anniversaries coincidental? No. er attain the status of “collectible.” At of-mouth and newspaper advertise- A common founder, North American, the time, British and American bikes ments, with prospective buyers often Bart Taylor, launched the VJMC to the were extremely desirable, a fact high- traveling long distances only to find the world in 1977, and as it grew worldwide lighted in the 1987 VJMC (Australian items had been sold. Out of necessity, divided it into regions creating three Register) newsletter, when the editor Japanese motorcycle restorers desper- large VJMC clubs. was astonished that a BSA Bantam had ately needed a network and a forum. In the early 1970s, riders whose first sold for $2,500 but a pristine example This situation was the same the world motorcycle was a Honda or a Yamaha of an early GT750 Suzuki only fetched over. In North America, 1959 Honda in the late 1950s began collecting these $950. Replacement parts for Japanese C75 Dream owner Bart Taylor recog- motorcycles. Although most Japanese machines became a common problem nized the necessity of a club dedicat- bikes were less than fifteen years old, a world-wide. When the first Japanese ed to early Japanese motorcycles and

Vintage Japanese Motorcycle Magazine 39 founded the Vintage Japanese Motor- membership spread to the UK, Aus- Mike Ridley (UK) explained, “Around cycle Club in 1977. Many ask why the tralia, and other countries. Australian this time, the UK had nearly as many word Vintage was used. Bart explained, collectors heard of the original VJMC members as North America, and it was “My final choices were Vintage or An- and joined, with devout Honda Dream requiring a huge effort by Bart to keep tique, and Antique sounded too old.” owner Clive Brooks, from New South the organization going and to produce The cut-off date was set at pre-1970. Wales, being the coordinator for Aus- newsletters.” Mike proposed the pos- To keep members informed Bart devel- tralian members. sibility of the UK becoming separate oped, compiled, and mailed a regular Bart had not expected such a large, from North America. Bart was already newsletter. Bart’s rationale for starting world-wide following and could see contemplating change and explained, the club proved correct with the club that the original VJMC was becoming “As the mailings became too heavy I expanding rapidly. Word of its exis- unmanageable and costly. proposed that we split off Australia tence started to spread world-wide and In 1982, the VJMC UK was formed. As and England in order to create Asian,

40 October/November 2013 European, and North American VJMC were not any volunteers. Mick Godfrey clubs.” was not happy to see this group of Jap- South Australian Mick Godfrey was anese motorcycle owners fade into the an active member of the classic scene, background of “classic” club life. Gen- owning a Velocette and Panther, but eral conversation between Mick God- had grown-up riding Japanese bikes, frey, Mick Bulman, and other Japanese having a few in his garage. Attending motorcycle owners quickly developed a rally in 1981, Mick noticed Clive and the concept of a VJMC Australia Regis- his Honda Dream and was informed ter as an independent organization, but of the existence of the original VJMC affiliated with VJMC North America and the Australian members. Mick (NA). As Mick Godfrey explained, “We could see the advantages and quickly decided that because there were mem- joined. Around the same time, Mick bers in most states, we should initially Bulman (whose bikes have featured in set it up as a “Register” to keep the or- OBA) also joined the original VJMC, ganization loose and not ground it in which then consisted of twelve Austra- any one state, thus alienating members lian members spread over most states. in other states. This also had the added Subscription dollars went back to the bonus of not requiring a large commit- Bart Taylor and daughter Tara on his Honda, 1974. US, for which members received Bart’s tee or having meetings other than an VJMC magazine and a list of Australian Annual General Meeting, a necessity as three VJMC groups. During 1982 and members. most were busy with other interests or early 1983, the two Micks initiated all This arrangement continued until work.” the necessary documentation and the mid-1982 when Clive informed all Aus- The two Micks commenced liaising requirement for Japanese motorcycles tralian members that he would no lon- with Bart, who was already assisting to be fifteen years old or out-of-pro- ger be able to continue as coordinator, Mike Ridley to establish the VJMC UK, duction brands. and a replacement was sought. There thus complementing Bart’s plan for At a large MRA motorcycle show on

Vintage Japanese Motorcycle Magazine 41 6th March 1983 held in Adelaide’s letter which was the only form of com- brand of motorcycles with 73, Suzuki main shopping strip, Rundle Mall, the munication, and which is still in exis- 16, Yamaha 14, Bridgestone 4, Lilac 2 VJMC Australian Register (AR) was tence today. Mick Bulman organized and 1 each for Hodaka and Tohatsu. launched. Although there was very VJMC lapel badges from the VJMC UK At the Bendigo Swap Meet, 12-13 No- strong competition from other tradi- and sew on patches from VJMC NA, vember 1983, the first national event tional classic and vintage bikes, Mick demonstrating the close bond existing was held, being a stall for members to Bulman was awarded the “Best Re- between the three VJMC clubs. meet, sell parts, and also display their stored Motorcycle in the Show” for his Membership increased very quickly, motorcycles. This period saw the intro- RE5 Suzuki rotary. This created some vindicating the belief of the founding duction of the first VJMC sticker, with controversy but made all aware of the members of a dedicated club for classic the initial batch printed at no charge by existence of the VJMC (AR). Japanese motorcycles. The first edition Rudi Vuurens. The first committee was, in fact, the of the newsletter went to 21 members; Because of the increase of members, first National Committee and consist- 11 from South Australia, 5 from New five area representatives were appointed of Len Collins as Chairman (mem- South Wales, 2 from Victoria, 1 from ed. Newsletters were very informative, ber 1); Mick Bulman as Treasurer, Australian Capital Territory, 1 from and all issues contained three to four Regalia Officer, and Social Secretary Queensland, with member 20 also be- pages of “wanted to buy or sell” adver- (member 2); and Mick Godfrey as ing the first overseas member, Mr. Ta- tisements which satisfied the great need Membership Secretary and News- chibana from Tokyo, Japan. By the next of members to source or sell parts and letter Editor (member 3). Australian newsletter in August 1983, membership bikes. members of the original VJMC be- had doubled to 43, again spread over Mick and Faye Godfrey compiled the came the first VJMC (AR) members. Australia. Membership growth contin- first Members Handbook in September The first months were devoted to ued with the December 1983 newslet- 1983, containing useful information, raising community awareness of the ter stating the VJMC (AR) membership including a list of various suppliers, club. Mick Godfrey, assisted by his was now 85, with seven members from contact details for various people, mo- wife Faye (member 300), immediately New Zealand and three from Japan. torcycle dating information for Japa- started developing the quarterly news- Hondas were the most numerous nese makes, plus a couple of pages of

