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This issue’s web password is: President’s Column ...... 4 football Editor’s Column ...... 4 Effective: 10/1/2005 Calendar of Events...... 5 Collecting Bikes–How to Organize an Event ...... 6 President Jim Townsend A Late Fall Ride ...... 8 (260) 839-5203, [email protected] Magazine Editor Chicagoland Vintage Show Photos ...... 9 Karen McElhaney (865) 671-2628, [email protected] The Start of A Love Affair With A Vintage Honda .....10 Classified Advertising Gary Gadd (817) 284-8195, [email protected] Not-So-Great Vintage Japanese Motorcycles ...... 12 Commercial Advertising Director Bob Billa Dreams Put on Hold ...... 14 (949) 588-6840, [email protected] Membership Anything But Convenient ...... 16 Bill Granade (813) 961-3737, [email protected] The Journey–Restoring A 1972 Kawasaki H2 ...... 18 Webmaster/Cover Layout Jason Bell (214) 704-3619, [email protected] The Search For Parts: A Visit to David Silver Spares ....20 Magazine Layout Darin Watson Member Poetry ...... 26 (913) 244-3450, [email protected] Classifieds ...... 28  2005 Vintage Japanese Motorcycle Club. All rights reserved. No part of this doc- ument may be reproduced or transmitted in any form without permission. The opinions or views expressed in letters or articles are those of the author and do not necessarily reflect the policy of the VJMC. The VJMC accepts no liability for any loss, damage or claims occurring as a result of advise given in this publication or for claims made by advertisers of products or services in this publication.

Mission Statement p. 8 p. 14 The Purpose of this organization is to promote the preservation, restoration and enjoyment of Vintage Japanese motorcycles p. 12 p. 20 (defined as those greater than 15 years old) and to promote the sport of motorcycling and camaraderie of motorcyclists everywhere.

2 October/November 2005 ORDER FORM FOR REGALIA ITEMS

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2002 VJMC Calendars (nice photos, classic quality)...... $5.00

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Check out the classifieds section of this issue for dozens of bikes, parts, and miscellaneous items wanted and for sale.

October/November 2005 3 From the President: Mid-Ohio Vintage Days by Jim Townsend track. Large canopies were arranged in an club. This is the type of cooperation we open rectangle with a smaller canopy in the need. VJMC gained 40 new members at the Mid-Ohio Vintage Days middle to show off the raffle bike restored swap meet and secured renewals from an by the Michigan Chapter (proceeds going additional 20 members. Several additional to Leader Dogs for the Blind). This allowed memberships were sold from infield, mak- Another great year at the Mid-Ohio AMA us to have a really great show presence and ing this the largest number of new and re- Vintage Days has come and gone. VJMC have a tent that could also be used as a newed memberships of any event in the had the regular setup for the swap meet, meeting place. history of the club. with four spaces this year. Scott Timoff, If you plan to attend any event where the Michigan Field Rep., and Ken Carlson, Not only did VJMC have a great infield club has a presence, don’t be afraid to vol- Ohio Field Rep., teamed up to set up the display, but many members volunteered to unteer an hour or two of your time to help. club site in a space in the infield of the talk to people and sell memberships to the This gives us all some time to meet our fel- lowmembersandtosignupnewones. There are still people who have never From the editor heard of the club! Remember: when you recruit four new members, you can get a free year’s membership. The next time you go to White Rose, Mid-Ohio, Daytona, a Cycle World show, or any other event where we have a presence, volunteer to help sign up new members. It’s easy. Just ask Dave Kukulski, Western Pennsylvania Field Rep. how easy it is! Another way to recruit members is to ask local power sports dealers to display our brochures. Remember to put your name in the “Re- ferred By” space first. It couldn’t be sim- pler! The bikes on display at Mid-Ohio were an excellent representation of members’ bikes; dirt bikes, street bikes, four-cylinder, three-cylinder, twins, singles, two-strokes, four-strokes—you name it and it was there. The setup in the infield was very positively received and some even thought it was the best club display there. We were right next to the Norton Club display. The Norton dis- Gary Gadd’s 1978 Honda Goldwing GL1000. play was neat; it had the bikes where they could be easily seen, and drew a fair num- by Karen McElhaney Members’ bikes ber of spectators.

Inside this month’s issue Classifieds Editor Gary Gadd is proud of A brief club history his 1978 Goldwing. Gary says, “I have There’s lots of cool stuff to keep you busy been riding it daily, except for rain and ice, Years ago as it became obvious that old reading this month! World traveler Rick for the last six years. This followed a three Japanese bikes were being junked out, a Darke recently made a visit to David Silver year restoration. It wasn't that hard; I just handful of guys came up with the idea that Spares and shares his experience in search- work slowly. I am working on another '78 we needed a forum to exchange and buy ing their shelves for vintage NOS parts. (blue in color). I usually don't do consecu- parts and to share information that would Gordon East and John Kubicki recount tive bikes, but I really like the way the early help keep our bikes on the road. Today, their tales of restoring some of those dream Goldwings handle.” there are few records that date back that far. bikes from our younger days. Ellis Holman The oldest records that we have are from recalls some, well, less-than-stellar offer- On the cover the newsletters from about 1983 that ings from Japan. Ron Mousouris and Mel Heyden Shepley has graciously given me. Lambert give us glimpses into Honda’s Our cover this month features Ron (I also bought a stack of old newsletters early Benly offerings. Ron Burton tells us Mousouris’ 1957 Honda Benly JC, which from a past member in Illinois to fill out my how to organize an event. And finally, as is won Best of Show and the Grand Marshal’s collection. I have since stashed away a half appropriate for our fall magazine, Bonnie award at Mid-Ohio Vintage Motorcycle dozen issues of each newsletter and maga- Cousins tells us about an interesting last Days in July. Photo credits: Bill Andrews, zine and have accumulated a large shelf for ride of the season. Enjoy! American Motorcyclist Association. reference.)

4 October/November 2005 President: A Calendar of events brief history of October Chris’ world famous homemade chili, and assorted chips, salads will be served the club 2 mid-afternoon RAIN OR SHINE! Soda and Vintage Bike Show assorted beverages will be provided or Holly, Michigan BYOB if you like. Chris’ collection of 30+ Back in 1995, the newsletter mentioned The restored CL160 for Leader Dogs for vintage Hondas will be on display and there that “we have been to some meets this the Blind will be on display and raffle tick- will be plenty of motorcycle parking. Chris’ year so far— Vintage Days Ohio, White ets will be available. collection of memorabilia will also be on Rose meet, PA, Southern Ontario Bike British, European, Japanese and other display. RSVP is required so Chris can Show, just to name a few.” Note that there makes will be on display from 9:30 a.m. till plan. Please be sure you let her know by were no meets sponsored by the VJMC. In 4:00 p.m. The Holly Area Chamber of October 9th. fact, there were no elected officers, ei- Commerce blocks off all roads leading into Info.: Contact Christine Tebbetts,162 ther. The newsletter stated that the VJMC the downtown district for a fantastic vin- Morrill StreetGilford, NH 03249; was run by a group of dedicated volun- tage event. The VJMC has a prime location [email protected] (603) 528-7723 teers. A newsletter editor (Ron Burton), for our club exhibit. All VJMC members classified editor (Mark Young) and pub- are invited to attend and encouraged to 19 lisher (Ed Theilmann) were listed. Her- bring a bike for display. CL 160 Raffle Drawing & Banquet bert Selbach was the membership Info.: Contact Scott Timoff, Dinner chairman. [email protected] Rochester, Michigan So there were four guys and no officers, The restored CL160 for Leader Dogs for no meetings, no events, and a 24-page 15–16 the Blind will be on display and raffle tick- newsletter in 1995. Now we have a full set Westminister Regional Antique Motor- ets will be available. of officers, including a Board of Directors cycle Show/Parts Extravaganza TICKET SALES CLOSED!!! made up of 10 members, and about 60 Westminister, Maryland This wonderful 18-month project is draw- Field Representatives in almost every A celebration of Vintage & Classic Mo- ing to an end. The grand event will be held state! We also put out a fine magazine in torcycles 1900-1985. Held at Carroll at the newly remodeled Leader Dog for the full color, sponsor a National Rally, and County, 706 Agricultural Center & Arena, Blind (LDB) National headquarters. They have events promoted by Field Reps and Westminister, MD 21157. Show hours: Sat have graciously offered us the use of their members all over the country. In addition, 9 a.m.-10 p.m., Sun 9 a.m.-5 p.m. Auction facility to hold the drawing and close out we are represented at far more motorcycle held Sunday only at noon! Trophies, great our 2005 VJMC season. This event is open shows than ever before. Membership in food, and music! to all VJMC members, raffle ticket holders, 1995 was less than 850. The total now is Info.: Contact Gary Shapiro, project contributors and other interested somewhere around 2,100. Dues were $25 410-876-9696, 443-340-7102 parties. Participants will enjoy a wonderful per year with no discounts for multi-year catered dinner with an estimated cost at $8 renewals. 16 per plate. The raffle drawing will be held. To really attract the attention, get noticed Dallas-Fort Worth area VJMC Meet- There will be a season-ending review of by the motorcycle media, and continue pub- ing 2005 Michigan VJMC events. lishing a magazine, we should have about Keller, Texas Info.: Contact Scott Timoff, two and one-half times the number of mem- The Dallas-Fort Worth area VJMC will [email protected] bers that we do now. That means we need meet at Up N Smoke in Kelleron the third 5,000 or more members to really go places Sunday of each month at 1 p.m. Come out 22 with the club. Wouldn’t you like to have a and talk bikes with your local VJMC bud- Harvest Classic European and Vintage National Rally somewhere within a day’s dies, and help us make plans for local Motorcycle Rally ride of home? How about a magazine with events and rides. Info.: Texas Field Rep Luckenbach, Texas reporters and staff writers in addition to Curby Keith This is a fun rally where fans of antiques, members’ contributions? We need to have a classic (that includes Japanese classics!), staffed office somewhere so that you can 16 European motorcycles and scooters all call and renew your membership, dissemi- New England VJMC Cookout/Open gather together for a weekend of fun and nate information, and store our club re- Garage at Christine Tebbetts’ home fundraising for the Candlelighters Child- cords. Gilford, NH hood Cancer Foundation. Please visit our Call me optimistic, but I see this happen- Chris Tebbetts has invited all New Eng- website (www.harvestclassic.org) for more ing in the not too distant future. The day is land VJMC members, prospective mem- information. coming when we have four or five regional bers, and guests, to a Cookout /Open Info.: Contact Russell Duke, Central National Rallies, where we will have a paid Garage at her house. Cookout will start at Texas Motorcycle Charities, AMA Charter staff for the daily routine of the club, we noon and end whenever! Burgers, hot dogs, # 8996, PO Box 141116, Austin, TX 78714 will be noticed and called on for our opinions, and we will be respected for what we do. In the meantime, talk to your buddies about becoming a member, and keep in Thanks for reading the VJMC magazine! touch.

