Volume 34 / Number 4 AUGUST/SEPTEMBER 2013 • $5

2013 VJMC NATIONAL RALLY! HELEN, GEORGIA

WHAT’S INSIDE: BEHIND THE SCENES AT BARBER

IDAHO RALLY & RIDE

HONDA GL1000 OIL FILTER CONVERSION

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

IN THIS ISSUE l FEATURES SPA ECIAL FE TURE: Beyond the Glass and Polished Floors of the Barber 6 Vintage Museum SPECIAL EVENT: Barber Vintage Festival Invitation 10 october 11-13, 2013 PROJECT BIKE: The Hawk GT no one is more critical of your bike 12 than you are EVENTS: CTOVER S ORY Idaho BIke Rally a fathers’ day 16 weekend in idaho 2013 VJMC RIDE REPORT: Idaho Chapter NATIONAL RALLY! rally ride 21 32 PROJECT BIKE: What the Heck is a Zuki?

26 l DEPARTMENTS HISTORY: The 350 PRESIDENT’S LETTER: The Best of Times...... 4 40 TECH HELP: PROJECT BIKE: Honda GL1000 Oil Filter Conversion...... 31 The Honda CL100 can we relive 48 our childhood? SAFETY FIRST: We Can Be Our Own Worst Enemy...... 37

Volume 34 / Number 4 AUGUST/SEPTEMBER 2013 • $5 TECH HELP: ...... 2013 VJMC Tank Rust Removal 45 NATIONAL RALLY! HELEN, GEORGIA EVENTS CORNER...... 55 WHAT’S INSIDE: BEHIND THE SCENES AT BARBER

IDAHO RALLY & RIDE HONDA GL1000 ...... OIL FILTER CONVERSION ADVERTISER SPOTLIGHT 57 cover photo: OFFICIAL PUBLICATION OF THE VINTAGE JAPANESE MOTORCYCLE CLUB OF NORTH AMERICA, INC. Charles Price CLASSIFIEDS...... 58 l ON THE COVER Bikes lined up in preparation for the show at the National Rally in Helen, Georgia.

Vintage Japanese Motorcycle Magazine 3 PRESIDENT’S LETTER The Best of Times

he VJMC has the pedal to the metal. Our membership ranks have Tgrown to 3,524 individuals with a passion for vintage Japanese . Our biggest national rally produced fun in abundance for more than 160 members and guests who were lucky enough to V JMC Magazine attend. Exciting rides, great food, old friends, expert speakers, and August/September 2013 perfect weather set new standards for the good times. A big thank Volume 34, Number 4 you goes out to all those dedicated volunteers, led by Pete Slatcoff, PRESIDENT who worked hard for the past twelve months in order to make it all Tom Kolenko happen. 770-427-4820 Our leadership team was also at work in Helen , Georgia, where [email protected] it held its annual Board of Directors meeting. Preparing this club for the future and build- INTERIM EDITOR ing our membership services filled the meeting agenda. Our talent pool welcomes Michael Michael Fitterling Fitterling, a motorcycle publishing veteran and Honda CB350 rider, to serve as our new 863-632-1981 magazine editor. Webmaster duties now be performed by the talented Spyro Svolos, [email protected] since Mark Johnson has become a new father. Joy Ivy Johnson is now filling diapers, melting INTERIM ART DIRECTOR hearts, and stealing sleep from our past webmaster. Enjoy the ride Mark! Nadine G. Messier These are transformational times for the VJMC. We are creating ever more opportunities CLASSIFIED ADS for our members to be engaged. Our new VJMC Member Forum is growing and helping Gary Gadd our members plan “meet-ups” in their areas. Whether it’s a garage troll, breakfast ride, bike 817-284-8195 show, or tech session our membership is meeting kindred souls for fun. Now is the time to [email protected] get involved. Our newest Field Representative, Peter MacMurray, from Holliston, MA, will DISPLAY AD DIRECTOR/VP add to our VJMC capacity in the Northeast. Welcome aboard Peter! Gordon East The diversity of our membership continues to expand. More women and families are at- 864-944-8687 tending VJMC events than ever before. One woman rode to the Georgia rally alone from [email protected] upstate New York and had a great time. Youngsters in their 20s, 30s, and 40s are joining the AD SALES REP fold, with a passion for Japanese café racers, bobbers, and tricked-out minis. Please embrace Art Snow these new members, chat them up, and help them feel a part of this club. If this club is not 144 W. Oakview Place San Antonio, TX 78209 growing, it’s dying. [email protected] We also try and frontload for success at every opportunity. Event planning for national and state rallies requires committed volunteers on the ground, along with carpet bombing email MEMBERSHIP DIRECTOR Bill Granade reminders to preregister. If there is low preregistration, the event will probably be canceled; 813-961-3737 so get onboard early to help ensure event success. The planned Michigan Rally suffered that [email protected] fate when only thirteen members were preregistered (with Pete and I in that group). Secur- ing host hotels, T-shirts, ride plans, trophies, catering, and a cadre of volunteers is a heavy MISSION STATEMENT: The purpose of this organization is to frontload commitment that doesn’t support last minute, onsite registration . prompte the preservation, restoration Event planners know that any event schedule can be dynamic. The Georgia Chapter held and enjoyment of vintage Japanese mo- torcycles (defined here as those 20 years its first ever indoor bike show at the Mountain Motorsports dealership in May with just two old or older). The VJMC also will promote months of planning, but we know the followup 2014 show will be even better. Annual events the sport of motorcycling and camerade- rie of motorcyclists everywhere. like Mid-Ohio and the Barber Vintage Festival continue to be big draws for our members, ©2013 Vintage Japanese Motorcycle and we need to be prepared to support our members’ participation. Regional rallies like the Club of America, an IRS-approved Not- Idaho, Florida, and Kansas City efforts provide additional options for our members. If these for-profit 501(c)(7) corporation. All rights reserved. No part of this document may venues are not on your bucket list, you have made a voluntary choice to skip the fun. be reproduced or transmitted without Our Regalia Queen, Melody Adams, is stepping down due to expanded family responsibil- permission. ities. Melody brought a professionalism, retail flair, and accountability to the role. We thank The VJMC Magazine is published six times her for helping to make our members look good in their VJMC-branded apparel. Please per year, in February, April, June, August, October, and December. The views and contact me directly if you would like to take on this important volunteer position. opinions expressed in letters or other I hope to see many of you at the Barber Vintage Festival and our state rallies. Remember to content are those of the author and do not cecessarily represent VJMC policy. get out and ride before the snow flies. The VJMC accepts no liability for any loss, damage, or claims occuring as a result of advice given in this publication or for Ride safe, claims made by advertisers of products or Tom Kolenko, VJMC Presidentt services in this publication.