42 OCTOBER/November 2013 spares for 650cc W1 Kawasaki’s, which and Swan Hill was suggested by one of badge was quite large, becoming known a member had amassed. Long standing the Mildura members, who also orga- as the “dinner plate” badge. Mick God- Japanese motorcycle dealers were con- nized the runs.” Sunny days on June 7-9, frey recalls, “The size was supposed to tacted and supplied lists of old or obso- 1986, heralded the first of many rallies be 25mm diameter, but the makers in lete parts which were included. At the which was held at the Murray Downs Taiwan didn’t read the actual order and time, this was extremely helpful infor- Lodges. Judging was preceded by a vis- only copied the blow-up I had includ- mation and the reason many had joined it to a winery with free wine tasting ed for detail. The badges were consid- the VJMC (AR). and, although reports stated that mem- erably larger measuring 46mm.” Since On 5th February 1984 the first VJMC bers only had sips, one rider dropped this first rally, 1987 was the only year a (AR) run was held, starting another his Honda in the car park, blaming the rally has not been held. tradition of finishing with a barbecue gravel surface. In the next newsletter the The VJMC (AR) continued as a regis- at Mick Bulman’s house. By February editor had to ask who had won awards, ter issuing a quarterly newsletter. In the 1984, the one hundred member mark as all were having such a good time no- Spring, 1987 newsletter, members were was reached and a good rideable Yama- body recorded the trophy winners. One informed of the newly elected National ha TX750 was advertised in the news- attendee complained that some entrants Committee consisting of Chairman Alex letter for $250. Curtis (Broken Hill NSW), Secretary/ The first VJMC (AR) Annual Gener- Treasurer Grant Douglas (Broken Hill al Meeting was held on 6 July 1984 at Bart Taylor, NSW) and Rally Organizer Kevin War- Avon Motors in Adelaide, although it launched the ren (Adelaide SA). This was significant was noted in the minutes that decisions as it was the first multi-state national could not be made as interstate mem- VJMC to the committee coming to office in January bers were not present. In November world in 1977... 1988. 1984, members totaled 157, compared creating three Both Mick Bulman and Mick Godfrey to the 21 that existed in March 1983. (ably assisted by wife Faye) had taken At the AGM held on 31 May 1985 Len large clubs. the VJMC (AR) from 21 members in Collins did not stand for Chairman and March 1983 to 382 members before was replaced by David Olney (member trailered their motorcycles to the ral- standing down in late 1987. They cre- 96). The position of Rally Organizer ly when they should have been ridden ated a strong foundation upon which was created and Kevin Warren (mem- there as “even older small capacity Japa- the club is still building. Of course, this ber 57) was appointed. All members of nese motorcycles are capable of traveling would not have been possible without the national committee were still South very long distances.” support by loyal members. Australians, but state representatives Prior to the rally it was decided that The VJMC Australian Register is now were active organizing runs and activ- the badge would be posted to attendees the VJMC Inc. Australia after becom- ities for members in their states. In its after the rally and not show a date, as ing a registered association, incorporat- first eighteen months the VJMC (AR) a decision had already been made that ed in the state of New South Wales. had been extremely successful. there would not be a rally in 1987. As Bart Taylor handed the VJMC NA Kevin Warren set about organizing the the minimum order quantity was larg- over to others in 1987, but his vision of first VJMC (AR) rally being called the er than required, it was reasoned the creating a dedicated club for Japanese “June Japanese Jamboree.” Mick Godfrey badges may be used at the next rally bike enthusiasts has developed into a recalls, “We wanted somewhere central, whenever that maybe. The first rally spectacular world-wide success. l

Vintage Japanese Motorcycle Magazine 43 TECH HELP Winterize Your Engine Too by Gordon East

kay, so the leaves are going away and car and truck has exhaust systems built OOld Man Winter is coming to see from stainless to meet the five year man- you. You’re planning to put your bike up date of operational compliance with the for the winter, but don’t forget to slam the EPA. Why? The sulfuric acid simply eats door on some unwanted elements inside the exhaust away very quickly if they were your engine before you do. Winterizing not made of stainless. Our 1986 Suzuki your engine is just as important as those Savage or Yamaha XS1B aren’t so lucky. steps you take for your paint, battery, Short start-ups are the enemy and need and the fuel. Preparing the “inside” is a to be avoided whenever possible. If the Most of the moving parts are above and away necessary step whenever you are forced engine is not allowed to reach full op- from the oil. to put your bike away for the winter. Do erational temps and heat the oil so that not make short start-ups and idling a part condensation is removed, the oil will, and of your winterizing plan, you can make does, become acidic. That low ph (less things a lot worse than they already were. than 7) is not good for bearings, cranks, Short idling and quick rides can do more gears, or anything metal. It’s the same for harm than good for two reasons. the exhaust. If you don’t get the entire ex- First—Almost all metal-to-metal wear haust system hot enough to remove every on engine components occurs during single trace of moisture and condensation start-up. Once gravity has pulled all of the back in the baffles and recesses, you actu- oil down and away from all of the bear- ally leave the inside of your now obsolete Rebuilds get assembly lube applied so those ings, gaps, and clearances, metal-to-metal exhaust system with a damaging ph level new parts don’t have to start-up dry. contact and wear are certain. Only pre-lu- and likely deposits of sulfuric acid. Idling bing (process of turning on the oil pump and short runs do not rid the engine of which circulates and pressurizes the lubri- the moisture, and it’s that moisture and cation system before starting) can combat the sulfur in the gasoline that compound this, but we don’t have that system. Some to make the metal-eating poison. of the new performance cars have an elec- If you must put the bike up for the winter, tric drive on the oil pump to do this, and do so after riding it for at least 15-30 min- those who have built car engines know utes (longer is better) so that the exhaust is that you use a pre-luber shaft in your drill completely dry, plus the combustion pro- to turn the pump shaft before starting the cess has likely heated the internals so sul- engine for the first time. furic acid is not made from the moisture Here you see how the film of clean oil reduces metal-to-metal wear by preventing almost all Second—Gasoline contains sulfur. present in the atmosphere when the en- contact. Give the oil a minute to reach all of When a cold engine is first started, the gine was breathing colder air. Change the the vitals before you rev or go. moisture in the atmosphere and the com- oil and filter, pull the plugs and rotate the bustion process generates condensation. engine to get that fresh, non-acidic oil out take longer when the oil is cold and/or the This watery mix combined with sulfur of the crankcase and onto all those nice bike has been sitting for more than a few makes that nasty metal-eating sulfuric surfaces that will live longer once you do. hours. Revving and loading the engine acid. We’ve all seen the moisture coming And don’t forget—Every start-up you (as in riding) before oil has had time to out of our exhaust at start-up. The sulfuric make is done without pressurized lubrica- reach and fill the gaps between those met- acid gets pushed down through the rings tion in the top end of your engine. Oil is al-to-metal surfaces is like taking sandpa- and into the oil in the blow-by process. It pulled away from every surface above the per to them—metal to metal wear is only also gets pushed into the exhaust system crankcase level during rest. Gravity and accelerated. Give your engine a few min- through combustion where it will eat time simply pull it down and back into the utes to put oil where it should be, then go. away at the internals quickly. It is for this crankcase. Treat every start-up carefully Hang in there, Old Man Winter will be reason that all automobile OEMS went to and give the engine time to pressurize the chased from the scene soon enough, and stainless steel exhaust systems. They may oil and reach those critical areas where Spring will have you shining up the old not be pretty and use just enough stainless lubrication minimizes wear. Remember bikes for their first rides of a new 2014 to prevent rust-through, but every new that delivery of this critical supply will season! l