October/November 2005 5 Collecting bikes–how to organize an event by Ron Burton

After being out of the vintage motorcycle hobby for the last four or five years, I decided that I needed to dive back into things and renew some of my old friendships, hopefully make some new friends, and learn more about the current vintage Japa- nese motorcycle market. I knew from experience that one of the best and most effective ways to do these things was to put on an event that would attract like-minded motorcycle enthusiasts in my area. When organizing an event, the most important things to decide are what type of event to have, where to have it, when to hold it, and how to attract people to attend it. The event could be anything from organizing a ride to a particular destination, to inviting people to attend a local event or auction, to having a cookout or party at someone’s house. Or- ganizing events is the kind of thing that if it turns out that you are good at it and it’s something you enjoy, at some point you can end up organizing events like a swap meet or perhaps even something larger like the Vintage Japanese Motorcycle Show at the White Rose Motorcycle Club. Over the years I’ve organized several different events but the ones that I have found most enjoyable are the cookouts at my house. A cookout provides an opportunity to meet and get to know people in a comfortable, in- timate setting. It also provides the opportunity for people to bring several bikes to show off or to bring bikes that because of their size or condition can not be ridden. A cookout is my preference for an easy-to-or- Top: Christine Tebbets and Eric Nachbaur discuss the weather and what they expect the turnout might ganize local event, but all events provide an be for the cookout. Bottom: There are always some beautiful bikes that show for even the local events opportunity for people to meet and get to like a cookout. This is Paul Joyce’s 1967 Suzuki X6. know each other and they are very similar in what it takes to organize them. able until May, and even in May things can breviation for my state and got back a group Since I had decided that I wanted to have a still be wet and cool. So I decided to have of websites with bike meets in my area. (If cookout at my house, the next thing to do the cookout in late May—a little risky as far you live near a neighboring state you should was to figure out when to have it. I’ve as the weather, but late enough in the month also search for meets in the neighboring found that when picking a date it is best to to hopefully not get rained out. state.) But finding all the motorcycle-related pick one far enough in the future that peo- Before actually picking the date, though, I meets that were planned for a given date did- ple have time to plan for the event. An an- had to consider other things that were going n’t necessarily find everything that might be nouncement two months or more before the on late in May. Obviously, to have a cookout a conflict for my cookout. I considered other event helps to guarantee a good turnout. on the same day as a some other event was events like car shows, air shows, or anything Typically, the larger the event, the more ad- taking place would not help either event else that might be tempting. Also, I consid- vance notice is in order. When I was mak- have good attendance and if I chose to have a ered how well established a competing event ing my decision about when to have the cookout the same day as another well-estab- was. A car show that had been taking place cookout it was early in the spring, so it lished event, I’m sure that I would find that I for the thirty years would be much stronger would be a least a couple of months before had almost no attendance. To minimize the competition than a show that was in its first a cookout was possible. I wanted to have it chance of conflict, I checked for other events or second year. The other place I checked as early in the spring as possible so the first planned during the same time. The quickest, was the VJMC online calendar. The online major factor to consider was the weather. In most effective way to do this was the calendar lists events of interest to VJMC New England we start riding as early as internet. I went online to Google and entered members. Once I’d checked for other events, March but the weather remains unpredict- “motorcycle meet” with the two-letter ab- I finalized the date for the cookout. I also de-

6 October/November 2005 that discourage you from giving it a try. With a program like Microsoft Word you can save the information sheets as a webpage and upload it to the webspace that is provided with most internet connections. It takes a little time to figure out the first time you do it, but it is well worth under- standing how to do it. When I had the event announcement finished I emailed the information to the VJMC webmaster, Jason Bell, [email protected], to post on the VJMC calendar page. (More information about the VJMC calendar page can be found on the VJMC website at www.vjmc.org.) Posting my cookout on the VJMC calendar page gave the event ex- posure to a broad spectrum of people interested in VJMC club-related activities. After posting the event to the VJMC Cal- endar page, I emailed the VJMC Member- ship Chairman, Bill Granade, [email protected], and requested a list of the New England VJMC members and their email addresses. Bill was kind enough to send me a spreadsheet with the information that I needed. I then emailed the information about the cookout to all of the New England VJMC members. In the email I included a link to the webpage that I had posted. I also requested a reply from people that planned to attend the cookout so that I would have an idea of how many people were coming for planning the food and drinks and space required to park and display their motorcycles. At this point I was getting excited about having the cookout and looked forward to the response from the club members whom I had emailed. Over the next few days I re- Top: A lot of interesting bikes always aid in conversation and help people with common interests get to ceived replies from three or four people, know each other. Bottom: Even though the day was overcast and attendance was lighter than expected, everyone still had a good time at the cookout. then nothing. No email, telephone calls, or anything. I started to wonder if there was cide that I would not have a “Rain Date” for Japanese motorcycles to make the cookout something wrong with the date or if people it. In my opinion, a rain date is not a good a success but I also didn’t want to attract the just were not interested! After some idea. When a rain date is stated and on the general public or people who were not in- thought I came to the conclusion that there day of the event the sky is overcast, it has terested in vintage Japanese motorcycles. were a few people that were immediately rained the night before or the weather is in Because of this, I focused my promotion of interested in the cookout and responded any way less than perfect, then no one the event to a few key methods. The first quickly to my email, but for most people, knows if the event is on for that day or if it thing I did was to put together an informa- attending the cookout was not an immedi- has been delayed to the rain date. There are tion sheet for the event that included all the ate decision and something that they would then many phone calls and a lot of confu- necessary information; i.e., location, date, have to give some thought to. Slowly, over sion. Also, a single date with no rain date al- time and directions. I also included infor- the next few weeks, more replies came in lows people to make plans and not worry mation about what guests should expect and I started to worry less about whether that the event date may change at the last when they came to the cookout and what I there would be enough people that would minute. If it does rain, people will still show expected from them. For example, I always attend the cookout to make it a success. up; maybe not as many and maybe there will provide all the food and drinks so no one Planning this cookout was very similar to be fewer bikes, but the event is seldom a to- has to bring anything to the cookout and has planning any other cookout. I made sure that tal washout. the opportunity to ride their motorcycles. I I had enough food and drinks for everyone How you attract people to your event de- also included a link to a webpage that I had and also enough tables and chairs. I antici- pends to some extent on what type of event put together with more detailed information pated that many attendees may not have pre- you are organizing and what you want for a and some pictures from cookouts that I had turnout. For my May cookout, I wanted to hosted several years ago. If you’ve never Continued on page 9 attract enough people interested in vintage put together a webpage before, don’t let

October/November 2005 7 A late fall ride by Bonnie Cousins

It seemed like the perfect combination. The middle of November and sunshine pre- dicted locally for three days. The fall colors were brilliant here in northern Illinois. It just called for a last motorcycle ride before winter temperatures arrived. It was a beautiful ride to Stockton, about 130 miles, where we ate lunch as we have done many times before. We used to camp at Apple River Canyon State Park, so we made a trip out there to see the changes that had been made. Our plans were to move on to Galena for the night, ride down along the Big River the next day, and eventually return home the third day. So much for plans. As we returned to Stockton from the park, the weather began to feel strange—kind of damp, but no rain in site and no smell of it, either. I can smell rain when I am riding. But by the time we reached State Rt. 20, we knew we would not make it to Galena that day. The sun was gone and that was fog rolling in from the river. We pulled into Cano’s Truck Stop, where the drivers were talking about how thick the fog was in the west. They were pulling over for a while. By now it was too late to head back east into deer country and there were no motels that way either; there was nothing but farm land. So there we sat, drinking coffee and eat- ing pie and thinking that we would just get a room right next door at the Valley View Motel, where we had stayed many times before. But then it occurred to us that there was a reason for all the pick-up trucks with gun racks that seemed to be everywhere—the next day was opening day for deer hunting season (How could I have for- Top: Apple River Canyon State Park when the sun was out and we were enjoying our trip. The Missis- gotten; I used to hunt!). And accompanying sippi River is known for doing things to you, but we had never had it cause fog that far east before. I have awakened to temperatures of 19º while camping in the park, though. Bottom: This is the falls on the trucks and their racks were a slew of “no Apple River in Jo Davies County. There is so much mineral in the land that the falls are much prettier as vacancy” signs. One eats a lot of pie and the sun hits them at different times. drinks a lot of coffee at times like this. As we sat there pondering the mess that I visibility all of 10 feet. But we started folks were gracious but you could feel that had gotten us into once again, a very back east, trying to get away from the river they thought we were crazy. When we strange thing happened. The motel lady as fast as we could. Weather like this is no were ready to leave the waitress asked if called, saying that she had a cancellation, place to be on a motorcycle, especially there was anything more that we wanted. I but for one night only. “Too foggy for the when grain is being hauled south. You said, “How about sun, blue sky, and maybe hunter to get here,” she said. You never have not known fear until you know there 70º?” We all had a good laugh, especially saw two riders move as fast as we did! is a semi truck full of grain coming up be- the farmers who were there. And lo and be- Later, one of the hunters asked my husband hind you and you hope he sees you be- hold, by the time we reached the outskirts how far in advance we had reserved the cause you can't see the bike in front of of town, there it was and we had a beautiful room, and he answered, “About ten minutes yourself! ride back to Lombard. I still have not got- ago.” It was a white-knuckle ride to the next ten to Galena, but the wheels in my mind We still were not out of the woods so to town of Forreston, where we were ready for are turning. I probably will try it again but I speak, as we had to leave the next morning more coffee and pie. We looked like wet will check the weather forecast first wher- and the weather was still terrible then, with rats when we entered the diner. The diner ever I plan to go.