4 august/september 2013

Beyond the Glass and Polished Floors of the Barber Vintage Museum by Tom Kolenko and Gordon East

he numbers say a lot about the Bar- 11-13. Whether you’ve been through Barber’s vision was to build a “running T ber experience all by themselves. the museum or are making your plans museum” where any motorcycle could More than a quarter million people vis- for a first visit, we want to take you be easily prepped and ridden on the 2.3 ited Barber Motorsports Park in 2012. along for a walk-through of the areas mile race track just outside the muse- Fifty-seven thousand of those attended beyond the glass and polished floors. um’s door. That vision reinforces the last year’s Barber Vintage Festival. It’s We’ll share some insights into the how observation that Americans are not a one of those must-see places that has and why of the museum’s changing ex- “watching nation.” We all want to par- something for the collector, the racer, hibits from a Barber’s management per- ticipate in racing and riding the track. the restorer, and every motorcycle en- spective. Hence, the highly engaging and partic- thusiast in between. Open year-round, Brian Slark, the museum’s spry 75 ipatory Barber Vintage Festival every the museum is home to an amazing col- year-old technical consultant and new- October, where you can see and hear lection of unique motorcycles. The mu- ly minted AMA Hall of Fame member vintage machines racing at the same seum also has the largest collection of scheduled an early morning meeting pace they would have back in their hey- vintage Lotus racing cars, along with a for us. We did not know that our walk- day. fantastic collection of vintage outboard through and interviews would take us With more than 1,350 motorcycles motors. well into the afternoon. Brian and all in their collection, the museum keeps You’ll read elsewhere in this issue how of the Barber staff share a passion for about 650 different motorcycles on dis- to get your free tickets, along with your their work and their accomplishments play. The selection changes and moves personal invitation to join us for this are seen everywhere throughout the so that each visit delivers a new experi- year’s Vintage Festival from October museum. Brian told us that Mr. George ence. The Barber team regularly attends

Every piece of this bike was restored, rebuilt, refinished, or made from the original before it made it here– just hours away from getting it’s turn on the museum floor.

6 august/september 2013 SPECIAL FEATURE auctions and shows looking for bikes that can be acquired for the museum. As you can see in some of the photos, the Barber team is working everyday to bring more rare and unique motor- cycles to the museum floor. The ware- house is a holding place for bikes that have been acquired through donations, auctions, purchased from individuals, or through trades. Each new acquisi- tion is evaluated for condition and then the team will meet to decide whether to Follow us on a walk that takes you beyond the glass and polished concrete. keep it original and maintain its patina, or to undertake a detailed restoration. The evaluation takes an average of three days during which the bike is inspected, photographed, and researched for rari- ty and parts availability. Only then are decisions made on how each bike will be made ready for its turn on the mu- seum floor. The backroom tour of the warehouse and shop areas revealed many bikes waiting their turns on the workbenches of Barber Museum’s skilled craftsmen. L to R: VJMC club President Tom Kolenko, Brian introduced us to Chuck Hun- Brian Slark, and George Barber. eycutt, who heads up their impressive team of craftsmen. Chuck is very much Every one of us has probably dreamed hands-on and on that day was himself of walking into a neighbor’s barn and immersed in bringing a pair of Yamaha finding a 1920s or 1930s motorcycle, TZ700 and TZ750 race machines back or something similar. It would just be to life. Chuck’s office is filled with mem- leaning up against the wall, covered orabilia, lifts, and the tooling to make by the canvas tarp its original owner magic happen. The adjacent shop areas carefully placed there almost a century had six active restorations going on at ago…Yes, the dream is still going great the same time by four other craftsmen. until we lift the cover only to find that These craftsmen were selected based on one third of the parts are either miss- their complex skill-sets, needed to pat- ing or have been reclaimed by rot and tern and make parts from raw materials. rust. This is where we’d wake up and We would guess the average age of these realize that our dream is now a night- craftsmen to be less than forty years old, mare. The Barber Vintage Museum most cutting their teeth wrenching for faces those problems of missing or un- race teams where problem solving and available parts and of decay every day. craftsmanship skills are finely honed. We were amazed to learn that they have While the pace during a restoration is overcome those hurdles by bringing in not rushed, the need to make parts that the equipment and skilled workers to no longer exist and correcting damage make, mold, machine, and form the or bad repairs made decades earlier does thousands of parts needed to restore require the team to think on their feet. the museum’s growing collection of We peppered craftsman Dennis McCar- bikes. When necessary, the museum’s thy with our own restoration questions, craftsmen cast and mold their own rub- which he cheerfully answered. This team ber parts; make their own cables; fab- loves their jobs. ricate their own fenders, frame pieces,

Parts, parts, and even more parts are carefully sorted, arranged, and cataloged for future restoration projects. Vintage Japanese Motorcycle Magazine 7 and handlebars; make pistons and rod in-house), powder coating, bead blast- um is a wonderful place to experience bushings; and even machine modern ing, polishing, and welding. Walk out the history of motorcycling. You’ll see valves to perfectly match those of the ground-floor shop area and you displays of race action and internal no longer available. Whether it’s on one find yourself in a fifty foot high cavern parts of famous bikes like those 1960s of their state-of-the-art CNC machines that is the staging area for the weekly Honda race bikes, hand-built and re- or a series of mandrels bolted to a additions and rotation of display bikes. stored by the Barber Team and leg- home-made metal stand used in exact- In a breath-taking display, bikes occupy endary mechanic Nobby Clark. Don’t ly forming exhaust pipes, every part is pallets on shelving that reaches to the be surprised if Mr. George Barber or made to its original form and function. ceiling, peacefully waiting their turns in Brian Slark walks up and starts talking On the ground-level, there are rooms the spotlight. parts or bikes with you; they are enthu- devoted to specialized tasks like paint- Make your plans now. Whether it’s a siasts to the core. Our tour and inter- ing, machining, water-jet cutting, car- perfect showroom model or one of the view were capped-off with a visit by Mr. pentry (display boxes/stands are made highly specialized race bikes, the muse- Barber himself. We thanked him and Stripped, inspected, repaired, and parts made or acquired, this bike will one day take its place on Brian for their tremendous support of a Museum stand. the VJMC and for the Barber Vintage Museum. We’ll see you there! l

Waiting their turn on the workbenches, these bikes are warehoused on the ground floor.