44 October/November 2013 TECH HELP EVENT Kansas City VJMC: 1st regional vintage japanese show by Mark Bayer, KCVJMC President, Missouri Representative VJMC

ur Kansas City club is three years old and has seen significant growth Oduring that time. From our first meeting of six people, we now have over 118 members. Our monthly meetings have also grown significantly in atten- dance as well. From an average of seven or eight, we now typically have over twenty to occasionally thirty people who join us at a local Denny’s. The restaurant allows us to use a meeting area which seats around forty people. With helmets, leather jackets, several people bringing some sort of memorabilia, and a stack of the latest fliers for some local motorcycle event, space is at a premi- um. We gather, have a short organized meeting, then talk bike stuff. During the summer months, there is often a mini-bike show outside the restaurant as well. What could be better? Late last year, at one of our monthly club meetings, we talked about how we could further develop our shows. One prominent goal was that of including other vintage motorcycle groups because many of their members have Japanese bikes. A second goal was that of developing events which could be continued as yearly events. Another idea evolved which was hosting a regional “All Japanese” show. Very quickly, the ideas came together. We decided we wanted to host a regional VJMC show which could become an annual event! I called Peter Slatcoff, VJMC’s Events Coordinator, and was thrilled that he not only liked the idea but was enthusiastic and supportive. Several other goals our club VP, Frank Sereno, and I have had blended well with the idea for a regional “VJMC Show.” These goals were the following, We hoped to bring past VJMC members back into the fold as well as creating the type of value to our club and VJMC, which would attract new members. We also wanted to start an event which could develop into a major regional show. The “regional show” idea further evolved into the hopes of developing an “anchor” event which could be consistent, would have plenty of room to grow over time, and would include other attractions beyond vintage motorcycles alone. We began looking for a partner who not only wanted to participate in our goals, but would add to the growth and potential the event would have. We began asking around about potential sites for our event and one idea stood out. One of our members, James Boughan, is an active member of a regional vintage military airplane museum, the Commemorative Air Force (CAF) and we suggested that he bring up the idea for a collaborative event between our groups with the CAF museum board. They approved the event and it was held on August tenth. The museum is about thirty miles south west of Kansas City, located at the New Century Airport in New Century, Kansas. This is a great location because it is in Kansas and we are a Missouri club. Kansas City, with its connected suburban areas, is actually a divided metropolitan area. Roughly half the city is in Missouri and half in Kansas. The metroplex is divided by a street named “State Line.” Missouri is on the east side, Kansas on the west. Even though the show was put on by a Missouri club, the event was heavily attended by Kansas VJMC members as well. Another benefit of partnering with the Commemorative Air Force is having access to their museum, airplanes, and other activities such as their “dog tag” machine (dog tags were $5), and several WWII jeeps. These qualities, along with having a huge area in which we can grow and with being able to use their hanger to show our bikes, was a definite asset. We had around ninety bikes on display and we had room for about thirty more before we would have to begin

Vintage Japanese Motorcycle Magazine 45 lining them up outdoors. CAF also had during the heat of the day got up to several vintage planes for viewing and 83. With a mild wind, the temperature one plane was offered for paid rides. could not have been better for our Even at $180 per ride (well worth it), event. By 9am the numbers of bikes a number of people took the offer up. had risen to around 40. By ten, we had Honestly, when do you get a chance to nearly eighty bikes which ultimately ride in an authentic WWII Navy CMJ grew to about ninety machines. There warplane! There were four planes on were actually two shows going on, the the runway for viewing. The 1943 one in the hanger, and the one in the CMJ mentioned above, a WWII SBC2 parking lot. At one time I counted dive bomber, a 1942 Fairchild PT19, nearly forty bikes in the parking area, and another WWII plane, an L-2 ar- which included motorcycles which tillery spotter. Every plane had a line could have been in the show. This, of interested viewers. On the inside of including a beautifully restored 1975 the hanger there were also at least six Goldwing and a perfectly restored vintage airplane engines which were of Norton 750 café (British but beauti- great interest. The CAF museum vol- ful). unteers prepared the food, which was Every hour we had a new group of very reasonably priced, and served motorcycles and riders coming in to in many other areas which we would see the show while other groups left. normally have had to cover. Because We had a great mix of motorcycles. they are used to doing events at the From an early C92E (125 Benley twin) museum, this was a great opportunity which appeared to be a 1959 to 1962 for both groups to work together and bike, to the fully restored authentic cover the many tasks such as parking, 1974 Rickman Café, we had a great safety, and security. collection of bikes. Of course many , The event was scheduled to start at 70s CB 175s, 350s, and 750s were 8am but a number of the KCVJMC shown, as well as a number of Yama- group showed up before 7am as did ha RDs of the same period. A CBX, an , the CAF people. It was a great day for RZ 350, and a number of late 60s to , a show and was unusually cool for an early 70s dirt bikes were also shown. August in the Midwest. It was around Several Kawasaki Z-1s and several 70 degrees early in the morning and Hodakas were in the mix as well.

Vintage Japanese Motorcycle Magazine 47 Typically, bikes show up early at our shown were close to or older than events, but but my guess is that be- twenty-five years old. Secondly, near- cause this was a new location and a ly half of the bikes shown were from longer drive for most, many showed people who had not shown in one of up a little later than normal. The far- our events before. This indicates that thest traveler came around 350 miles, we are reaching new people. Thirdly, and we had an abundance of first time we definitely drew people from great- visitors as well. It’s hard to estimate er distances and fourthly, we received numbers in such a large area but, so many positive reviews about the without a doubt, the numbers were show that we feel certain we are de- well into the hundreds. I personally livering a good show for the Japanese interviewed over fifty people and was motorcycle enthusiasts. Finally, the surprised at how many had been past show was managed with such finesse VJMC members. I was also surprised that it started and finished with al- that many were tracking our club’s ac- most no problems. tivities on the Internet. As usual, there The first “Midwest Regional Rally were also many who had never heard & Show” was a genuine success. If we of the VJMC. could duplicate this same event next There were several things which oc- year it would still be a great and mem- curred in this show which indicate orable show. We are already working that we are seeing some positive de- on some improvements which we can velopments taking place. First, the implement in 2014. I have no doubt mix of older bikes versus newer mo- that this show will become an import- torcycles was better than any show ant event to promote the VJMC in the we have ever had so far. Around Midwest. I am already counting the eighty percent of the bikes which were days until next year’s event! l