8 October/November 2005 Chicagoland Vintage Show photos Organizing: Focus

Member Bonnie Cousins reports that although the 14th Annual Chicagoland Vintage & your promotion Antique Motorcycle Show had “the smallest showing that I have been to for the Norton Club,” the bikes on display were still plenty cool. Continued from page 7

viously met, so I also had name tags available. In addition to the normal things to be planned for a cookout, there were a few additional items that had to be considered. Many, if not most, of the guests would be riding bikes so I had to have a plan for where the bikes would be parked. Since my planned parking area was on the grass I also bought a couple of boxes of electrical junction box covers. The junction box covers are the perfect size for supporting kick stands, are relatively inexpensive, and can be purchased at Home Depot or most hardware stores. Also, I put signs at the end of my driveway and along the route given on the webpage. I didn’t put up a lot of signs, but made sure that I placed them at the major in- tersection from the main highway along the route to my house. These were relatively simple signs that just said “VJMC” and had an arrow pointing the way. When the day of the cookout finally arrived, I was very apprehensive. I knew from the replies that I had received that I should expect about thirty guests but the sky was overcast and it really looked like it might rain. A quick check of the weather verified that the forecast had not changed from the day before and rain was not expected until very late in the afternoon, but it sure didn’t look good. Noon arrived and about the same time my friend and long-time vintage Japanese motorcycle en- thusiast Eric Nachbaur showed up. We talked for a while about the weather and how we thought the day would turn out. Shortly, we heard a bike coming up the road. Just as the first bike parked we heard another, then not long afterwards a couple more. Slowly but very surely, people started to arrive. In the end we had about 25 attendees; not quite the number that I had expected, but a good turnout considering the weather. Some of the guests were old friends whom I hadn’t seen in several years, others were new club members, and some were people new to the vintage Japanese motorcycle scene. The day turned out great, we all got to know each other, talked bikes, swapped stories, and made plans for meets to attend over the summer. If you have any thoughts or comments Top and middle: The Honda 750 looked sharp, as did the Suzuki. Bottom: Bonnie says that “The long about this article, I’d love hear them. You red & yellow machine was made in Czechoslovakia. It was trailered, and when the owners started the can contact me via email at engine, it sounded like an AK-47 rifle.” [email protected].

October/November 2005 9 The start of a love affair with a vintage Honda by Mel Lambert

Some 40 years ago I discovered art; not art that we might expect to see in a gallery or museum, but art that moved on two wheels ... and represented freedom. My father had always been interested in motorcycles; he grew up during a time in postwar Britain when bikes were a focus of male camaraderie, and a cheap and practical means of transport for a lowly-paid toolmaker with a young family. He used a 350cc Royal Enfield Bullet to commute to his job some eight miles away from our housing estate in the countryside south of London. And, when the kids be- gantoneedmoredistractionthanthelocal countryside could offer, he purchased a Panther sidecar outfit, followed in a couple of years by a Sunbeam S8-powered double-adult combination. Our family of four traveled the length and breadth of Southern England during the late Fifties and early Sixties in the underpowered Sunbeam. But my appreciation of two-wheel loco- Mel’s trusty 1963 Honda C92 Benly, taken in 1966 soon after purchasing it. motion changed in early 1966 when my family drove into London to visit with my tube? Here was an engine that formed part to the front of the engine turned out to be Aunt Dorothy and her son, Ian, who was of the physical structure, bolted at the top a dedicated starter motor. Such ingenu- four years older than me and working at the boundary to the frame just below the steer- ity. Ian then proceeded to activate a time as a BBC sound technician. His very ing head, and at the rear frame close to the switch on the handlebar and, low and be- glamorous life in London was further en- swing-arm assembly. hold, what I had first identified as side hanced by the possession of a second-hand It was hard to believe that the engine was lights were front and rear turn indicators. motorcycle that, after lunch, my father, sis- only 125cc in capacity; the power plant ap- Ingenious. ter and I were invited to check out. There, peared so much larger – almost like a 350 Such elegance…such form; I was in love! parked on its center stand in Royal Blue liv- with that tall, slanted appearance. Looking As it turned out, some three months later I ery was the prettiest motorcycle I had ever closer, I could see that the upper-cylinder located a Honda C92 Benly being adver- seen. It was, my cousin told us, a 1963 area was larger than the actual cylinder tised in “Exchange and Mart,” a weekly Honda C92 Benly. It looked so different block. I soon discovered that this was publication that listed previously-owned from the gangly British-made bikes I was where the single overhead camshaft lived, motorcycles and automobiles. I wrote back familiar with, or the fully enclosed Italian and that the drive chain ran down inside to the owner and, much to my surprise, he scooters. the cylinder block to the crankshaft. The turned up the following weekend. (Neither It all seemed to come together result seemed to flow together in one har- of us had thought to include a telephone seamlessly: the leading-link front forks monious block of cast iron, steel, and alu- number in our correspondence, of course.) with their pressed-steel casings; the wide minum, as if its designer had sculpted the My father gave the bike a careful examina- section balloon tires; the upswept chrome shape first and then built a frame to match; tion, and agreed it was up to snuff. But, rear-view mirrors; the sensible handlebar what went into the engine casings was de- rather than have me ride pillion with the sweep, with controls that looked like they termined, I would assume, by its external gentleman to his home in East London, my belonged rather than having been added as dimensions. (Palpable nonsense, of father insisted on driving us there in his car. an afterthought; the large chrome side pan- course, but I was just 18 at the time and to- Given that I had never ridden a motorcycle els on the petrol tank with the famous tally unaware of how such designs sprang before - let alone faced busy suburban traf- winged Honda badge; the graceful arc of into being.) fic – it was probably a wise decision on his the seat and frame into the rear with its en- But my cousin had one more trick to part. closed final-drive chain case. But the perform. Reaching into his pocket, he I continued to appreciate the grace and whole was more that the sum of its parts. produced the ignition key, activated the elegance of that Honda C92 Benly as I be- The C92’s engine actually looked like it choke lever and pressed a button to the came familiar with its manners and was part of the design, rather than wrapped left of the throttle grip. The engine bust learned to navigate it on some grand ad- in a pretzel of tubing like so many contem- into life. An electric starter! What I had ventures. But those are episodes for an- porary designs. And where was the down thought to be some sort of dynamo bolted other day.

10 October/November 2005 We manufacture fork tubes for Japanese Motorcycles from the 1950’s to 2005. Machined to match O.E.M., centerless ground, hard-chromed. Guaranteed to fit. Large inventory. Stock length, over and under.

October/November 2005 11 Not-so-great vintage Japanese motorcycles by Ellis Holman 1973 Yamaha TX750

While Japanese motorcycles on the whole are known as very good examples of engineering art, there are some that have been In 1973, Yamaha introduced what they hoped would be the fol- less than glowing examples of that art. Some machines in partic- low-on to their very successful series of 650 twins. Yamaha called ular represented initial introductions that on subsequent models it the TX750. While the rest of the Japanese manufacturers were the manufacturer got right. Unfortunately, those introductory going to multi-cylinder machines, Yamaha went its own way and models tended to leave the public with rather poor images of the produced a 750 twin. The bike sounded very interesting by reading model. through its specifications. It was a twin-cylinder engine of 743cc For example, Kawasaki’s initial introduction of the Mach III capacity. It boasted a single overhead cam, dry sump lubrication 500 Triple in 1969 was a very fast motorcycle. Its downsides were system, and an anti-vibration system. The bike went well with 63 that the front brake was a drum type that was barely able to cope BHP on tap. With a good frame design, it handled reasonably well with the acceleration and weight of the bike. This was coupled for a bike weighing in at just less than 500 lbs. Early on it looked with a frame that was a bit under-engineered around the swingarm like Yamaha had a winner. Then the problems began. The anti-vi- area. Under acceleration, which the bike had plenty of, the frame bration mechanism turned out to be a two-way disaster. The bob would flex, and riding fast around corners could be challeng- weights were chain driven and were supposed to spin in opposition ing—so much so that one writer dubbed the bike the “$995 Meet to each other to cancel the vibration produced by the power produc- God Machine.” The bike also used an electronic ignition that was ing components. But unfortunately, the chain drive was not pro- feared would cause problems with television reception in some vided with a tensioning device. So as the chains wore and countries. In the UK at least, the bike was fitted with a bat- stretched, the timing of the bob weights changed. Sometimes this tery/coil/points system because of that concern. But even with all actually increased vibration. For some less lucky owners, the its flaws, the bike sold well. Kawasaki refined the bike in subse- weights collided, resulting in damage to the engine. The other quent years. It acquired disc brakes and a better (sort of) frame. problem created by the chain drive was that as it stretched it would The engine became less fire-breathing. At the end, it was a sensi- saw at the insides of the engine cases. Metal chips created from the ble bike, almost. It was the federal Environmental Protection chain damage would contaminate the engine oil and lead to in- Agency (EPA) that sealed the Mach III’s fate. EPA’s rules on emissions brought the era of high performance two-stroke motorcycles to an end.

1971 Suzuki TM 400 Cyclone

Suzuki's first big bore bike dirt bike was the TM 400 Cyclone. In- tended to take on the European big names like Maico, CZ, and Husqvarna, the bike was supposed to translate Suzuki’s experience in the Grand Prix motocross into a mass-produced motocross racer. Unfortunately, the race shop did not share its secrets with the production department. The engine had a huge power spike somewhere in the mid-range that often varied. The power band seemed to be dependent on engine temperature, jetting configurations, and PEI ignition performance variations. This rather unpredictable engine performance was installed in a frame that lacked the expected levels of Japanese engineering. Front and rear suspensions were not much more than parts to link the wheels to the rest of the frame. The rear shocks had little damp- ing and the front forks offered little control of the front end. With heavy springs in both the rear shocks and front forks, there was little suspension movement and little control over the bike when riding fast over rough ground. All of this lack of decent suspension and a hair-trigger engine gave the riders of a TM 400 a rather erratic ride as the bike and rider attempted to negotiate a motocross course. The Suzuki TM 400 Cy- clone was, at best, a horrible bike to ride. Racing the thing was courting serious injury or even potential suicide. In 1971, Suzuki hired Rich Thorwaldson to race the all new TM 400 Suzuki Cy- clone in desert racing. After one very quick ride, Rich came back, face white with fear, and told Suzuki to build a bike that worked. Suzuki listened, sort of. They made some improvements to the bike, but it was still a handful to ride and only the bravest (or fool- hardy) needed apply.