Exhaust system parts don’t exist for this bike so they will make pattern parts exact to the originals in-house.

Something for everyone. This small, seemingly unimportant item is the roots of what would become Honda. Come see and feel the history. Make this year’s Vintage Festival for yourself! Vintage Japanese Motorcycle Magazine 9 SPECIAL EVENT Barber Vintage Festival Invitation october 11-13, 2013 by Tom Kolenko

ur goal is to gather over a hundred high quality, origi- free ticket deal, but are very welcome all weekend at the Onal members’ bikes for all to admire and to create the VJMC booth. best VJMC event of the year. The VJMC has been part of Make your hotel and campground reservations early, this event since its inception nine years ago. Each year we since most places sell out for this international event. VJMC have been the first club booth that anyone sees entering on-site camping is very limited and reserved for those VJMC the more than 700 acre motorsports park. Over 57,000 members who have worked the event since 2005. Detailed people last year participated in this world class event cel- event and lodging information can be found at www.bar- ebrating all things motorcycling—700+ entries in AHRMA bermuseum.org. There is a lot for VJMC members to do, racing, huge 400+ vendor swap meet, evening fireworks, even if you don’t bring a display bike for the show. Friday’s tech seminars, rides, daily airshows, auctions, and access to activities include a huge “show & shine” area, Sounds of the world’s largest motorcycle museum yards away. This is Japanese Horsepower contest, technical seminars, and a family-friendly fun event where spouses and children feel member meet & greet opportunities. welcome too. This year, Friday morning will host our first ever VJMC Tiny The VJMC needs your best stock, original, or restored Town Bike Show. This event is designed to showcase those vintage Japanese motorcycles for its premier bike show. fun machines from our Wonder Bread years—Z50s, CT70s, Good clean, original early machines from Yamaha, Honda, QA50s, MR50s, TY80s, KV75s, JR50s, MT50s, PW50s, Kawasaki, , and even , Tohatsu, Fuji, and TM75s, and other kid-focused vehicles sold prior to 1985. Marusho are sought. High quality and variety are the Barber We are looking for quality, completely stock examples, Festival traditions, with over thirty awards given at the Sat- while high quality customized “minis” will also compete in urday bike show. To maximize member participation, we will their own class. Please contact me for greater details, eligi- be limiting single member entries to three bikes this year. So ble models, and preregistration info. get out the polish and set the GPS for Leeds, Alabama. Saturday is filled with registration and our afternoon The generous Barber folks provide two free weekend People’s Choice Bike Show, and ends with a members’ bar- passes (a $90 value) to each of the pre-registered VJMC becue picnic. Expect over a hundred premier examples of members who bring show display bikes. Saturday show vintage Japanese iron on display. Sunday caps the event off bikes need to be pre-registered through Tom Kolenko with our parade laps around the famous Barber race track ([email protected], 770-427-4820) by September 15, at noon. 2013 to qualify for the free admission package. Send your Many volunteers are needed to help setup, score the bike complete contact info, mailing address, phone number, show, work the membership booth, sell regalia, and create bikes you want entered, bike photos, membership number, these good times. Please contact Volunteer Coordinator, etc. to get pre-registered. You must send an email photo of Gordon East ([email protected], 864-710-7964) if you wish the bikes you will enter, unless you have displayed these ap- to help. proved bikes in years past. All new entries must have pho- This weekend festival keeps getting bigger and better. tos. Box stock and factory-original bikes are the target for Since we know you have been good all year, give yourself a members to qualify for the free weekend pass offer. High super reward by joining your VJMC brothers and sisters at quality “drive-in” bike show entries are not eligible for the the 2013 Barber Vintage Festival.l

10 august/september 2013 SPECIAL EVENT The Hawk GT: no one is more critical of your bike than you are by Patrick Quinn