48 October/November 2013 FROM THE EDITOR A Primer on Creating Magazine Articles by Mike Fitterling

intage Japanese Motorcycle Maga- Vzine is truly a member-made publication. Articles are almost exclusively from the minds and cameras of our own members. There is a wealth of technical information, historical knowledge, and many entertaining stories among our members. As an encouragement to share your stories with the membership as a whole, the club offers $100 for stories selected as features and $50 for all other article submissions. For those who want to exercise their writing and photography skills, I offer this short primer on going about producing an article that will be a good candidate for Image at 100% scale, 50ppi. Image at 100% scale, 300ppi. publication. of the window on the left side. magazine that does all the formatting Content is King To determine what constituted a mag- work, so all that is needed is simple text. Not everyone is a budding author, and azine page, I counted the words in a full The best thing to do is simply type a that’s okay. The story is what’s import- two pages in the magazine at the type paragraph, hit “Enter” twice, then type ant. We want to know about your bike, size we use and came up with a figure of your next paragraph. If you have infor- your experiences, and any history you 1516, so lets round that down to 1500. mation that needs to be tabulated in a can share about Japanese motorcycles. If you reach that number and are pub- specific way, then go ahead and create If you have a good story to share but lished, you should fit the criteria for a those tables as simply as you can and we feel your writing skills are not up to par “Feature.” Don’t be shy about submit- will use your examples as a guide when don’t worry; we have experienced peo- ting something smaller. Not all articles laying it out in the magazine. There is ple ready and willing to proofread and have to be this long. If you simply want an understandable tendency to want help edit your article. to share your story and don’t care about to try to make an article look attrac- the hundred dollars, shorter stories are tive when you send it in, but resist that Writing the Article fine. Usually, stories much longer than tendency and send in as simple a file as The “Submit Your Story” advertise- the two pages are harder to fit in, so it possible. Don’t try to insert photos into ment in the magazine states “...$100 is best to keep the story at that limit or your story, or wrap text around them, for feature stories (typically at least 2 close to it, unless absolutely necessary. simply type in the file name of the pho- full pages with 4 or more photos).” So, When it comes to acceptable file types, to you want between paragraphs, or let’s start with what is a “page”? A page you may send in files with the .pdf (Ac- near where the photo references, and of text on your monitor or from your robat), .rtf (Rich Text Format, most we will do the fitting for you. printer may not translate to a page in word processors offer this as an export the magazine. To determine if your ar- or “Save As” option), or .doc (Microsoft Photography ticle is an appropriate length, the easiest Word) file extensions. Once in a while Good photos add much to a story, so way is to do a word count. You can use we receive stories on paper, rather than send lots. We may not use them all, but the built-in word counter included in as computer files, which is alright, too. more will give us the chance to pick and most word processing applications (or When typing your story, don’t bother use the best. We can accept photos with simply count the words manually). You with a lot of fancy formatting. We are .jpg, .pdf, .bmp, .tiff, or .psd file exten- may have to poke around to find out going to copy and paste the text any- sions, or we can scan from originals. where this function is in the program way, and all that work will be lost. We Resist the urge to place your photos you use. In Microsoft Word, the most lay out the magazine in a specialty pro- within the article. While we can some- popular word processing application, gram with its own formatting options times work around this and pull the word count will be found at the bottom and style sheets customized for our photos out for use in the magazine, it

Vintage Japanese Motorcycle Magazine 49 can severely limit how we can use the your photos for print and for adjusting essary, but give us something to go on. photographs. Instead, send in the in- them for color and exposure. If there are people in the photos, list dividual photo files when you send us Of course, other qualities of good their names, stating “left to right” or your article. If a photo needs to appear photography make for better sub- whatever works for identification pur- at a certain point in the text, just make missions, such as sharp focus, proper poses. If the photo was taken by some- a simple indication of that in the article exposure, and lack of clutter; and a one other than yourself, name that where the photo needs to go. variety of landscape and portrait ori- person so they can be given proper Because of the differences between a entations can make a layout more in- credit. You can type this caption list at monitor and a printing press and the teresting. the bottom of your article if you’d like. physical limitations of the printing pro- Speaking of portrait-oriented pho- cess, what looks good on screen may tos, the cover has the same orienta- Contact Information not look good printed. Bigger photos tion and we are often hard-pressed to If any questions come up while we are best for the magazine. If you are not find a photo that will fill the complete are putting together an issue, it is very sure of the size of your photo file, sim- cover page. If you have produced a helpful for us to have your contact in- ply right-click on its name and choose feature article, then it is very helpful if formation. That way we can contact “Properties” and then the “Details” tab, you include a few photos with the cov- you if something in your article needs where the size will be listed in pixels. er in mind, in case yours becomes the clarification. If you provide an email Without getting too deep into tech- “Cover Story.” When you do any por- address, it gives us the opportunity to nicalities, here’s a rule of thumb to de- trait-oriented photos, take a second run the edited version past you before termine if your photos are big enough version that is not zoomed close in, publication, to make sure any editorial to print properly in the magazine. For and make sure it is sized appropriately changes we’ve made didn’t alter your every inch a digital photo is intended to (2550x3300 pixels or bigger). That way meaning. Plus, how will we send you a be printed, the file should be 300 pixels. we can crop out what we need and ac- check when you are published in Vin- Sometimes we can fudge that number a commodate the title banner and other tage Japanese Motorcycle Magazine if little, but printed quality will suffer. text without obscuring the subject of we don’t have your address? Ideally, we Here’s an example: If you want to print the photo. would like your name, address, phone a photo five inches wide and four inch- number, and email address. es high, the digital photo should mea- Captions Every issue requires almost 16,000 sure 1500 by 1200 pixels (300 x 5 by Remember to send in captions for words worth of articles, so there is a 300 x 4). In Vintage Japanese Motorcy- your photographs. In the member never ending need for additional ma- cle Magazine the margins are seven and magazine survey last year, members terial. As each issue is published, the a half inches from left to right, so if a indicated they would like to see more existing pool of articles on which we picture is to be printed the full width of captions with photos, so don’t skip this can draw is further depleted. We count a page it would need to measure 2250 important step. “IMG_1224.jpg” won’t on you to fill that pool up again. pixels wide. tell us much about the subject of your Remember, this is your club and this It doesn’t hurt for the photo to be photo, and we will have to guess to is your magazine. Sharing your stories bigger. A bigger photo may allow us caption it or simply not caption it at and experiences is a great way to add to to crop your photo and still print it at all. You can simply list the file name the collective knowledge of your club a decent size. A bigger photo gives us of your photos, and after them suggest and make that knowledge available to more options when it comes to sizing captions. We can reword these if nec- current and future VJMC members. l

50 October/November 2013 Vintage Japanese Motorcycle Magazine 51 CLUB BUSINESS Call for VJMC Board Nominations by Bob Leonard, VJMC Secretary

he goal of the VJMC election process is to assure the continued success of the Tclub by selecting qualified, motivated individuals for leadership roles. Election VJMC to the VJMC Board of Directors means that nominees are committed to serving BOARD OF DIRECTORS in a working role. Directorship is not an honorary or ceremonial position. Ac- ceptance of a nomination indicates a candidate’s willingness to hold one or more ELECTED POSITIONS specific jobs providing continuous service to the Board of Directors during the two year term. OFFICERS Some of the specific jobs include: Field Rep Coordinator, Regalia, Legal Counsel, President Advertising Director, Event Coordinator, etc., while others will serve as officers: Vice President President, Vice President, Secretary, and Treasurer. Several jobs demand ten to twenty hours of work weekly, especially during event season. Monthly Board of Secretary Directors conference call meeting participation is required for ongoing gover- Treasurer nance matters. Eligible nominees must have been a Field Representative for at least one year SUPPORTING ROLES or have evidence of significant past contributions to VJMC activities, and pass a Field Rep Coordinator background check. All nominations (Self-nominations are welcome.) should be Regalia sent to the VJMC Secretary, Bob Leonard, at [email protected] or call 602-788- Legal Counsel 7302 by November 1, 2013. The election process will take place in November-De- Advertising Director cember 2013, with results certified by legal counsel and the club’s CPA. Ballots will Event Coordinator be cast by VJMC Field Representatives of record at the time and existing Directors. Newly elected Directors will begin their duties on January 1, 2014. l