12 October/November 2005 creased engine wear and seizures. And as if this were not enough, the cylinder heads were prone to cracking, resulting in engine failure. Yamaha repaired many of these problems under warranty and improved the bike in its second and final year of production. But by then, the public was turning away in droves. Yamaha moved on to the XS750 triple, but that is another story. Honda hoped that the successor to its very successful inline four series of bikes would set the world on fire as had that company’s first CB750 in 1969. But the V-4 series of bikes was rushed to production and tar- nished Honda’s reputation for reliability. In 1983, Honda released the VF750. The VF750 was a sports bike based on the Magna series of machines. Its specifications were world class: • 16” front wheel; 18” rear wheel. • Silver alloy painted Steel Perimeter (Twin Spar) frame. • Single rear shock with two-sided alloy swingarm. • Half upper fairing with chin or belly fairing. • 360° crank; chain-driven cams. • The forks had TRAC mechanical anti- dive mechanisms The bike was very quick and handled well. Honda looked to have a winner on its hands. Then the problems began. There were clat- ters in the top end, valves that could not be adjusted, and valve lifters and cams that wore. In some cases, as little as 5,000 miles would elapse and the cylinder heads would be reduced to scrap. All those metal chips flying about the engine would wreak havoc inside it. Honda had to issue warranty recalls right and left. Embarrassed, Honda listed many reasons for the problems: • Improper valve clearances caused by the forked lifter and incorrect clearance setting procedures. • Variation in the cam-to-bearing clearances caused by the manufacturing process. • One-half of the bearing was machined into a carrier, while the other half was machined directly into the cylinder head. • Variations of the manufacturing process could cause wide differences in the fit between cam and bearing surface. • Wider clearances would reduce the al- Top: 1971 Suzuki TM 400 Cyclone. Bottom: 1973 Yamaha TX 750. ready low volume of oil reaching the bearing surface. sure until about 3,500 RPM. This meant side note, the Magnas of the same era had • Cam chain tensioning components. that the cylinder heads did not receive the same shortcomings, but as a perfor- Honda made many modifications to the enough oil to keep things working. By mance model the VF series bikes were bike, but they didn’t make much difference. 1986, Honda had gotten it right by revising harder driven and suffered more. Honda came up with a way to use a screw- their manufacturing processes and by using These are but a few examples of the less driver to make the tensioner take up the gear-driven cams. But by then the damage than perfect “Edsel-like” Japanese ma- slack, but this didn’t always work, either. was done. Many people were staying away chines produced over the years. Do you To make matters worse, the oiling system from the V-series bikes and Honda had have another favorite? Write the editor and didn’t begin to produce adequate oil pres- some real public relations work to do. As a tell us about your candidates!

October/November 2005 13 Dreams put on hold by Gordon East

For most of us restoring collectors today, our hobbies were born out of the dreams we had as kids and teenagers. The memories of those dreams still exist and the fun today is in the tangible reality that we can now actually have that “new” bike—just as it was those many years ago. Our youth was spent reading about, window shopping for, and drooling over many of the now vintage motorcycles in production during the ’60s and ’70s. We all had our own wish list, and those dreams of swinging a leg over that perfect new bike. Reality would always kick in, though, and we’d awake and realize that those paces through the showroom or Cycle magazine’s review were as close as they came for most of us. Oh, those after-school days and Saturdays spent pacing the dealer’s showrooms were the fuel of our dreams. Growing up, most of us never gave much thought to preservation. We’d get a new or used bike and consume it all too quickly. Those bikes were our transport, our private means of exploration outside of our par- ents’ homes and our freedom of mobility. There was no time, need, or real incentive for proper care or maintenance back then. We’d often leave them exposed to the elements because the efforts to apply a cover or park in the shed far outweighed any per- ceived benefits. The path to rust, oxidation, and paint fade was barely noticeable from one day to the next. And besides, there was always a new, flashy, super-duper model in some showroom that we wanted. Too bad our bank accounts never allowed for those timely replacements. Well, my original bikes are all gone. The ’60s and ’70s machines that I had grown up with had each fallen victim to sale, trade, or downright destruction. I spent the next 20+ years raising my family and convinced myself that those dreams were best left to memory. Then something happened. In 2000, during a visit to Alabama, my brother gave me an old 1977 Yamaha XS650 that had been grossly neglected and stored outside in the elements for over 10 years. Back home, the kids were grown, the house was void of chaos, I wasn’t Mr. Taxi anymore, and the option of watching home and gar- Top: While no particular model is a favorite, collecting and restoring Japanese bikes from the late ’60s dening shows with the wife wasn’t appeal- and ’70s has been the focus. I started out with the idea of replacing the bikes that I’d grown up with in South Alabama. Bottom: A red 1966 S90 like the one in the foreground was the first real motorcycle ing. For the six months it took me to get that that I’d ever owned. To a kid, that really was one “Super 90.” The Kawasaki two-strokes always carried bike apart, refinished, and back together, I a “bad-boy” image. Whether on the street, in the magazines, or in the showroom, these three-cylinder was the most content that I’d been in years. machines were a legend on their own. This 1970 H1 was still the fastest production vehicle made. In I was having fun again and knew this was April 1969, Cycle Guide tested the H1 Mach III and ran a 12.77 quarter mile at 103 mph, all from 498cc. It was listed in all the books as a Superbike. Not only did it have the fastest ET that money could buy, it the answer to what I needed and really en- ran 122 mph at top speed.

14 October/November 2005 joyed. It could not stop there by any means. In 2000, I started searching for a replacement for each one of the bikes I’d owned while growing up. Today that collection includes some of those prized few I’d owned earlier, but has grown to include some of the dream bikes that fueled my passions those many years ago. You know which ones—those bikes that Cycle magazine had said were the hot ticket for attracting pretty passengers and leaving your buddies behind you quivering, surrounded by tire smoke. Yes, we all wanted one of those. The hobby of restoring motorcycles has to be just that, and be done out of enjoyment. I have not found any significant financial re- wards for taking an old, neglected bike and restoring it to as-new or even to a very nice condition. I've often found myself going into the red in terms of investment vs. value. These were and will remain the bikes of my dreams. The fun and excitement is not just in the final product. I enjoy re- searching old articles and parts sources, the study of parts listings and diagrams, and the many months of small, strategic projects that give me the hour or so escape everyday into the world where these old bikes can be reborn. No longer a means of freedom or critical transportation, I can take six or eight months to restore one. The trick to full enjoyment for me is to never get in a hurry and never add stress to the project with deadlines. I simply chop up the work into hundreds of small, related task that result in a bike like the one I could only dream about when it sat on the dealer’s floor. There are two kinds of bikes that I look for. The first and most preferable is the inexpensive vintage bike that needs almost nothing. I mean the ones that you can buy in far better shape than twice the money could restore. We’ve all seen or heard about them. For many of us, it’s especially nice having all-original examples of these vintage bikes around which are unmolested. They have a little wear and tear, but are still original. The seat, paint, tires, cables, and mechanicals are all still functioning. You can even find some very nice low mileage originals that still have their original tires. I have three Yamahas (a 1966 YM1, a 1972 R5, and a 1973 DT3) found in this condition. My 1966 Honda S90, 1968 Honda Top: For a restoration, every part is cleaned with a degreaser, bead-blasted, and inspected. This is the CL175, and 1968 Kawasaki A7SS are in time when every crack, thread, and tab is checked and corrected as necessary. Next stop: powder coat. this original condition except for tires. I prefer powder coating over paint because it is much more durable and protective. The only concern I They’re out there for the person willing to have with the powder is that the frame numbers at the steering head can loose detail. Advise your wait and can be had at significant savings coater to go light in that one spot. Bottom: The appearance of the engine is the second most important part of a bike’s appeal. Behind good paint, an engine’s detail and plumbing have the most visual im- when compared to a restoration that you pact. Taking the time to get it right on the outside is almost as important as getting it right inside. New might undertake yourself. fasteners, gaskets, seals, and finished cases all come together to make your engine perform and stay looking like new. Don’t forget the plumbing—the routing of cables, hoses, and wiring were done by the factory for a reason. Study photos and ask lots of questions. The right place for everything will give the Continued on page 24 right look. Of course, the VJMC is the right club for both novice and experienced restorer.

October/November 2005 15 Anything but convenient

Story by Ron Mousouris Photo credits: Bill Andrews, American Motorcyclist Association

Two weeks of eager anticipation and finally my newly acquired 1957 Honda Benly JC rolled out of the Allied van. To be accurate though, it really didn’t roll all that willingly. It was more or less dragged, like an orphaned mongrel dog that has come to expect the horrified look on the face of its new, and disillusioned, owner. A few years of willful abuse followed by 40 more years of neglect and now this rare piece of Honda history sat on my shop floor. What was I thinking when I bought this? Could this possibly be the bike I thought I was buying? I had restored some pretty ratty bikes before, but this one, aside from being rusty, dented, twisted and torn, was also missing several key parts. And they were parts that, at the time, did not exist in the USA. Still, there was an undeniable character within this machine that the years of abuse and neglect had not totally obscured. And there was a sort of muted voice this old machine seemed to have that whispered, “I may be old and decrepit but I am still a Benly. The Benly J of 1953 was designed by the master himself, my father, Mr. Soichiro Honda, so look a little deeper and give me a chance.” And so I did just that. I took a chance on this sad looking machine. The name “Benly” is a slight alteration of the Japa- nese word “Benri.” The English translation means “convenient.” At this point in the in- tersection between my life and this odd little bike, this Benly appeared to be anything in the world but convenient. The Benly sat in my shop for two weeks untouched, a quiet, but annoying, reminder of my questionable judgment. Inevitably, it was just too pathetic looking to put up with Top: What’s in a name? Benly, then and now, means convenient. Bottom: Owner/restorer Ron Mousouris, hoping that somehow Mr. Soichiro Honda is also sharing in this moment. any longer and so I did what any of us would do. I took it apart. stripped, making starting difficult. Appar- with old ratty bikes and making them look Disassembly revealed some interesting ently, the Benly name was, at that time, new. Most, if not all, VJMC members who issues. This particular Benly had been partly a marketing tool that was, in fact, a have restored a bike or two already know pretty badly abused. But there was a veiled bit optimistic. that most of what is involved is time and pa- benefit here. It had been abused so early in The sheet metal looked awful, but fortu- tience, not genius or magic. But an obses- its life that riding it came to a halt quickly. nately, on the early Benlys it is made from a sive commitment to craftsmanship and So, with very few kilometers on the odom- very heavy gauge so it takes a lot more than detail does help. eter, it still had its original Ohtsu tires with just 50 years of neglect to destroy it. The Restoration of a bike that was never sold good tread. Many internal engine parts frame was remarkably straight. Upholstery, in the USA means that spare parts are, on were almost new looking. It turned out that rubber, and plastic parts were of course a local level, nonexistent. Mine was miss- what had put this bike out of service was a gone. ing several important parts. Of course, part that was weak on most early Benlys. Contrary to popular jargon, there is really there are no unimportant parts in a quality The kick start engagement gear had nothing mysterious involved in working restoration, but mine was missing some