n February 2013 I had the honor of displaying my 1989 Honda NT650 Hawk GT Iin the VJMC booth at the Progressive International Motorcycle show in Charlotte, North Carolina. Following is the story of how the Hawk got to this point. I came across the Hawk GT in early 2005 while doing some work for my neighbor. The bike was sitting in the back corner of his warehouse surrounded by boxes and covered in dust. I had never seen a Hawk GT before, but there was something about this bike—so modern looking, dare I say, sexy! With its aluminum frame, single sided swing arm and the 647cc V-twin power plant, I was in awe of the design. I could not believe it was just sitting there in pieces. The fender and seat cowl were broken, and there were several dents in the fuel tank. There were parts in boxes and no carburetors to be found. The rear turn signals were dangling by their wires and one lone, broken mirror stood fast to the right perch. Even in this condition the bike looked fast. My neighbor caught me eyeing the machine several times and asked if I wanted it. “Um, yes!” He said, “Get it out of here; it’s just getting in the way.” Amazingly the cracked and dry-rotted tires still held air. I loaded it up on a trailer and drove straight to a vintage Honda man, Lloyd Blythe, who just happens to be my father-in-law. I could see he liked it right away. We removed the plug from the stator cover to find a motor that would not turn. My heart sunk. Lloyd assured me that are about bullet-proof and not to worry. We pulled the sparkplugs and liberally coated the cylinders of the V-twin with penetrating oil and worked the motor over using a breaker-bar back and forth until we were able to make a full revolution. With that accomplished, I was on my way home to meet my wife as the Hawk was rolled into the shed. My wife, Alice, did not look thrilled like her dad had when I pulled up. She made it clear that this project would not cost us a ton of money, and I don’t think she was too thrilled about me having a bike in the first place. This was my first road bike, and some of you know how that goes. First things first, let’s get it running. After Internet surfing and several weeks of saving, I purchased some carburetors off eBay—California emission carburetors to be exact. (What did I know? The bikes made for California have air pumps and different carburetors!) Optimistically, I tore the carbs apart, cleaned them, and plugged the unused air tubes with scraps of fuel line and cap screws. California, South Carolina—they’re both near oceans; it should be OK, right? There was no way I could tell Alice I had bought the wrong ones. A few more dollars for a bat- tery and spark plugs. I replaced three of the four, anyway. Why would they put that other plug right there? Was there ever a thought that that one may need to be replaced? Perhaps that’s why there are two per cylinder. I borrowed Lloyd’s “Rice Juice” remote fuel tank, because you can’t adjust the carburetors with the fuel tank on and I was ready to give it a try. I turned the key on. The neutral indicator and low oil pressure lamp illuminated. “Here goes nothing!” I engaged the engage . The engine spun, the oil pressure light went out, but no smoke or fire. I checked spark and it was a dull yellow. There of the smoke-filled chamber to get some was gas in the fuel bowls. I didn’t see choke plates and I wasn’t really sure how these much needed air. I saw my wife, shaking CV carburetors work. I tried and tried with no success until I ran the battery dead. her head; she went back in the house af- After a quick trip to the store for a battery charger and a quick charge I was ready ter confirming there was no need for the to try again. Spin, spin, spin. Shoot some gas in the carb. Spin, spin, spin. I started fire department. I stood there grinning, to see some smoke from the exhaust, and the front pipe was getting warm. So close! looking at the smoke roll out of the shed Spin, pop, spin, pop, pop, pop and then she took off like a top fuel car! Smoke bil- knowing I had something now! lowed from the exhaust, filling the small shed to the point where I couldn’t see more Over the next few days I tinkered with than a foot in front of me. After several minutes my body had enough and I ran out the carburetors, repaired a severed wire 12 august/september 2013 PROJECT BIKE

harness, added some air to the tires, Three years passed, and the time and brought it home. It was last registered and took her for several rides around funding never came. We purchased a in 1991 and the ownership had changed the neighborhood—very scary rides, new house and while moving, Alice told hands several times. After several trips I might add. I felt like I was riding on me to get the bike on the road or get to the DMV, phone calls, and emails; I flat tires. The bike was all over the place, rid of it. Did I fail to mention that I did was able to secure the title and the build but never having a road bike, what did not have a title for the bike? No mon- process got the green light. I know? The Hawk went back into the ey was going to be spent until the title Here is a free helpful hint: drain the shed, along with my hopes and dreams was in-hand. I knew it wasn’t stolen—I gas from the carburetors and tend to to get her back to road-worthiness. had checked with the DMV before I your battery before letting it sit for three Vintage Japanese Motorcycle Magazine 13 COUNTERCLOCKWISE FROM TOP RIGHT: The Hawk torn down for restoration work. Final drive removed for isolator replacement in 2009. Note the fractured seat cowl. Forks reinstalled with new seals, fluid and clear coating. The final result!

14 august/september 2013 years! The bike ran great when I put it away, and, of course, would not start when I pulled her back out. I pulled the carbs and found them full of green gunk with every orifice plugged! I had to remove and reinstall the carburetors several times in order to get the rear choke circuit working. In March of 2009, I installed new tires, fuel tank isolators, and final drive iso- lators; fixed the turn signals and installed aftermarket mirrors. I used epoxy and pieces of vinyl gutter to hold the rear cowl together, and I installed new light bulbs. A new license plate in place, she was ready to ride. She rode so much better with the new tires and the motor ran well. The smoke cleared up after a few hun- dred miles. She would start right up, whether cold or warm. Money was still limited, so I did what I could do when I could. The clutch slipped above 4,000 RPM, the forks leaked, the carb boots leaked nasty looking tar be- tween the cylinders, and the body was in rough shape; but the motor ran well and she was fun to ride—and ride I did. I put 4,000 miles in during 2009 and 2010, with not a hint of trouble out of her. In 2011, she went up on the table for a major tear-down. She got a new clutch and fork seals. I stripped, polished, and cleaned the fork tubes. I replaced almost all the rubber parts I could think of and had the all-important body work and paint done. I purchased a new seat cowl from a gentleman in Germany that makes them out of fiberglass. It is so much stronger than the plastic Honda used and about half the cost. I prepped and painted all the black and silver parts myself and started repair- ing the tank. I realized after three or four swipes with the sandpaper that I was over my head. A family friend, Alex Harcs, was hired to repair the damaged tank and fender and then paint it all Italian red! Well, it was red anyway; it’s what he had left over after painting his daughter’s truck. I was on a budget here, folks. I found a guy in Winston Salem, NC, that makes the Hawk tank decals, and I ordered the others from an online Honda dealer. I found a set of factory mirrors and a tag holder on eBay. (The tag holder was for a ’84-’86 Nighthawk but they use the same parts.) I cleaned everything I could get my hand and toothbrush on—another lesson from Lloyd. With the radiator out, I could finally replace that sparkplug that elud- ed me in years past and started to put her all back together. I could not believe it was the same bike. The shine was unreal. The tank was smooth, with no tape holding the cowl together; so much clearcoat I could see myself in the paint! I was afraid to touch it and feared the bugs I would encounter when on the road. The first time out, I rode to a bike show in Gold Hill, NC. There were people gathered around looking at the bike, pointing and talking about it. I never had that happen before and, I’ll tell you, it is a nice feeling. The Hawk GT is still my regular rider. I do have a Nighthawk that shares some of the duties, but the Hawk is the one I love to ride. I was ecstatic about being invited to display the bike at the Charlotte VJMC show this year. I was hoping that the Hawk GT would help draw a younger crowd to the club and show that the 80s bikes are vintage, too! Several people commented on how nice the bike was, and all I kept thinking about were the scuff marks on the stator cover, the gouge out of the swing arm, the harness I repaired that is still wrapped in electrical tape, and twenty other things I need to repair or replace. I learned that most folks don’t see all the things wrong with the bike until I point them out. I still have time to work on the Hawk GT, and as the funds become available I plan to finish all the odds and ends. I learned you don’t have to do it all at once (another lesson from my father-in-law). It may take a few years, heck it may never really be DONE but, don’t let that stop you from taking on a project bike. I cannot describe the feeling of knowing I saved a bike from rotting away and returning it to where it belongs—on the road. I sure wish I could show you a picture of her when she came home, but I had a hard drive failure and lost all the pictures I took in 2005. My favorite photo was of the smoke rolling out of the shed the day she came back to life! l Vintage Japanese Motorcycle Magazine 15 16 august/september 2013 EVENTS Idaho Bike Rally: a fathers’ day weekend in boise by Bob Rock