52 October/November 2013

54 October/November 2013 EVENTS Events Corner by Peter Slatcoff, [email protected]

oving into the final stretch of the Registration is now open and more M 2013 event season we find our- than twenty-eight people are already UPCOMING EVENTS selves preparing for one of the biggest pre-registered. It’s not too late to make and best events for 2013—Barber Vin- your plans to join them and meet other October 11-13 tage Festival. We would like to invite VJMC members from all over Florida. Event of the year! all our members and friends to join us Finally the best month of the year— Barber Vintage Festival this year for the Eighth Annual Barber December. There is nothing like a VJMC Leeds, Alabama Vintage Festival. Predictions are that Christmas in Florida. Some of you may we will see a dramatic increase in atten- not agree, but for Florida VJMC mem- November 2-3 dance at this year‘s event. bers it’s paradise, because we can ride Florida State Rally & Bike Show Following the Barber event is my per- 365 days a year. To prove it, on Decem- Silver Springs, Florida sonal favorite—the Florida VJMC State ber 15th we will mark the fourteenth an- Rally and Bike Show. This event takes niversary of the Florida VJMC Christ- December 15 place November 2-3, 2013, at the Sil- mas Ride. We will once again meet at the 14th Annual ver River State Park in Silver Springs, Coney Island Grille for a “dog” and to VJMC Florida Christmas Ride Brooksville, Florida Florida. Local residents and members, share some camaraderie before depart- John Davis and Tom Forillio, have vol- ing on a guided tour of some of the best unteered to be our ride captains for riding in rural Florida. Arrive early for 2014 EVENTS this year’s rally. No one knows Florida’s a chance to hear the tales from Norm, rural roads or the highlights of those Smith, Paul Enz, and Bill Granade on Eighth Annual Dania Beach routes any better than local school bus the long standing legacy of this ride. Vintage Bike Show drivers, so you won’t want to miss the Looking ahead to 2014, our event plan- Dania Beach, Florida surprise highlights of what they have ning is already underway. We are con- planned for our rides. The bike show sidering a number of events in which International Vintage Motorcycle will take place inside the Silver River VJMC will either host or be a major Swap Meet and Bike Show State Park. Part of the show includes a participant. If you are considering an Lake County Fairgrounds, Eustis, Florida special trophy presentation to an entry event or already have an event planned, in the 200cc and under class honoring please provide that information utiliz- Riding into History a special young member, Seth Zaiser. ing the “Event Request Form” located World Golf Village This presentation will be known as the on the VJMC website under the tab ti- St Augustine, Florida “Z-Man” award, presented annually tled “Event Support.” This information VJMC National Rally at the Florida VJMC State Rally bike is needed to allow us to inform the club Spring Mill State Park show. Seth was one of the founders and members about the various events, up- Mitchell, Indiana promoters of the Moped Army. In light date the club calendar, and to request lia- of that, an invitation has been extended bility insurance coverage for you and the AMA Vintage Motorcycle Days Lexington, Ohio and accepted by our friends, the Moped event, thus protecting you and the club Army, to join us for this special event. in case there is an unfortunate incident VJMC Mid-West Rally & Bike Show There is a special story surrounding during the event. By no means should Kansas City, Kansas Seth and this trophy that we will share this be construed as a negative, but as West Coast Rally with you during the event. a proactive measure to protect you, the Location TBD For those of you who can make the Ice membership, and the club. Breaker on Friday night you are in for a The 2014 VJMC event calendar will Barber’s Vintage Festival special treat. Club member Vince Ciot- be updated as additional details be- Leeds, Alabama ti will do a presentation on six cylinder come available. As we move forward, Florida VJMC State Rally motorcycles titled the “Joy of Six.” His this magazine, the website calendar, Florida location TBD presentation will focus on six-cylinder and the Facebook page titled “VJMC , , 15th Annual motorcycles of the 70s and 80s. You North America Inc.” will be the prima- VJMC Florida Christmas Ride will also have the unique opportunity ry sources for information for events Brooksville, Florida to view his motorcycle display of the and club happenings. “Joy of Six.” See you soon at an upcoming event! l Vintage Japanese Motorcycle Magazine 55 56 October/November 2013 ADVERTISERS SPOTLIGHT

www.z1enterprises.com Now in our 11th year! New starter motors Z1 Enterprises is dedicated for the Kawasaki Z1 & to providing quality parts for KZ1000 from Rick’s Vintage Japanese Motorsport Electrics! street motorcycles. The 4 brush, permanent 1,000’s of parts magnet design provides in stock! 20% more torque than OE. Whether you order via Retail is $220 and includes our website, or call to a one year replacement place an order, we’ll ship warranty. promptly and provide technical help NOT JUST on parts we sell. phone FOR WORk [603] introducing another Z1 Enterprises, Inc. 329-9901 diamond gusset original: 3720 Union Street industrial blue jeans Marion NY 14505-9652 fax Rugged enough for every job and Phone [603] extremely comfortable for play. (315) 926-5054 x111 329-9904 order now and sign up for our monthly $100 giveaway fax www.ricksmotorsportelectrics.com at gusset.com! (315) 926-5841

NEW replica parts for CB750K HAGON SHOCKS are coming FOR ALL OF YOUR soon! VINTAGE NEEDS • DIRECT REPLACEMENT & CUSTOM SHOCKS • MANUFACTURED IN-HOUSE IN THE U.K. • 2 YEAR GUARANTEE METRORACING’S 2014 CALENDAR Better hurry, these ‘14 calendars filled with 12 awesome vintage bikes and beautiful Metro girls will sell 760-798-8015 out quicker than a brand new, CR125R! [email protected] fresh out of the crate! www.yamiya750.com Available from www.metroracing.com WWW.HAGONSHOCKSUSA.COM or toll free 877-746-3876

Vintage Japanese Motorcycle Magazine 57 A vintage Japanese motorcycle for the VJMC is 20 years old or older and CLASSIFIEDS of course, Japanese. Please be aware of publication deadlines. For an upcoming issue, ads PLEASE NOTE: are due by the 20th of the month of the preceding issue’s release. For Ads will be run for ONE ISSUE ONLY. Please example, ads for the December/January issue are due by October 20. If you have business related ads, please consider taking out a commercial resubmit via www.vjmc.org or contact our display ad. Contact VJMC Ad Manager Gordon East at 864.944.8687 or Classifieds Editor Gary Gadd by email: [email protected] for details and rate information. We can now offer color photos to accompany your ads. Cost is a minimal [email protected] if you wish an ad to run $10 per photo per issue. Payment via Paypal is available on the VJMC website. For payment by personal check, please address payment to longer. Also please if your post has been “VJMC” and send to the address below. Photo ads will appear in the fulfilled. This will help keep our classified magazine issue following payment. ads as current as possible. GARY GADD • 3721 HOLLAND ST. • FORT WORTH, TX • 76180 / 817.284.8195