16 October/November 2005 extremely visible ones. The tail light lens, early style Benly tank badges, and the seat upholstery were all gone. The head light was incorrect and the handlebar switch internals were rotted beyond repair. The muffler was long gone and the footpeg rubber looked like some remnant from the rubble surrounding Chernobyl. This project was going to take patience and luck! Luck is exactly what I found in an odd bit of serendipity. You are simply not going to find any parts for a Benly JC on eBay. But while looking for some stuff on eBay for a different project, I found an auction for a Japanese motorcycle magazine. The magazine pictured in the auction was open to a page that had a great side view photo of a 1958 Benly JC as well as some other Hondas of the very early 1950s. I bid, I won at $5, and paid through PayPal within about 30 seconds. The seller wrote me back saying that I must surely hold the record for the fastest pay- ment in history. The seller lives in Japan but the magazine arrived in less than a week. I continued writing to the seller, aka my new best friend, telling him about the Benly I was restoring. About three months later I received an email with a photo attachment of a pair of NOS early style Benly badges. The only text included was “How about these?” A month or so after that I got another email with a photo of a NOS taillight lens, with a similar rhetorical question. Since then I have found many parts and seven or eight whole bikes in Japan. So I did ultimately locate most of the parts that I was missing for my restoration. A few rubber parts which are no longer available any- where I reproduced. I found that there is very small but cohesive community of restorers of these very early Hondas. Restor- ing an early Benly today is a somewhat collaborative effort. The mechanical details of this restoration are not all that different from any other quality restoration. Like many of you, I have restored a few Hondas of the ’60s and ’70s. We all know the ritual of bead blasting, painting, replating, and scouring eBay for parts. But early on in the restoration of the ’57 Benly JC I could feel something subtly different happening to me. Honda motorcycles of the ’60s and later are exquisite examples of Honda’s corporate strength, drive, and creativity. But the Honda Benly J motorcycle was con- ceived and designed in early 1952. At that time Honda had no CAD programs, no Mr. Irimajiri, no sophisticated engineering department, no dealer network out-

Top: The Benly enjoying a day in the sun at Vintage Motorcycle Days 2005. Bottom: Licensed, fueled, Continued on page 25 and ready to ride!

October/November 2005 17 The journey–restoring a 1972 Kawasaki H2 by John Kubicki

After two years of searching Walneck’s and watching bike prices explode on eBay, I decided to try a different approach to finding a restorable 1972 Kawasaki H2. I started by entering various search terms, like “72 Kawasaki” and “Kawasaki 750” into Google.com and Dogpile.com to see what I could find. One day I finally got a hit in the classified section of the local paper in Springfield, Illinois. “For sale. Kawasaki 750. Complete but rough with title; motor seized. $300 OBO.” Hmm, sounds promis- ing! Fortunately for me, the seller did not realize what he had. All he knew was that it was a ’72 Kawasaki 750. Bingo! Because I knew that the only 750 Kawasaki had made that year was the H2, I felt that my search was quickly coming to an end! The seller said that the bike was complete, but that it had sat outside for the last 18 years. But after our initial conversation, I informed him that I would meet him the first thing the next morning. I got an early start, and for the next three hours I contemplated what I would find when I arrived in Springfield. Well, to make a long story short, I bought the bike for $200. It was missing a few minor parts, but was indeed otherwise complete. Everything was badly rusted and all three plugs had been removed years earlier. Anyway, I figured if it was too far gone I could always recoup my money by parting it out on eBay. When I rolled the bike out of the van back home, I could see the look of doubt in my wife’s eyes. But I assured her that someday it would look and run like new... The first order of restoration business was to look over the bike and take detailed photos and notes on what was missing, dam- aged, or rusted beyond salvation. Since even the frame was fairly rusty, the decision was made to strip the bike down to the bare metal, and start there. As I stripped it down, I took several hundred digital pictures along the way. A good digital camera with close-up (macro) capabilities was helpful. Those detailed photos were invaluable when looking for parts and at reassembly time. Joining clubs like VJMC and the Kawasaki Triples Worldwide Index Top: Fresh off the truck. The bike was rough but mostly complete. The perfect candidate for restoration. Bottom: Little did I know what was in store for me behind those cylinders and cases. (http://kawasakitriplesworldwide.com) were also quite helpful. The VJMC board All parts were removed as assemblies moved, I made a detailed list of what was an invaluable source of information, (e.g., instruments, front end, rear wheel) needed to be replaced, repaired, or refin- parts, technical help and moral support! and were bagged or boxed with their asso- ished. That was the perfect time to send all Another great website is ciated fasteners. All electrical connectors the chrome out to be replated. Turnaround (http://kawtriple.com/mraxl/). This site has were marked with masking tape and a writ- time for that activity is usually four to six how-to articles, parts diagrams, service ten description was recorded of where each weeks. (If you outsource parts for replating manuals, specifications, and vendors. wire was connected. As parts were re- and they return looking dull or pitted, have

18 October/November 2005 but in retrospect I would highly recommend having this job professionally done. Without the proper equipment, this can be a very time consuming job. Once the frame painting was done, I began reassembly. All those reference pictures taken earlier became helpful. The log- ical starting point was to rebuild the front and rear suspension and wheels. I could then roll the frame around the shop. Now it was time to dismantle/inspect/rebuild the engine and transmission. Because the bike had sat outside for so long, the first order of business was to free the pistons from the cylinders. The cylinders had water in them, and the pistons had rusted in place. I made a piston and cylinder removal tool using a 5/8” tap, four 5/8” coarse thread bolts, and a Craftsman gear puller (part no. 41833). Using a lot of PB Blaster and my homemade cylinder removal tool, I soaked and heated the cylinders with a propane torch until I finally got all three pistons to move in their bores. Once I got the pistons to freely move in their bores, it was time to try and remove them. Unfortunately, though, the studs had rusted and were literally locked onto the cylinder stud holes. The cylinders were stuck so tight (notice the vice grips on the gear puller) that I actually broke the first gear puller and had to get a second one. Thanks, Craftsman! After seeing what happened to my first puller, I understood why people sometimes crack the cylinders into two or three pieces while trying to remove them. So caution and patience was in order here! I tapped all four stud holes with the 5/8” tap about 1/2” down. (Do not tap any farther than 1/2” or there will not be enough thread material left, and the bolts will easily pull out.) I tapped the holes just enough to get the bolts started. I then sprayed penetrant into the stud holes, installed the bolts just until they touched the top of the stud, and heated the cylinder. I got it good and hot and turned all four bolts about a quarter turn to try to raise the cylinder. I repeated this process every day until the cylinder started to move, being careful not to get into too much of a hurry. Once the cylinder started to move, I tapped it back down and started raising it back up to help the penetrant do its job. After five or six days, the cylinder started to move. Top: I broke the first piston/cylinder removal tool. The pistons were really stuck. Don't forget the torch! WoooHooo! One down and two to go! Once Bottom: What carburetors look like after sitting outdoors for 18 years. I had the cylinders removed, I rebuilt the en- them replated! Nothing looks worse than and they informed me that it was still avail- gine with new Wiseco pistons and rings and having nice shiny paint with dull chrome.) able! Just because one dealer says a part is no a rebuilt crankshaft by Damon Kirkland. Now the search began…..eBay, here I longer available does not make it true. Call The transmission was inspected and found come! Dealers were another great resource. another dealer—you just might be surprised! to be in great shape, so no repair work was Kawasaki still had some parts available that I After all the parts had been removed and necessary. Once the engine was in the frame, thought would be discontinued. I called my stored, it was time to strip the frame, center and I reinstalled the handlebars, headlight, wiring local dealer looking for the carburetor intake, side stands, upper and lower triple trees, and and I was told that it was unavailable from swingarm. Because of my frugal nature, I de- Continued on page 23 Kawasaki. But then I called another dealer cided to bead blast and paint the frame myself,

October/November 2005 19 The search for parts: a visit to David Silver Spares by Rick Darke

For vintage Japanese motorcycle collectors, restorers, and riders alike, the search for parts is usually part of the fun, and sometimes part of the frustration. Honda enthusiasts like me had it easy for a long time because the Honda company kept an astounding number of parts available for even the earliest models. But in recent years, a change in corporate policy coupled with a surging interest in collecting vintage Hondas has dramatically changed the spare-parts landscape. That NOS factory-painted tank for your 1970 CB450 that was an over-the-counter item just five years ago from your local Honda dealer is now an increasingly scarce commodity at even the largest swap meets. Sit in front of your computer long enough for the gas in your tank to turn into shellac and that much-desired NOS part will probably show up on eBay, but rarely at a bargain price. eBay is increasingly becoming a seller’s market for anything that’s truly in demand, and unfortunately buyers must consider the possibil- ity that even the well-meaning eBay seller doesn’t really know how to distinguish “like new” from “rusty-beyond-redemp- tion.” With the above in mind, I’ve been surprised at how relatively economical and absolutely reliable it’s been to have parts shipped across the ocean from England’s David Silver Spares (DSS). Specializing in Honda parts since 1986, DSS estimates that more than 40,000 Honda owners worldwide ride motorcycles fitted with parts that have come through its opera- tions. The company maintains a website http://www.davidsilverspares.co.uk/that allows customers to inquire by part number, order by part number, or to download the company’s complete (and frequently updated) stock file. They’ve provided new old stock parts in truly new condition for a number of my old Honda projects, often at prices (including shipping) that match or beat domestic sources. In a few cases when the condition of a rare part has been especially important, the DSS staff has pulled the part from inventory and emailed a photo. Having had a number of

Top: David Silver Spares banner over office and orders building. Middle: Restored vintage Hondas in front of orders counter. Bottom: Be- hind the counter, David Silver Spares staff was busily answering emails, responding to parts in- quiries, and processing orders. Here, Anne Miller answers emails from customers.