JMC-Idaho hosted its first annual We were already sweating whether we before many folks have really started VVintage Motorcycle Show in Boise would have a good turnout—Idahoans riding, so turnout can be sporadic. So this past Fathers’ Day weekend. After tend to wait until the last minute to we showed up in force this year, with months of meticulous planning, the plan for the weekend. We had endured over a dozen bikes on display—and it show almost got off to a rough start. a change of location and a change in paid off. There were almost 200 bikes in date during those months of planning, the show, with over 70 being Japanese. but we never let that deter us. VJMC-Idaho took four of the awards, Arrangements had been made to an increase of 200% over the previous have the local TV meteorologist, Larry year. Gebert, from KTVB Channel 7, host Our local chapter has seen simi- a live broadcast promoting the event lar growth, with a meager member- a few days prior. These shows start at ship two years ago of about six bike 5:00 am, when most folks are just wak- owners, and now boasting over forty ing up, which meant we had to be on members—some from as far away as station no later than 4:30 am. The day northern Idaho, but most being local, of the broadcast arrived, and a dozen Boise area, members. The club pres- members of the club were already en ident, John Fiorino, is now the Trea- route that morning, including yours surer of the national organization, and truly, when I noticed a message on my the Idaho group has been published phone just as I was saddling up. The several times in the past few months in message was from Larry, apologizing VJMC’s magazine. We have a great mix and informing me that the remote van of young and old members, men and to be used for the broadcast was out of women, with varied interests centered commission, and that the camera crew on motorcycles. In our club alone, we had been diverted to another breaking have just about every major Japanese story across town. As I was frantically manufacturer represented, and we have trying to call the other members and a few “soon to be vintage” bikes waiting warn them it was off, my phone rang. in the wings. I happen to own and ride “Bob, it’s Larry. Ignore my last message. one of them, a 1997 . I think we have a solution.” It turned Fathers’ Day turned out to be the per- out that our favorite weatherman, him- fect weekend for this event. The weath- self an avid motorcycle rider, was also er was beautiful, and we had a great quite experienced with cameras, and venue. We partnered with Yanke Mo- gutsy enough to commandeer a cam- tor Museum—a private, family-owned era rig, drive the television station van museum with hundreds of cars, trucks, himself to the remote location, and be farm equipment, and motorcycles on a one-man TV show. Larry did two in- display in a vast indoor warehouse. Our terviews an hour for several hours with club had visited the museum last year, club members, talked about the up- and we were thrilled to see the muse- coming show, and shared some inter- um open its doors to the public—for esting broadcasting and motorcycling the first time ever—for this event. The stories with those of us in attendance. museum is located in kind of an isolat- As a result of the broadcast, our num- ed place, but close to downtown Boise, bers of registrants almost doubled, and where a large vintage car show was also we were off to the races! scheduled for the same weekend. We This show was spawned by our club’s thought we could capitalize on fathers recent success in another annual vin- and sons wanting to do “guy things” tage motorcycle show (our second) here on Fathers’ Day. We borrowed a large, in Idaho. That show is hosted annually commercial grill, cooked and served by another club, but it’s early in the year, hamburgers and all the “fixin’s”, and Vintage Japanese Motorcycle Magazine 17 even invited the smoothie shop (Maui the majority were Japanese. Our only Wowi’s of Meridian, Idaho), where our requirement for the show was twenty club regularly meets, to prepare and years or older. We had a few bikes from serve smoothies to show attendees. I the ’40s, quite a few from the ’60s and think the two gals who ran the smooth- ’70’s, and lots of motorcycle enthusi- ie booth had as much fun as the other asts. A local TV station showed up to show attendees. On a hot summer day interview attendees, and the crowd just in Idaho, smoothies are a hit. kept growing. Before the day was over, As dawn broke that Fathers’ Day almost 400 people had come to see the morning, the riders starting trickling show. We even had a few bikes appear in in. First, the club members—that ac- the parking lot that were definitely vin- counted for about a dozen bikes. So far, tage gems, so we talked the owners into so good. Then the twenty or so pre-reg- entering them in the show. To no one’s istered owners started arriving—even surprise, a couple of them walked away better. Then, to our delight, a steady with trophies. We thought the parking stream of bike owners, bike riders, and lot was going to be mostly empty, but onlookers started arriving—fathers and it ended up being quite crowded with sons, mothers and daughters, the curi- vintage motorcycles. ous, both young and old. We were all This show could not have happened shaking our heads in wonder. We had without the hard work and dedication planned well, hoped and prayed for of several key members. John Fiorino success, but we never quite expected headed the committee. Steve Werre this kind of turnout. We had a total of and Jerry Manter re-purposed about almost seventy bikes on display, with twenty vintage trophies to give out as These old trophies were re-purposed a few BMWs, Harley-Davidson, and awards—another innovative twist that by members for the event. British bikes, too, but to our delight thrilled the winners. Richard Hinkel

18 august/september 2013 planned a vintage bike ride the day be- few lessons learned to consider. Over- fore and Angela Studley acted as Ride all, this show was a huge success. Our Captain. Joe Fyie and Angela organized biggest concern for next year? Where the registration and placement of bikes. are we going to fit all the bikes!l John Carver, our resident photogra- pher, took photos of all the riders and their bikes. I manned the grill. By 4pm we had awarded trophies to all the win- ners, served over 100 meals, and had a great time swapping stories, showing off our bikes, and making new friends. Our club grew by a few new members, and we are already planning next year’s event. We were able to make a nice do- nation to the Yanke Museum, with the proceeds as a token of our appreciation. We hope to partner with them for fu- ture shows. John Tomkinson and Larry Belisle helped with the TV broadcast, and several other members helped where needed during the show. That teamwork continued after the show until all the bikes, owners, and spectators had left the premises. We are already in planning mode for next year’s event and will no doubt have a