1965 Honda CL77. A beautiful, da Mopeds, lots of seats and [email protected] better than new, 305 Scram- side covers. 4 CB750 4 cyl gas FOR SALE bler. Number 1500 of the initial tanks, $60 and up. Bridge- run of 305s. 7600 miles, new stone 100/150 seat, very nice, 1969 Honda CB77. Registered in everything. $6000. Bob Park, $100. Ken Krauer, 845-266- 1969. Last year made, original BRIDGESTONE 330-714-6970, Akron, Ohio, 3363, Salt Point, New York, condition. Red with later Hon- [email protected] [email protected] da pipes. Top end needs work. Call for details. Al Teixeira, 510- 1967/70 Bridgestone 175 Dual 961-8012, Hayward, California, Twin, Hurricane, Scrambler, [email protected] SR175. Selling collection. Dual Twin was last running bike, has non-op status. SR175 complete For 1969/72 Honda SL350, shift except exhaust. Call for details. levers. New reproductions, two Asking $5000. Al Teixeira, 510- different styles. One for the 961-8012, Hayward, California, 1969 SL350 K0 with electric [email protected] start. One for the SL350 K1 and K2 models. $29.99 each plus 1967 Honda CA77 305 Dream. 1968 Honda Super 90. Only $6 shipping. 18 tooth counter- HONDA Very good mostly original con- 5341 mi. Unrestored, new shaft sprockets. Honda only of- dition. New speedometer, muf- muffler, runs fine. White with fered 16 tooth sprockets. This 18 tooth sprocket is like adding 1963 Honda CA95. 150cc twin flers, newer tires. Recent tune clean Illinois title. $1800 obo. a 6th gear. US made sprock- Baby Dream. 4500 miles, runs and new battery last summer. Contact me for more photos. ets, accept your original 520 GREAT! All paint is original and Very nice original paint. Two Can coordinate shipping or chain and lock plate so noth- in very good condition, but does time AMCA award winner. bring to Barber Oct 12. Burt ing else to buy. $34.95 each have some age showing. Tires Comes with original and a solo Richmond, 312-951-8981/312- plus $6 shipping. Please spec- and seat are very good. Rust seat. Needs nothing, every- 952-3102, Chicago, Illinois ify your model. Please specify on front rim. Overall very good thing works. Runs great. Can [email protected] your model. Tim Parsons, 918- condition. Jim Atchison, 325- be seen on YouTube. $3800. 633-2953, Tulsa, Oklahoma, 255-1508, Clermont, Florida, Rallen Fontenot, 337-230- [email protected] [email protected] 8283, Youngsville, Louisiana, rallenfontenot@cox 1970/72 CB/CL/SL175 parts. 1967 Honda CL77. Original Including frames, motors, scrambler in pretty good con- carbs, tanks and forks, lots of dition. As complete as I could good parts, including a 1968/69 make it over the 20 years I CL175 starter delete motor. have had it. Seat has been re- Pete Wiedmaier, 607-426-7447, covered and tank has been 1969 Honda CL125A. Unre- [email protected] coated inside. Runs good but stored, original condition, 5091 needs a little expert finishing. mi. Runs great no dents. It really 1964 Honda 305 Dream Tour- $2900. Tom Hendricks, 931- is as nice as the photo. Candy ing. Professionally restored. 200-5642 Crossville, Tennessee, apple red/silver. $2500 obo. Last TD Bash black seat with over- [email protected] ride was 92 miles, back roads in all black stock color. Needs B’ham, AL. Email for more pho- nothing, has repro www tires. 1968-81 Hondas. Parting out tos. Can coordinate shipping $6895.Lee Stewart, 903-797-3465 50 Japanese bikes, mostly Hon- or bring to Barber Oct 12. Burt Gilmer, Texas, [email protected] da. $75 each or will part out. Richmond, 312-951-8981/312- Includes Yamaha and Hon- 952-3102, Chicago, Illinois