20 October/November 2005 such friendly exchanges, I’ve been curi- ous to know what the DSS operation looks like and how it works. This July, while on business travel in England with my wife, I got my chance. Heading toward Leiston on the Suffolk coast, ninety miles east of London, the road to DSS leads past Leiston Abbey. Though long in ruin, this 14th-century monastery is popular with tourists and locals. Despite the long history of settle- ment in this part of England, the roads are still relatively narrow two-lane af- fairs full of sinuous curves and views to open countryside. They’d be fabulous fare for vintage motorcycling, and they completely outclassed the small Euro- pean Ford we’d rented from Hertz. Though the Ford could squeeze more kilometers from a liter of gas than some of today’s big twin-cylinder motorcycles, after a week I was still convinced the shift lever was connected to the transmission by a rubber band. I longed for a vintage CL or CB. I called ahead to DSS and spoke with Peter Babbidge, one of the company’s Directors. Peter welcomed my visit, taking pains to explain that there wasn’t really any showroom – just a huge warehouse of parts and a sales counter. In fact, the orders department and offices are in a smartly redesigned building across from the warehouse which greets visitors with a collection of restored vintage Hondas. The DSS warehouses are located in the Masterlord Industrial Estate, a sprawling collection of venerable brick buildings that once played a role in Leiston’s signature industry: the manufacture of steam engines. Stacked wall-to-wall and floor-to-ceiling with Honda parts, the warehouse interiors are a nearly overwhelming sight for a vintage collector. While touring the warehouse, Peter Babbidge showed me one room devoted to incoming parts, including palettes loaded with NOS tanks. The DSS staff is continu- ally searching worldwide for dealer inventories and other lots of vintage Honda parts. Incoming parts are carefully identified, sorted, graded, and entered into the com- puterized inventory. In addition to OEM vintage parts, DSS offers an increasingly diverse line of “pattern” parts – new parts manufactured with attention to original manufacturer’s de-

Top: One of many parts-filled sections of the warehouse. Middle: Boxes of vintage Honda parts on a palette. Bottom: Rick Darke (L) and Peter Babbidge, with NOS CL450K1 front fender.

October/November 2005 21 tails. The CB450K0 seat is a fine example. Knowing that I had an unrestored 1968 Honda CL450K1 scheduled to arrive from Illinois soon after my return from England, I asked Peter to check his inventory for an NOS front fender. The computer showed one in stock, and it took warehouse manager David Foster only a minute or two to locate it amongst the endless parts bins - quite a feat, and a tes- timony to DSS’ organization. I asked Da- vid to take a photo of me and Peter with the fender, which would be on its way to the USA within 24 hours. Since UPS generally gets Leiston shipments to London in less than 24 hours, and to New York the day after, east coast- ers like myself are likely to receive a par- cel shipped from the Suffolk coast faster than one shipped from the USA west coast. We headed for Gatwick airport a day later, but my fender almost beat me home. An NOS fender from David Silver Spares installed on Rick Darke’s new CL450K1.

Membership Application New ______Renewal ______Membership options: *************************************************** 1) Multi-year membership–$45 for two years; $65 Name: ______for three years. 2) Spousal membership–$15 per year with no discount Address: ______for multi-year applications. This type of membership can ______be completed at any time. The membership must be for the spouse or partner of a current member or can be included City: ______State: ______with a sign up of a regular member. One magazine will be delivered to that household with both names on the mail- Zip/Postal Code: ______Country: ______ing label. Spousal members will have a membership card Phone: ______with a unique number such as 5226A. Yearly dues: $25 (USD) for North America; $50 (USD) out- E-mail address: ______side of North America. Please send your check or money order made out to VJMC along with this application to: Preferred Make(s): ______Bill Granade Preferred Model(s): ______13309 Moran Dr. Tampa FL 33618-3011 Signature: ______Thank you! Date: ______

22 October/November 2005 Journey: 18 years of silence ends

Continued from page 19

harness, switch gear, horn, and all electrical components. The gauges worked well, but looked old and weathered, so I decided to dis- assemble, clean, oil, and cosmetically rebuild them. To reface the gauges I contacted Andre Ozaki at www.reproductiondecals.com. Andre said that he would make a set of replacement decals if I sent him the originals to use as a pattern. When I got them back a couple of weeks later, I was amazed. They looked beautiful! Now I was getting really excited! I used the underside of the dial pointers to get a correct color match, and mixed two small bottles of yellow and red hobby paint to repaint them. What a difference that made! The gauges looked brand new. I then checked the electrical system to make sure that everything was working properly, real- izing that it would be much easier to test and perform any necessary repairs while the bodywork was off. By now the bike rolled and had an engine, gauges, and an electrical system. The next thing that I needed to address was the carburetors, which still contained a mixture of water and old gasoline. They were in terrible shape. I tried using carburetor cleaner, but it would not remove the lime and scale depos- its. So I decided to try boiling the carbs in a gallon pot of water mixed with two cups of vinegar and two tablespoons of powdered dishwasher soap. I figured they were in such bad shape anyway that I had nothing to loose. Vinegar is a mild acid and I hoped it would remove or at least loosen the scale, and would perhaps also assist with removal of the jets. I let the carbs boil for an hour, and to my surprise, much of the scale dissolved. After most of the scale was removed, I used a dental pick to get the last of the crud out, then reboiled them in a fresh solution for another hour. I then rinsed the carbs with fresh water and used a toothbrush to remove any residue. I removed the jets and cleaned all the passages with carburetor cleaner and rebuilt them with new main and pilot jets, float valves, and gaskets. I installed brand new Spec II chambers that I had won off eBay, and hoped anx- iously that the bike would run. I tempo- rarily installed the fuel tank, and three kicks later that baby was running, after eighteen long years of silence! What a great feeling Top: The cases were stripped, polished, and clear coated; the cylinders and heads were bead blasted. Middle: NOS turn signals, fresh paint, and a new seat cover. Looking good! Bottom: After a year and a half of scraping, searching, polishing, and painting, the restoration was complete. Continued on page 30

October/November 2005 23 Dreams: Hard work required

Continued from page 15

The second kind is the bike that you’re not likely to find in original condition and must be restored from a parts or rider bike. I place the Kawasaki H1s and H2s in this general category. Not many of them have survived in original condition and those that have are worth the high value their owners place on them. You’re not likely to find one of these waiting for you in someone’s garage in all-original condition for $1,000. These dream machines are usually realized only through restoration and hard work. Because many of the parts are discontinued, sources include other collectors, internet research, and eBay as the places one has to shop for the rare parts required. My restoration process starts with a degrease and pressure wash. I then use at least two large plastic bins for sorting all disassembled pieces. I take extensive notes on cable and wire routing during the teardown. I separate those parts that can be refinished, reused, rebuilt etc. from those that I feel are completely useless. I never throw away the “bad” stuff until I can be sure its required replacement can be found. I’ve had items that needed to be machined and the original part is a must for pattern- ing. As long-term preservation is now a number one priority, I prefer powder coat to paint on everything other than the body parts. The frame and all previously painted pieces get bead blasted (don’t use sand- blasting), wiped with lacquer thinner, and then powder coated. The chrome is sent for refinishing as needed and original or new factory fasteners are used whenever possible. In the event the right bolt or nut can’t be found, then polished stainless fasteners are used. These are great as the heads can be polished and the shine will far outlast the chromed original. I will replace every piece of rubber that I can find. Those Top: A 1974 Kawasaki H2B, Mach IV 750. This particular model is a reminder that earth tones were big pieces not available are treated to a in the mid-’70s. When I started restoring it last year, the underside revealed its original “Candy Burnt cleanup and treatment of Armor All. Fi- Gold” (almost ugly brown) color. The color is not among my favorites, but the restored bike in all of its nally, the body work is sent for repairs, mid-’70s glory is. This bike had 9,000 miles on it when sold as salvage to a wrecker yard. It sat exposed to the elements for years, during which time the exhaust, seat, rims, and wiring were completely de- fresh paint, and stripes. The seat is stroyed from rust and corrosion. Virtually nothing outside of the frame, swingarm, and engine were stripped, bead blasted, powder coated, and rebuildable. Bottom: A rare 1975 Kawasaki H2C 750. The recipient of a poorly attempted restoration recovered with the correct foam and sten- and many incorrect parts and pieces, this bike was acquired in 2004. One year and lots of work and ciled cover. Reassembly usually takes sev- parts later, it’s been restored to its current condition. This bike is special for two reasons. By 1975, I was 16 and very much aware of performance. I wanted my own H2C. Simply put, I couldn’t afford one and eral weeks and is again accomplished in the oil crisis of 1974 meant that I wouldn’t have gas money, either. These 750s were a thirsty bunch and many small, related tasks. The careful at- amazingly gave you only 22 mpg; they smoked, and they were loud. All of these were attributes that the tention to details like routing of wires, ca- EPA felt had to go. Production was halted and what resulted is the shortest number of production for the bles, and hoses really comes through in the H2 in its history. Gone was the legendary two-cycle, three-exhaust 750cc Superbike, and my chances to own a new one. Introduced just three years earlier, the 750 Mach IV trounced its competition. In a end product. I always take my time, I’ve 1973 test of Superbikes, the H2 ran away with honors for the lowest ET, best brakes, and fastest lap waited 30+ years for this bike; a few more times on a closed race course. Yes, it even beat its own bigger brother, the famous 903cc Z1. 1975 was days won’t hurt one bit. the end of my 16th year and it was also the end of the Kawasaki H2 750 two-stroke.