Vintage Japanese Motorcycle Magazine 19 20 august/september 2013 RIDE REPORT Idaho Chapter: rally ride by Angela Studley

t was almost one year in the making. The Idaho VJMC decided to put on our own Ishow and ride. We decided to have a vintage motorcycle ride on Saturday and a bike show on Sunday. In January, the show still seemed like it was a long way off. We still had a venue to confirm, and many, many more tasks to assign and plan. By February, the show committee was in place, but our venue had changed. Initially the plan was for a public museum to host our event. The museum chosen was in agreement, but then backed out. We went to Plan B, and it’s the one that stuck. Plan B was to hold our event at a private museum, owned by a local family and open only by appointment. Our date also changed by a couple of weeks. We already had fliers with the original date and venue, and had to quickly update fliers and retract the old information. Our new date was Fathers’ Day weekend, but it was also the same date as the well-established downtown car show. Would our event still draw participants and spectators? In March, we had our trial run for the Saturday ride. Five of us were present to test our route of about 60 miles, from our meeting venue to Swan Falls on the Snake River and back to town for lunch. In planning our ride, we were cognizant of the age of the motorcycles, fuel range, and traffic volume. My plan was to ride the 1980 XS400, but it had other ideas. I guess she did not want to go that morning, because I tried really hard but when I attempted to accelerate onto the main road, she would not go, misfiring on both cylinders. I unhappily limped her back home, and had to opt for the backup because, by now, I was running late. My “almost vintage” 1996 YZF 600 fired up and off I went. Some of the vintage vehicles inside the private, Our trial run went really well—although I do not think any of the motorcycles on family owned museum.

Vintage Japanese Motorcycle Magazine 21 our test run were vintage. It was March both surprised and excited, as well as a in Idaho, after all, and we were lucky it little apprehensive. Luckily, I have been was not snowing. Our destination was on numerous group rides, have loads of Swan Falls Dam, on the Snake River. riding experience, and knew the route. Traffic was light, we had a gas station It was confirmed that we had twen- along the way and the route was scenic ty-one preregistered participants. We and doable on a vintage motorcycles. had no idea how many of these would Check! We parked our bikes and wan- show up for the ride—would we have dered down to the dam in hopes that five bikes or fifty for the ride? We had the visitors’ center was open. To our many questions, as this was our very disappointment, the visitors’ center is first event—Were we successful in get- only open weekdays or by appointment. ting the word out? Would there be new We were able to walk on the dam, and riders that are not club members? Who peer through the windows at the long would show up? ago seized-up generator turbines. The We had one last meeting two days be- mighty Snake River itself and the can- fore the ride and show just to make sure yon walls on the descent down were rea- everything was in place, planned appro- son enough to make this a perfect desti- priately, and we knew what to do once nation for our ride. we all arrived. For the ride, we had the Fast forward to two weeks before the wonderful president of our club driving show. The show committee organized a the support vehicle, in case of mechani- meeting and asked me to attend. I was cal issues. I was ready to assume my role happy to help any way I could and, come as ride captain, and Joe was my sweeper to find out, our ride planner and captain at the back. We all knew the route, all was unsure of his new work schedule, we had to do was wait for Saturday to so I was elected to lead the ride. I was arrive.

22 august/september 2013 As I drove home from our meeting, it keep peace with my neighbors. I let her started to hit me that this was the week- warm up for about five minutes and end. It had arrived and it was show time, then rolled her out. The steady thump, and I was wishing we had one more thump of the little twin was very satis- week. “Were we really ready for this? Is fying, and the subtle vibration was just my motorcycle ready?” I was running enough to make my mirrors almost use- out of time to prepare. Upon arriving less. Pulling out of the drive way, I was home I fired up the XS400, since she very excited to be going on a ride with had not been out for a couple weeks. others that share the same passion as I. She happily fired right up, so I checked I dodged manhole covers along the way tire pressures, fluid levels, chain condi- and smiled as this day was turning out tion, and cleanliness. I took her out for to be perfect in every way. a quick spin and reserved Friday eve- Arriving at our meeting place, there ning for washing and polishing. were a handful of motorcycles and some Saturday morning came very early for new faces. They were our northern me. I love sleeping in on the weekends, members who traveled over 400 miles but this weekend there would be none down from Spokane, WA and Lewiston, of that. I planned an extra half hour ID to make a weekend out of it. After I this morning to exercise the dogs, have parked my motorcycle, I assisted with my coffee, and time to tinker with the sign-ins. To all of our surprise, more motorcycle. The morning was a beau- and more unfamiliar motorcycles and tiful, crisp forty-nine degrees, with no new faces were arriving. The excitement clouds in the sky with an expected high was building. This was an amazing turn in the low 80s. I fired up the XS400 in out. Twenty-seven motorcycles were go- the garage with the door closed, as the ing on our inaugural ride. The partici- TOP: Some new faces. exhaust is rather loud and I wanted to pants ranged from a Yamaha two- BOTTOM: The cavalry.