58 October/November 2013 CLASSIFIEDS

1971 Honda CB100. Complete- [email protected] 1978 Honda CB750A Hon- manual. Photos at www.box. ly restored recently. All black is damatic. This bike is in excellent com/x/7cc8jgmypdvtegc97j44. powder coated, wheels by Bu- 1975 Honda CB400F. Restored, condition and just requires a Mark Bentley, Lexington, Ohio, chanan’s with stainless spokes frame up. 3500 miles. New rider. $2800. Cindy Trujillo, 303- [email protected] and nipples. Paint is House of Hooker header and muffler. 351-8397, Lakewood, Colorado, Kolor candy apple to match the [email protected] New paint, seat cover tires. Have 1990 Honda Hawk GT 650cc. OE color. The bike was written pictures. $3500. Mick, 518-673- up in Motorcycle Classics Maga- Red, 6k original miles, mint con- 3483, Canajoharie, New York, For 1980 Honda CB125S, side- dition. No dings, scratches, cor- zine in the May/June 2012 issue. [email protected] I also won the trophy for “best cover badges. Gary Miles, 707- rosion, etc. Asking $4500. Email restored Japanese motorcycle” 463-0672, Ukiah, California for pics. Miles Albertson, 352- at Miller Motor Sports Park in 494-7717, Gainesville, Florida, [email protected] Tooele/Salt Lake City Utah in 1982 Honda CM450A auto- Sept. 2012. The asking price matic. Color brown. Nice orig. $2999 obo. I have receipts for condition. 8700 miles all put over $6100. Serious inquiries on by me with care. Runs per- only please. Email. Chris Keele, fect. New battery and tires. 435-673-1366, St. George, Utah, $995. I am 15 miles south of [email protected]. Rhinebeck fair grounds Super AMC meet site. Ken Krauer, 845 1976 Honda CJ 360. 8000 266 3363, Salt Point, New York, miles, factory cafe style built [email protected] in 1976/77 only. Factory starter delete, ‘75 CB360 carb set Honda CB50R. BenlyReplica totally rebuilt and a stage 3 jet 1983 Honda CR250. Complete w/deep valence fenders. Pur- kit installed, modified Kerker rolling chassis. All original, very chased new in Tokyo in 2003, header. New seat cover, original low hours and in excellent con- spent more on FedEx shipping paint, comes with the original dition. Ideal for vintage racer than the price of the bike. 185 carbs and seat , easily returned or parts bike. $2000 obo. Also km. comes with Japanese li- to stock original with a stock available, engine and exhaust cense plate. Interesting rota- 1973 Honda CB350Four. This is exhaust system and the extra parts. Call or text. Scott Jones, ry shift. Next gear after 4th it a sweet bike to ride. It is in great parts that are included. $2,500. 831-227-3261, Santa Cruz, Cali- rolls back to 1st again. Have shape with a few minor dings. Pete Wiedmaier, 607-426-7447, fornia, [email protected] tools & owner’s manual. De- Pictures available upon request. [email protected] Asking $2500. Cindy Trujillo, 303- lightful ride. Can bring to- Bar 351-8397, Lakewood, Colorado, 1986 Honda Magna VF11000C ber Oct 12. Red/silver. $3200, [email protected] 1978 Honda CR125M. After- V65. $3250 cash. Like new. For obo. Email for more photos. market plastic tank and fend- details and pictures see at http:/ Can coordinate shipping. Burt ers. MR175 seat, otherwise www.rcycle.com/FOR-SALE— Richmond, 312-951-8981/312- For 1974 Honda CB200/400, original. Low hours. $3000 V65-magnas.html. Bob Custer, 952-3102, Chicago, Illinois parts. Stator for 450’s, $50 obo. Also available MR175 en- 540-972-5511, Locust Grove, [email protected] includes shipping. Speed- gine, ported, Mikuni conver- Virginia ometer, complete with ca- sion, Snake pipe. MR175 rear ble for CB200’s, $40 includes wheel and other parts. Call KAWASAKI shipping. Steve Ligon, 903- or text. Scott Jones, 831-227- 876-0170, Frankston, Texas, 3261, Santa Cruz, California, 1968 Kawasaki F3 Bush- [email protected] [email protected] whacker 175cc. Asking $3500. Contact me for more information. Kurt Emery, 616- 1974 Honda CB750. 2500 miles 1978 Honda CB750. Clear Ohio on professionally rebuild en- 690-6911, Muskegon, Michi- title. Restoration started but gan, [email protected] gine. 836cc piston kit with a new not complete. Call for pictures. mild cam and chain, new rollers Dave Ramsell, 330-243-0651, and valve springs. Dyna elec- Ohio, [email protected] 1989 Honda NT650 Hawk GT. 1974 Kawasaki H2. Well done tronic ignition with high output Starts and runs well. Regular- 750 triple with Wiseco pistons. coils. Aftermarket chrome air ly serviced with oil, filter tires, Everything works good. Very filter cones, Barnett clutch, new batteries. Always stored in the fast, very clean. Email for link to Barnett clutch, rebuilt starter, garage. 10000 miles on the pics and videos. Kim, 714-618- new brakes and drive chain, odometer, may not be orig- 3772, Santa Maria, California, recovered seat. Extra metallic inal mileage. Has the single [email protected] red gas tank and matching side sided swing arm. Only pro- covers included. $6500 obo. duced from 1988-91. Original Steve Coleman, 714-742-0576, operators manual and tool Orange County, California, kit, plus official Honda service Vintage Japanese Motorcycle Magazine 59 the US and forerunner of the X6 Hustler. Professional res- YAMAHA toration with correct period Misc. FOR Sale Suzuki blue. Very showy bike Yamaha parts. 4 boxes of YA6 with lots of chrome. Extremely parts, 2 boxes of YAS1C parts, 2 rare. Asking $5495, appraised boxes of YG5T parts, 1 of HS1. Back issues of the Vintage Japa- at $5095. Buyer arranges ship- Will sell by the piece, box or lot. nese Motorcycle Magazine be- ping. Contact Lee Stewart, All parts are used, too much to ginning with issue #2 and ending Gilmer, Texas, 903-797-3465, list or ship. A pickup full. Call, with the current issue. Not an 1975 Kawasaki H1 Triple. Re- [email protected] send a list, or visit. Fred Klopp, entirely complete run, but more cently rebuilt motor, frame 717-273-0141, Lebanon, Penn- than 150 interesting and infor- converted to mono-shock, sylvania, [email protected] mative issues. $185. Bill Trible, dual disks on front, SS brake 1974 Suzuki T500 K. Standard, 703-759-5912, Vienna, Virginia, lines, new tires. Rebuilt carbs stock original with rear grab [email protected] with new jets, floats, needles, rail. New tires, new chrome For 1976/81 Yamaha XS750 and seats, rubber and gaskets. chain guard. Runs and per- XS850 Triple, gasket sets. All Starts easily, runs great and forms well. $2100. Mike Reed, kits contain o-rings for a com- Japanese Bikes. Retiring, sell- idles fine. Everything works. 773-617-8645, Chicago, Illinois, plete rebuild and valve seals ing my 4000+ lines of Kawa- Paint has a few chips. Over- [email protected] and exhaust gaskets. 1976/79 saki, Suzuki, and some Honda all, very presentable. $3200. XS750, $79.90. 1980/81 NOS vintage parts. Listed at Barbara McDermott, 407- XS850, $79.80. Plus shipping my site, VirtuallyJunk.com. 1976 Suzuki GT185. Barn fresh, 568-7337, Christmas, Florida, & handling. PayPal or US post- Asking $10k for it all, includ- [email protected] complete and all original ex- ing rights to my site and concept for seat. Have the origi- al money order. Steve, 814- tents. Bruce Mangels, 520- nal seat. Motor has fresh set 899-3935, Erie, Pennsylvania, 457-3035, Tombstone, Arizona, For Early 1980’s Kawasaki KZ750 of gaskets. Asking $2200 for [email protected] [email protected] Four, Ltd, parts. Used parts, an excellent bike with original most with issues, but usable. patina on it. John Homan, 703- 1979 Yamaha RD400F Dayto- 927-9871, Ashburn, Virginia, Rear fenders, $25. Rear seat, na Special. Original owner, all 1968/81 Hondas. Parting out 50 [email protected] nice, $40. Exhaust shields, $10. original parts to put back to Japanese bikes, mostly Honda. Haynes manual, $5. Tail lamp, stock. Only 6k miles, runs great. $75 each or will part out. In- $25. Tachometer bracket, $10. 1982 Suzuki GS1100G. Orig- Not all chopped up. Call for cludes Yamaha and Honda Mo- Ignition switch cover, $5. Warn- inal owner, excellent condi- more info and photos. $7500. peds, lots of seats and side cov- ing lamps, $20. Lewis, 714-809- tion. Always garaged, 23000 Mike Freeman, 714-488-1725, ers. 4 CB750 4 cyl gas tanks, $60 4198, Orange County, California, miles. Dyna S ignition installed. Huntington Beach, California, and up. Bridgestone 100/150 [email protected] Needs minor wiring, shaft drive. [email protected] seat, very nice, $100. Located $3500. Mike O’Kelley, 772-971- near Rhinebeck, NY, AMC su- w 5607, Port St. Lucie, Florida, per meet site. Ken Krauer, 845- SUZUKI [email protected] 266-3363, Salt Point, New York, [email protected] 1964 Suzuki M31. 55cc step thru, very similar to the Hon- da Cub in style with plastic leg 1959/79 Honda collection. 49- shield. New battery and tires, 1047 cc. Selling 50 year collec- repainted years ago, looks tion. From junkyard to museum good and runs good. Also have pieces. Paul Crippes, 707-894- a Yamaha DT1 and a Honda 3174, Cloverdale, California, CT90. John Balistreri, 928- 1980 Yamaha Champ. Strong [email protected] 864-6658, Seligman, Arizona, shaft drive, oil injected 2 stroke. [email protected] Perfect bike for picking up gro- 1983 Suzuki FR50. Great around ceries or parts with giant from Japanese bike parts supply. town ride or pit bike with large basket and rear rack. Clean & 10’s of thousands of parts, new luggage rack, oil injected 2 delightful, 1700 mi. Sold with and used. Reasonable price stroke. Easy on gas, 35 mph. Only Bill of Sale. $850 obo. Email in order to make a speedy 765 mi. blue. Recent tune up. for more photos. Can coor- deal. Gene Crump, 662-369- $825 obo. Email for more pho- dinate shipping, or bring to 4542, Aberdeen, Mississippi, tos. Can coordinate shipping, or Barber Oct 12-14. Burt Rich- [email protected] bring to Barber Oct 12-14. Burt mond, 312-951-8981/312- 952-3102, Chicago, Illinois Richmond, 312-951-8981/312- [email protected] For Kawasaki, parts. OEM gen- 952-3102, Chicago, Illinois erator rotor, new in box for 1964 Suzuki T10 Crusader. First [email protected] KX250, 1986 D2, 1987 E1 and of the 250 Suzukis imported to www.vjmc.org F1, part no 21007-1141. Gen-