24 October/November 2005 Convenient: Sensing Soichiro Honda’s personality

restoration project that I have ever been in- In the process of restoring the Benly JC57 I Continued from page 17 volved with. found another ratty old bike in Japan that also The first Benly J was produced in 1953. It needs some attention. It is a 1953 Honda Benly side of Japan through which to sell the had a 90cc OHV pushrod engine. It is con- J 90cc. In August I disassembled it. I work at new Benly J, and very little money to risk sidered by many to be Japan’s first attempt at an excruciatingly slow pace so it will take me a on this new model. What Honda did have a sport bike. It has some remarkable design year or so to put it back together. Right now was a set of brilliant ideas; ideas that, for features like an inverted telescopic front sus- I’m headed out to the shop to get started. If any the moment, would seriously challenge pension and a single torsion block controlled of you would like more information on the Honda’s manufacturing capabilities. swingarm that pivots in unison with the en- Benly’s place Honda history or details of re- So, as I worked on the restoration of the gine. In late 1954, the Benly J became the storing these bikes, you are welcome to write Benly JC57, I sensed the profound exten- Benly JA. The JA received a displacement me at “[email protected]” sion of Mr. Soichiro Honda’s own person- increase to 138cc and a pair of rear shocks. ality that lives in every piece of this In 1955 it became the JB with a displace- motorcycle. You can see in nearly any ele- ment reduction to 125cc to take advantage of ment of the bike its almost cottage industry newly enacted licensing laws. The final ver- Quick Tip of character. You can see the challenges that sion was begun in 1956, the Benly JC. The the Month Mr. Honda faced. You can see the often 1956 JC had the Earles type front suspension crude solutions to these challenges. And instead of the inverted telescopic unit used “When removing a kickstand you can see the attention to sculptural detail on previous models. Little else was changed that characterizes these early Hondas. From spring or similar item, extend on the JC56 and in 1957 the model became the device so that the return very early on in the Benly project I felt a the JC57. Once again there was a change in personal connection developing between the front suspension as the JC57 incorpo- spring is expanded and insert myself and its creator, Mr. Soichiro Honda. rated a leading link, but the engine continued flat washers between the coils. I finished this restoration in June 2005. It as a 125cc unit until the end of production in When the spring is relaxed, the had taken almost three years. I now see pic- 1958. Only minor changes were made to the washers will add length to the tures of what the bike looked like when it Benly JC58 in this final year of production. spring and it can be easily re- first “rolled” out of the Allied van in front It received turn indicators and a few very mi- moved.” of my shop but I no longer question my nor engineering changes which were less judgment. It has been the most rewarding visible.

WesternWesternHillsHonda/Yamaha Hills Honda / Yamaha 3110 Harrison Avenue Cincinnati, OH 45211 USA Phone: 1 513 662-7759 Fax: 1 513 662-7912 Herschel Benkert, Owner Since March 1962 Vintage N.O.S. Honda Parts Offering Domestic and International dealers' parts inventories with shipments arriving on a regular basis Our inventory is always changing

www.westernhillshonda.com e-mail: [email protected]

October/November 2005 25 Member poetry That Can’t Be Me

That can’t be me. I couldn’t have hit that tree. I don’t remember the fall. I don’t remember much at all. “Just going for a short ride,” I yelled to everyone inside, Little did they know, I had steam to blow. It was getting worse every day; I’m going to snap if I don’t get away. Maybe ride, for a day or two, Air my head out, and think some things through. Almost made it out of town, When here comes this asshole, Flying by and screwing around. I think to myself, “OK, make it your last, Show this kid old men do more than go fast.” When the road started to wind, I screwed it on, Left the punk way behind. I’m thinking to myself, “I know I look good.” Then it went dark, “I smell wood.”

--Dave Simpson, August 6, 2002

Attention all members: If you move, change addresses or change e-mail addresses, please notify the membership chair as soon as possible. Please address any membership questions to Bill Granade (see page 2 for contact information).

26 October/November 2005

Classifieds

Remember that a “Vintage Japanese mo- sory catalogs and LOTS of other good Picture's by email available. $2,000. Sam torcycle” is 15 years or older (cut-off for stuff! www.vintagehonda.com Bill Silver, Goodwin, (703) 690-9440, Lorton, Vir- this year is 1990) and, of course, Japanese. (808) 323-2347, Kealakekua, Hawaii, ster- ginia , [email protected] Please be aware that ads may/will be edited [email protected] to conserve space. If you have large busi- 1980 Honda CB650. Excellent, garage ness ads, please consider taking out a com- 1966 Honda C110, Sport 50. Fully re- kept, all original condition. Runs great, mercial ad. Don’t feel reluctant to use stored and ready for the show. The chrome 10,417 miles. $1800 obo. Information and punctuation and proper case on emailed is original but 98% perfect. NOS Honda photos available. Skip Neville, (770) ads. foot rubbers. This bike is very nice and 377-6814, Lawrenceville, Georgia, Be mindful of publication deadlines. Ads starts on first kick. I do have pictures that I [email protected] th are due by the 20 of the month in which a can email. $3200 obo. Thomas, (267) magazine is issued for the next magazine. 718-2944, Horsham, Pennsylvania, 1985 Honda VF500F Interceptor. Parting For example, ads for the December maga- [email protected] out. I'll keep the front end and wheels but zine Newsletter will be due to the editor by everything else is available and in excellent October 20th. 1966 Honda CL77 Scrambler. Red frame, shape, including gas tank, seat, top-end oil- Send all ads to: completely stock including exhaust and ing kit, etc. Mechanic owned. Brent Waller, Gary Gadd muffler. $2200. Christopher, (360) (450) 827-2462, Franklin Centre, Quebec, 3721 Holland St. 357-8078, [email protected]. Canada, [email protected] Ft. Worth, TX., 76180 (817) 284-8195 For Honda CD175, frames, wheels, tanks, Kawasaki Or e-mail: [email protected] panels, lights, indicators, mudguards, complete bikes, exhausts, luggage racks, untold stuff including fairing. Andy, 0208 670 1972/75 Kawasaki H2. Looking for H2s For Sale 2227, London, UK., in any condition except show. Will buy [email protected] parts also. Need to be in the southeast so I can pick up. Have parts to trade or sell also. Bridgestone 1970 Honda CB750 K0, sensible restora- Buddy Cartee, (864) 415-0434, South tion with refurbished original parts and Carolina, [email protected] 1967 Bridgestone 350 GTR (21UO3646). much factory NOS electrics, painted parts Completely original. Running and regis- and more. Blue-green, nearly new condi- Rupp tered. It shifts smoothly through all the tion in appearance and operation; stored for gears. It is an original paint bike, faded on most of ten years since completion. Details 1972 Rupp RMT 80cc. Fuji motor, com- the top of the tank. New battery, new rear and photo available. $7900. John Nicksic, plete, chrome needs replating. Includes a tire and new tubes. 13K miles. The chrome (970) 667-0939, Loveland, Colorado, small dealer parts inventory. $895. Claude on the rims is good, the mufflers-fair to [email protected] Carrier, (508) 543-0490 days/(508) poor, the rear fender-fair and the tank-poor. 543-6157 eves (leave msg.), The inside of the tank is fair and should 1975 Honda GL1000. Teal color, com- [email protected] probably be Kreemed. $800, please email plete carb rebuild. New paint, tires, brakes, for pictures and information. Jim Smith, mirrors. Original gages with no cracking on (805) 968-9748 after 5:30 PST, 236 faces. Rare Hondaline luggage rack. 60k Suzuki Winchester Dr. Goleta, California 93117, miles, handles, runs and drives excellent. [email protected] Picture featured in international Motorcy- Suzuki M12-2. 50cc street bike, serial cle magazine in October 2004. $3500. number 359788. Very good condition for Please contact me for additional informa- its age. 3,296 miles but engine is locked. Honda tion. Rick Jenkins, (360) 533-5937, Also have Suzuki 150cc and Yamaha HS1. Aberdeen, Washington Gene, (662) 369-4542, Aberdeen, Missis- For 1960/70 Honda, vintage parts. Vari- sippi, [email protected] ous parts stored in my garage. Would be 1976 Honda Goldwing. Original unre- happy to talk to you. Tommy Wilson, (386) stored condition. The bike is as it left the 1972 Suzuki GT380K Sebring. 15,430 325-6054, Palatka, Florida, factory. Yellow, paint is original, this is a original miles. I am the original owner and [email protected] very nice bike. 32k miles. Contact me for this is a great example of a vintage two cy- photos or details. $3795. Ron Pruette, (248) cle bike. Pictures available upon request. For 1960 Honda CB92, front fender, han- 821-8670, Detroit, Michigan, Number 1 condition, $1,895 or best offer. dlebar holders, center stand, tach cable, [email protected] Starts on the first kick!! N Stabile, (303) side cover, off-road exhaust. Will consider 916-6805, Arvada, Colorado, whole parts bike. Al, (561) 271-5855, 1977 Honda CB750A Hondamatic. Looks [email protected] Florida, [email protected] super and is in great condition. Ready to ride. All original equipment, including 1974 Suzuki GT750. 14k miles, $1200. Restoration Guides and 250-305cc En- owner's manual, some spare parts, mainte- 1973 Suzuki GT550. 13k miles. ’73 gine Repair guides on CDROM. Also have nance material, magazine advertisements GT380, ’70 Yamaha DS6 250cc twin, ’77 copies of carb catalog, tool catalogs, acces- from 1977 and an uninstalled luggage rack. RD400, $900. Kawasaki 500, several bikes