Vintage Japanese Motorcycle Magazine 23 Destination, Swan Falls. to Honda Valkyries, with a Triumph and a couple of Harleys mixed in. We had in-line fours, two-strokes, twins, an auto- matic, and everything in between 250 ccs and 1500 ccs. A father and son arrived to discover that their exhaust pipe did not make a good foot rest! His son had melted away the bot- tom of his shoe, and dad had a sticky mess to deal with later. After a quick briefing, it was time to start our . I pulled out to assume the leader position. I waited as everyone lined up, and we were on our way. The smells that you notice on a motorcycle are always so poignant. This morning we rode through someone’s cigar smoke, fresh-cut alfalfa, and dairy farms. Our first stop was at the gas station, one third of the way along the route. We all lined up along the back park- ing lot, like the cavalry waiting for the “charge” command. It was the perfect photo opportunity, and we only lost two participants that did not see us. In ten minutes, it was time to head out to our destination. This was the best part of the ride. We had only two stop signs and then open road, taking us through the protected birds of prey area where hawks were soaring above us, and sometimes in parallel, as they searched for a meal. Whistle pigs darted from the sides of the road, sometimes hesitating and turning back, and others just going for it. There were railroad tracks and cattle guards to navi-

24 august/september 2013 gate, and then nice ninety-degree turns. This is when the ride got exciting, with the dark canyon walls of the Snake River in view, and the Owyhee Mountains are getting closer. After the series of corners, it was time to descend into the canyon. In the back of my mind I was hoping everyone had good, solid , or at least strong transmissions to slow them down. The dark canyon wall rose up on the right as we steeply de- scended, and then took a one hundred and eighty-degree turn that gently guided us down to the dam. At the bottom, we all formed up in one area in front of the dam. Today we were in luck and the visitor center was open. We all spent an hour learning some history of the area, while getting to know each other better. It seemed everyone had enjoyed the ride, and I was happy to learn that one long-time resident had never been to Swan Falls before. The next stop on our ride was for lunch, back in town, where some stayed, while others continued on to enjoy this glorious day. On Sunday, among all the many duties I was performing, it was very satisfying to overhear how everyone really enjoyed the ride. I was thanked several times for leading and Richard, our route planner, did an outstanding job. We had no break downs, and no one was arrested! I wish I could have been a spectator with a camera along the roadside as twenty-sev- en vintage motorcycles roared by. It is not every day that a gathering this special happens. I am now looking forward to T OP: Members enjoying the old turbine. planning for next year’s event and an even bigger turnout. l BOTTOM: View at the bottom of the canyon.

Vintage Japanese Motorcycle Magazine 25 What the Heck is a Zuki? by Larry Struck and Duane Persoon, VJMC Idaho

t started with some idle conversation. I had seen an episode of a series on one Iof the teaser channels on satellite. It was about building café racers. I was telling my friend, Duane Persoon, about the show I had seen. “It looks like fun,” was one of the comments. I commented that what I liked about the concept was that the bike could become as fancy or as ratty as the builder wants it to be, and either is viewed without much judgment. We decided (tongue-in-cheek) that to build a café racer was, in part, to lighten the bike and make it appear as uncomfortable as possible. It was a fun conversation but ended without any plan of building one. A couple weeks later I received a call from Duane, who told me he needed help hauling some items from his mother’s house. I told him that I would be glad to help. I was told that among the things to be hauled was a motorcycle that had the potential of becoming a café racer. Hmmm, now I was really intrigued. It seemed that the idea of building a café racer was progressing from the conversation stage to something more substantial. In a shed behind the house was a treasure trove of “stuff.” First things first, we moved and loaded a riding lawn mower that was going to Duane’s shop for repairs. We made quick work of this because we wanted to get to the fun stuff. Once the mower was loaded into the trailer, we went after the bike. It was in the back of the shed, behind some other stuff. The tires were flat; there were no handlebars, no headlight, and no speedometer. There was a dent in the gas tank, and the bike was completely covered in dust and dirt. The throttle controls were hanging from the triple tree by the cables. The broken emblem on the side of the tank said “zuki.” The motorcycle was a 1979 Suzuki GS 425. I was starting to see the potential and with a grin I asked Duane, “What the heck is a Zuki?” As we moved the bike out of the shed, I was told the story behind the bike by Duane. He told me that the bike had belonged to his nephew’s friend. Around 1999 he pulled a wheelie on the bike, the bike came all the way over, damaging the handlebars, the speedometer, and light. Duane said that other than that the bike ran fine when it had been parked in the garage. We finally got the bike loaded and headed for Duane’s shop. We got the mower out of the way and then went right for the bike. Duane suggested that we try to see if we could get the bike to run. We took the gas tank off and found fourteen year old gas in the tank, which resembled sewer water more than fuel. We then checked the carburetors and, yes, the carburetors were completely seized up. Once the carburetors were off the bike, we began taking them apart. Fourteen years of sitting with old gas in the bowl had taken its toll, so, we rolled up our sleeves and got to work. A full can of carburetor cleaner, a half a can of penetrating fluid, and even more elbow grease later, we were able to get the carburetors clean and with the appearance that they might be operational. About six hours later they were mounted back on the “Zuki” and were ready to try. We cleaned the fuel tank, added some fresh gas, and mounted the tank. A jumper pack was connected to the battery cables. We checked to see if the still had some oil in it, and it did. (Surprisingly enough it did not look too bad con- sidering how long the bike had been sitting.) It would be good enough to turn the engine over. We turned the motor over slowly with the ignition off and we decided it turned smoothly enough to try the electric start. The key was turned on, and our fingers crossed. This would be the moment of truth—bike or junk. Duane turned on the key. The ignition light lit up, showing the power was on. Duane pressed the starter. The engine turned freely and without signs of distress. 26 august/september 2013 PROJECT BIKE