60 October/November 2013 CLASSIFIEDS uine red headlight body, com- Part # 14331-292-010. Jim- ers, owner’s manual, workshop before I can buy it. Prefer a plete, for 1984/86 KLT 110 A1, my Guerrero, 713-304-7469, manual, set-up manual, toys/ bike in the Seattle or Portland 1985 KLT 160 and 1983/84 200. [email protected] models, old photos, etc. related area. Rick, Everett, Washington, OEM 5” headlight lens reflec- to the 1979-1972 CBX. Also pe- [email protected] tor with socket connector for riod aftermarket fairings/body- G5/KD/KV/MT1. Hard to find For 1969 Honda CT90, rifle work. Let me know what you For 1975 Suzuki TM75, search- sprockets for 525 chain like scabbard. Offered as an op- have and how much you need! ing for a rear fender. Part A1/S1/etc. 20 top end OEM tion from Honda. It fastens to Ian, (626) 444-9358, California, number is 63113-26100-163. gasket sets and 10 complete the triple clamp and places [email protected] Needed for restoration. Mike sets. KZ400 clutch plates. For the scabbard along the fork Runnels, 703-753-8114, Virgin- 1979/82 KZ1300, front turn tubes on the right hand side. For 1980 Honda CB125S, need ia, [email protected] signal 23040-1021 and rear Chris Keele, 435-673-1366, fuel tank. I think a 1977/82 turn signal, 23040-1022. Set of [email protected] tank would work (the ones with coils for KZ1300. Coils for H1. For 1976 Suzuki RM125N, the locking fuel door over the OEM plug wires for 1966/71 stock silencer. NOS or used. Honda C105T. Looking for a bike cap) but a red with gold logo A1 and 1967/71 A7. Fork seals Also need NOS front fork pro- in good condition. John, 845- 1980 tank would be a big plus. for 1974/75 KH250, 1974/78 tectors. Gene McDaniel, 334- 633-4579, Kingston, New York, No big dents, and reasonably KH400. Brakes for most includ- 365-1997, Prattville, Alabama, [email protected] clean on the inside. Tim Bend- ing H1/H2. New in box chrome [email protected] er, 972-822-1458, Dallas, Texas, oil pressure gage with fittings [email protected] for KZ900/1000. Carb kits for For 1970 Honda SL100, looking KZ400/550/650/750-4. Fuel pet- for parts. Need chrome chain YAMAHA cock rebuild kit for KZ440/550. guard, kickstand with good base, For 1982 Honda CB750SC Night 1st over piston set for 1971/73 left hand original style handle Hawk, need both engine pro- For 1962/64 Yamaha TD1B, F6. 1st and 2nd over piston sets grip, seat with buttons on the tection bars (crash bars) and the original front fender and brac- for G4 TR Std. 1st, 2nd and 3rd side if possible, stock exhaust left side crankcase round cover, es for production road racer. over rings for 1979/2000 KX80. pipe, front brake light cable, orig- approx 5” dia, chrome plated, Please send price and condition, New engine guards for 1980/83 inal tool kit with bag and strap, three screw holes, marked Hon- pictures preferred. John T Har- KZ550, 1977/83 KZ550 and 17” rear and 19” front wheels da. Sherrill E Watkins, 704-896- ris, 918-855-3537, Oklahoma, 1980/82 KZ750. Tune up kits with good chrome, chrome gear 7014/804-221-8686, Cornelius, [email protected] for 1977/79 KZ650, 1976/77 shift lever, chrome rear brake North Carolina, [email protected] KZ750 B1/B2, 1980 KZ550 A1, pedal, chrome headlight ring, 1980/82 KE125 A7/A8/A9 and side cover badges, seat (with 1966 Yamaha Twinjet 100 YL1. most 1980’s 90/100/125cc. studs on the side) or just the For 1982 Honda CB900F, body Looking for a high quality or Points and condensers for most studs, handlebars with good parts, fuel petcock, left side perfectly restored 1966/67 YL1/ others. New chain adjusters for chrome (cross bar style pre- cove, silver blue stripes and any YL1E. Any color considered. I’m KZ900. Front and rear sprockets ferred), performance cam. Dan black/orange striped parts. Rick, located in the Midwest and can for old and new. Lots of control Hall, 941-504-2883, Sarasota, Boise, Idaho, 208-249-9873 drive to pick up. Feel fee to email cables. William Mack, 865-983- Florida, [email protected] photos. Randy, Dean, 920-819- 4204, Louisville, Tennessee, 1133, Kaukauna, Wisconsin, [email protected] KAWASAKI [email protected] For 1971 Honda CB750 K1, number 3 exhaust muffler. This would For 1976 Kawasaki KZ900 Ltd, WANTED be right side lower. Looking for in search of original Jardine ex- Misc. WANTED NOS or very nice used origi- haust. Also complete exhaust nal marked HM300. 608-214- systems for 1977/80 Ltd’s. Will Japanese NOS mopeds and 1407, Monticello, Wisconsin, pay top dollar for original mint HONDA motorcycles from the ‘60s and [email protected] condition. Ron Koleber, 509- ‘70s for our showroom. If you 542-1137, Washington State, For 1963/66 Honda CA200, have anything to offer please [email protected] need a used red chain guard (top 1974 Honda CR125 Elsinore contact me. Mike Buttinger, and bottom). Need one in good and Honda CB550F. Look- [email protected] shape but not mint or a fresh ing for bikes in good condi- repaint. Bryan Bently, 864-677- tion. James Neill, 662-417- SUZUKI 5197, Waterloo, South Carolina, 5295, McCarley, Mississippi, Dealer Memorabilia. Collector [email protected] [email protected] 1969/75 Suzuki T500 Titan. seeks 1950s-80s Japanese deal- Looking for a restored or great ership items including banners, original condition Titan. If it signs, ashtrays, lighters, hats, For 1965 Honda CB450, looking Honda CBX 1000cc 6 cyl memo- runs great and has patina, that clocks, promos, etc. Rare, weird for four cam followers, either rabilia for museum and the “CBX is cool. Not interested in one and old is good. Tom Kolenko new or in good enough con- Book” I am presently writing. that needs too much work. (770) 427-4820 Atlanta, Georgia, dition to hard weld and grind. Any brochures, adverts, post- Will need to start and ride it [email protected]

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