28 October/November 2005 Classifieds and parts. KH400, 350 triple parts. Also ’72 1982 Yamaha XV920RH. Rare unmo- Wanted Honda 450cc, ’76 Yamaha XS360. Doug, lested 920cc Seca. This is the Euro model, (412) 481-2523, [email protected] NOT a Virago. Enclosed chain drive, huge 8" headlamp, 5 gal. tank, rear fender at- Hodaka 1975 Suzuki RE5 Rotary. Oklahoma bike. tached to swing arm, air adjustable suspen- The bike was stored in a dry heated facility sion. 8k miles, original candy red paint, For 1971 Hodaka Ace 100B, need rear for 24 years. In great shape. I rebuilt the new Dunlop GT501's, bike is in excellent fender and tail light. Also rear spokes for carb, master cylinder, & calipers. POR15’d condition. $2500. John Bergener, (505) 18" wheel. Ron Whitlow, (303) 466-0810, the gas tank, new paint on tank & side cov- 624-9596, Roswell, New Mexico, Broomfield, Colorado, ers. Changed all fluids and then started it [email protected] [email protected] up! Runs & Looks great. $3950 obo. Myron Feldman, (262) 369-0694, Pewaukee, Wis- Miscellaneous Items consin, [email protected] Honda Video Tapes. #1: 1966 Honda Factory 1982 Suzuki GS750TZ. In mint condi- 1961/67 Honda CYP77. Is there anybody Tour, 1964 Suzuki Factory Tour, plus 1970 out there who have some parts for trade or tion. Never been down and never been Honda’s 1st Daytona 200 miler win, $20. rained on. The gages are not sun faded. sell? Uwe, Pforzheim, Germany, #2: 1959 Greenhorn Enduro and 1964 [email protected] 28,521 miles. New tires and battery. No Jackpine Enduro plus 2 indoor short tracks restoration needed. $2200 obo. Email pic- on concrete from the 1970’s, $20. #3: 1954 tures and information available. Paul Pad- Honda Dream 250/305. I am interested in Triumph Factory Tour and 1958 BSA Fac- a rider Dream, that EVERYTHING dock, (508) 888-4044, E. Sandwich, tory Tour, $20. Tapes are 1 hour or longer. Massachusetts, [email protected] WORKS! In the Great Lakes/Mid-West Price includes shipping. Jim Minnis, 210 S. area. I have cash for the correctly described, Madison St. Princeton, Indiana, 47670 very good to excellent rider. Scott Strenzel, Yamaha For Early 1960’s and up Japanese bikes, (231) 768-5696, zoraarkus55@webtvnet Keys. Thousands of OEM Honda and 1967 Yamaha YL1-E Twin 100. Very Suzuki keys. $8 a piece, which includes For 1965/67 Honda CB450 K0, I need nice hard to find bike. Red. Runs good. shipping. Thousands of NOS parts for those several restoration items for a Black $1200. Can email pictures. Jeff Andersen, old bikes in stock. Just send us what part Bomber. I would consider a decent parts (352) 799-6623, Brooksville, Florida, you need with the bike model and year, or bike or advise if you have items available. [email protected] preferably a part number, and we just may Bruce, (562) 431-1016/(562) 895-8610, be able to help you out. Queen City Motor- Los Angeles, California, bbaysinger For 1973/75 Yamaha RD350, I have sev- cycle, (877) 648-4355, Clarksville, Ten- eral parts bikes and lots of dismantled parts nessee, [email protected] For 1969 Honda CB750, looking for in crates. Ideal for the person who races HM300 NOS exhaust non paragraph pipes these bikes. Located in south central PA be- Keys. We supply hard to find key blanks #1/ #2/ #4 for my. I have #3, I just need the low Carlisle. Stephen Horton, (717) for classic vehicles! We stock keys for cars, rest. Al Landry, [email protected] 532-6147, Roxbury, Pennsylvania, trucks, buses, motorcycles and even some [email protected] airplanes. Visit our web site to browse our For 1973 Honda CB500P, I am looking catalog and order online, or to request help for a complete seat or seat pan for a police 1973 Yamaha RD350, complete except finding the key you need: special. G Quinlivan, 00353 87 9870251, no gas tank at this time. 1972 R5 (same as http://www.key-men.com Key Men - Keys Limerick, Ireland, johnragman91@ya- RD 350 except these had front drum brake for Classics, Monroe, New York, hoo.com & no reed valve). Both have been sitting, so [email protected] you’ll need to go through them such as 1961/65 Honda CB72. Looking for really clean carbs, new batteries, etc. Paint & For 1958/85 Honda, Kawasaki, Keys. nice CB72. Red/silver would be nice but chrome is decent on both. $850 each or buy Over 4000 Genuine Honda precut and will consider others. Also looking for 65-66 the pair for $1,000. Claude Carrier, (508) numbered absolutely genuine original keys Yamaha 305 Big Bear scrambler. Excellent 543-0490 days/(508) 543-6157 eves (leave exactly as they came with new cycles. Send cond. Blue/White preferred. I am looking msg.), [email protected] code number which is stamped on the face for low mileage nice bikes or correctly re- of your ignition switch or fork lock, later stored bikes. Art Bensheimer, (317) 1977 Yamaha XS650. Hard to find STD models only had the number on the key. $5 835-4544/(317) 835-2057 evenings, India- model ,only 5050 miles never been in the each plus $1 postage for any quantity, and napolis, Indiana area, weather. Not perfect but almost! All origi- an T10 additional dollar for credit card pay- [email protected] nal except mufflers and mirrors. New ment if desired. 50% fill rate. I also have Bridgestone Aclade tires. Akront style 250 old Kawasaki NOS keys and a few For 1965/67 Honda CB450 K0, In search OEM 19" and 18" rims. 2 sets of rough Suzuki. I can cut duplicate Suzuki keys for of a speedo/tach combo, rims with good original mufflers. Pics available. $2995 the same price. Barry Sulkin, (310) chrome and exhaust. Please contact me firm. Bill Farrell, (888) 806-1153, Salem, 398-6406, Culver City, (Los Angeles) Cali- with any help. Tony, (215) 592-7505, Oregon, [email protected] fornia, [email protected] [email protected]

October/November 2005 29 Classifieds

Kawasaki handy. Larry Wisse, (937) 644-0035, (406) 449-9982, Helena, Montana, Marysville, Ohio, [email protected] [email protected] 1973/75 Kawasaki Z900. Looking to buy used parts and complete or basket case For 1967 Suzuki T20 (TC250) X6, Look- Yamaha bikes. Steve, (260) 489-2515, Indiana, ing for following items: Part # 68110-11000, [email protected] One Fuel Tank Emblem (50mm diameter, black plastic w/large silver “S”, mounting For 1959 Yamaha YA2/YA3, need tank For 1969/70 Kawasaki H1. Need one un- holes 36mm apart). Part # 11361-11100, En- emblems, solo seat, luggage carrier, back der-the-tank reflector bracket. Any condi- gine Sprocket Cover (this is the smaller part of chain guard. Please let me know if tion bracket will do, reflector not needed. cover on the engine rear left side that the you have anything for these bikes cables, Gary, (817) 284-8195, [email protected] kick start goes through). Could use the fol- gaskets, etc. Any literature, manuals? Al, lowing if available, or will have to repair ex- (561) 271-5855, [email protected] For 1979 Kawasaki KZ650 C3, need air isting: Part # 11351-11100, Crankcase left box and hardware. Bud Halfpenny, (973) cover (larger piece that mounts in front of 1965 Yamaha Street Twin 250cc. Looking 650-1694/(973) 226-6666 work, P.O. Box the Engine Sprocket Cover). Part # for decent, complete original, will restore if 93, Essex Fells, New Jersey, 07021 68131-11001, Side Cover Emblem (metal needed. Terry Saxlund, (206) 930-5333, Se- “Suzuki” that fits on the oil tank). Part # attle, [email protected] Marusho 35111-11611, Head Lamp Rim. Part # 14302-11200/1, Left Muffler Assembly. For 1975 Yamaha DT125, I am looking for NOS or mint condition parts. Rear turn For 1965 Marusho Lilac, mufflers, fuel Wes Tivel, (719) 593-1913, Colorado Springs, Colorado, [email protected] signals, seat or factory cover, rubber foot tank, front fender, misc. Will consider pegs, rear foot pegs. Bill Moore, (831) whole parts bike. Are BMW R5 parts inter- For 1975 Suzuki RE5, I need several res- 252-3510, Santa Cruz, California, changeable? Al, (561) 271-5855, Florida, toration items for s series 1 rotary. I would [email protected] [email protected] consider a decent parts bike or advise if you have items available. Bruce, (562) Miscellaneous Items Pointer 431-1016/(562) 895-8610, Los Angeles, California, bbaysinger Motorcycle Jacket. I’m looking for a For 1963 Pointer 125cc, need chain guard. men’s jacket from the 1940’s-1960’s pe- Please let me know if you have anything for For 1971/73 Suzuki MT-50 Trailhopper Minibike, need NOS body parts (i.e., seats, riod. Small to medium size desired but will these bikes cables, gaskets, etc. Any litera- consider large for the right jacket. Richard ture, manuals? Al, (561) 271-5855 side covers, gas tank covers, etc.) and owner's manuals. Please write &/or call and Trautwein, (906) 635-0356, 437 Dawson leave message if no answer. Amy Douvlos, St., Sault Ste. Marie, Michigan, 49783 Suzuki (703) 780-8519, [email protected] Face shields for early 1970s Bell Star hel- 1966/67 Suzuki X6 Hustler. Not looking For 1975 Suzuki TS185, gas tank, rear mets. Larry Bruggeman, (303) 922-7621 to do a major restoration. Prefer restored or fender, turn signals, and mirrors, preferably (fax), 520 SO. Dale Ct., Denver, Colorado, one not requiring much work. I'm not that NOS. Send pics and price. Brian Goodman, 80219 Journey: Not the typical Sunday morning ride

Continued from page 23 and reupholstered the seat to look good as couple of days getting the carburetors and new. I also stripped the bodywork down to timing correct, she ran great. I have since bare metal, repaired a couple of small dings in logged over 750 miles with only one minor to finally hear it run! I had begun to run low the tank, and repainted. Since the underside mishap. During the Eastern Two-Stoke meet on motivation, and getting the bike to run of the front fender still had a little of the origi- at Deals Gap in North Carolina, the right cyl- was just what I needed to get going again. nal paint on it, I used that for my color match. inder ignition pickup wire fell off during a The next project was to refurbish the seat Unfortunately, the paint shop mixed the paint ride. Fortunately, this was quickly repaired and bodywork, which were both in very poor a little too dark and I only noticed it once the and the bike was back on the road. Since then shape. The Kawasaki Triples Worldwide in- paint, decals, and clear coat had been applied! the bike has been very reliable. Everywhere I dex recommended RB’s Classic Kawasaki But the paint job turned out so nice that I de- go the bike turns heads and someone always (www.classickawasaki.com) for a repro- cided to leave it alone. Quality control was a stops to tell me how they remember the repu- duction seat cover, seat foam, and a com- bit lax from the factory anyhow! tation it had as a “widowmaker.” The restora- plete set of reproduction decals, all of After reinstalling the bodywork, it was time tion was a true labor of love, but more which are top notch. Rick Brett is a great re- to double check all nuts, bolts, oil and fuel importantly I met a lot of great people and source for parts (reproduction, used, and lines, and get ready for a short test ride. Wow! made a couple of good friends along the way! NOS) and information. Using advice from What an experience! That was definitely not Remember, it’s not always the destination, a couple of friends, I stripped, repainted, your typical Sunday morning ride. After a but the journey that makes it all worthwhile.

30 October/November 2005 HONDA ~ HONDA ~ HONDA ~ HONDA

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