We pumped the throttle and added a Now it was decision time. Rat rod or little starter fluid into the mix, just for café racer? Do we make it as nice as we good measure. The motor sounded as can, or do we rat rod it? if it really wanted to wake up and play. As Duane puts it, he had “not had a After a few more turns, we got a little day off since he retired.” Unfortunately, cough out of the engine. Progress! We I still had a job and had to make my liv- cranked the starter again, and the mo- ing. Duane on the other had some time tor coughed and sputtered, then there to tinker with the “Zuki.” He told me was a loud pop. A wasp nest and some that after looking at the bike closer, he mouse nest leavings came out of the tail decided that the bike was in too good pipe with a bang. This, of course, made of shape to make a rat rod out of it. He both of us laugh out loud. The engine wanted to strip it down and “do it right.” started and ran pretty well under the He was going to make it a decent bike, circumstances. Well, at least on one but one that is usable—a rider, and not side. The right cylinder was not firing. one that sits in a shop and only gets pol- We pulled the sparkplug on the right ished because it is too pretty. side and determined that it was getting We pulled the engine and stripped fuel. Duane sand-blasted the plug and it to the frame. During the follow- put it back in the engine. The starter ing weeks, Duane called me and told was again engaged, and the bike fired me that he had painted the frame and instantly. I would like to say that it wanted my help to resinstall the en- purred like a kitten, but that would not gine. We mounted it back on the bike be accurate, but it did run reasonably and with some cleaning it looked pretty well. Some finer tuning and some new good; not perfect, but good. jets on the carbs would smooth the en- Now the bike was coming togeth- gine performance at a later time. er. How does it become a café racer? I After a brief celebration of our me- think that Duane used a great analogy; chanical prowess, we began looking over he told me, “We will just cut away any- the rest of the bike. All in all it was not in thing that is not a café racer.” too bad of shape. It certainly had the po- The nice thing about a shop like tential of being something great. I know Duane’s is that you can start a project that every time I looked at the bike I got like this and when you need time to one of those stupid grins on my face, you think on things you can set the project know the one that tells you that you are aside until the solution comes to you. having entirely too much fun. That is just what we did. He got the bike running, then would set it aside when COUNTERCLOCKWISE FROM TOP RIGHT: he needed time to find the best look, or Larry and Duane with the Zuki. at least the look that he wanted. then he’d get back to work on it. The Zuki as found. He started with the handlebars. Stock A rolling frame. handlebars would not do; he needed a racing type of look. He found a short Engine back in. set of straight handlebars that fit. The handlebars brought the rider forward into a racing posture while sitting in the saddle. That is, the back was straight and the body was leaned over the tank. With the standard foot controls this was extremely uncomfortable. Duane found a solution for this. He mounted Vintage Japanese Motorcycle Magazine 27 some control rear sets onto the bike, bringing the shifter and the rear brake pedal into a racing position. The feet were more under, or even slightly be- hind, the hips. The standard saddle wouldn’t do, ei- ther. The seat pan itself would have to be lowered to cut wind resistance. Duane built his own out of metal (ouch), though the seat later got some padding and covering. The bubble-shape from the back end of the seat came from the narrow end of an old Yamaha enduro gas tank, cut and welded to fit. The café racer was taking shape! Next, Duane trimmed the fenders down and removed anything he decid- ed would add unecessary weight. One such item was the air box. The box was removed and small lightweight air fil- ters were attached to each carburetor. With the new air filter system he had to replace the jets in the carburetor. Of course, a bike like this needs to have

The “finished” Zuki.

28 august/september 2013 a tough sound to it. Duane knocked out some of the baffles in the tail pipe. Not too much though, he wanted a sound that was “throaty,” not obnoxious. Of course, doing something like this may necessitate some adjustment to the car- buretors. Once the framework for the bike was fully developed, Duane wanted to start on some of the finishing touches. This bike was going to be a “rider,” so it would have to have lights, turn-sig- nals, and mirrors. The mirrors Duane used were handlebar mounted, bar-end mirrors—not only functional, but in my humble opinion, great looking. The turn-signals were the low profile type and contributed a clean line to the bike. The brake light was a different story. It came from a 1948 GMC truck. Talk about a great look. This gave the bike a bit of a retro-look. With the bike shaping up, Duane needed to choose a color. He came up with what he calls, “In your face yellow.” A little bodywork on the tank and seat back and, ta da!, an in your face yellow “Zuki” café racer. Duane let me take the bike for a ride; it handled great and ran very well. As Duane put it, “If that don’t make you smile, your smiler is broken!” Were there any regrets with this build? In hindsight, Duane said that he may have powder coated the frame instead of painting it—minor detail. Is this project complete? Who knows; it’s like a piece of art, when do you say, “Done”? Is there more to add to the bike? Possibly, but that remains to be seen. The limit is the imagination and what I call “the smile factor.” I had only a small part of this project. The biggest part for me was to cheer Duane on. This article is not flashy or loaded with technical information, but it is about fun and friendship, and isn’t that what motorcycling is all about? I am reminded of a quote: “That’s all the motorcycle is, a system of concepts worked out in steel”. ~Robert M. Pirsig, Zen and the Art of Motorcy- cle Maintenance. May all your projects shine. l

A 1948 GMC truck tail light. Vintage Japanese Motorcycle Magazine 29 30 august/september 2013 TECH HELP Honda GL1000 Oil Filter Conversion by Ellis Holman

f you are like a lot of people who pre- straight-forward. The center of the superior to the by-pass valve incorpo- Ifer to ride your vintage bike, rather adapter has a steel tube with differing rated in the Honda filter bolt. More- than it being a trailer queen, you know threads front and rear. The back side of over, the Honda part has no anti-drain the value of regular maintenance. Oil the adapter has threads that mate with back capability. For my GL1000, I se- changes are an important part of regu- the oil filter mounting boss’s threads. lected the Fram PH3614. My local Pep lar maintenance, and oil filters are criti- It uses a conventional O-ring to seal Boys had them for $3.40—cheaper cal to oil changes. the adapter to the engine case. When I than the Honda filter. The Fram filter is On the GL1000, Honda used a sepa- mounted the adapter, I used anti-seize much easier to find, especially if you’re rate paper element inside a finned alloy compound on the threads. I would not traveling and away from regular parts case. A weak point in this arrangement recommend permanently installing sources. has always been the bolt that secures the the adapter. When removing a Honda filter case. The stock bolt has a twelve Four from the frame for engine service, millimeter hex-head, which has a ten- you’ll need every bit of clearance you dency to be easily damaged by excessive can get. In my case, I will be removing force. Aftermarket bolts use larger hex the adapter when taking the GL1000 heads, some up to seventeen millime- to shows to maintain a “stock” look. ter; this gives a better purchase, but the As you can see from the picture, there better purchase allows more force to be are a series of holes on the face of the applied. If one is really unlucky, that adapter. As it turns out, I had a spanner can translate into expensively damaged wrench for one of my angle grinders engine cases. The filter element itself which worked perfectly to secure the has become increasingly hard to come adapter. by now that the older GL Fours are out The pins fit perfectly into the drain of production. While Honda filters, as holes and allowed me to tighten the Any filter with 3/4”-16 S.A.E. threads well as third-party suppliers, continue adapter securely without having to and a seal diameter of three inches or to be available, there are potential is- risk damaging the nicely polished T6 less will work. Recommended filters sues with both. The OEM filters are be- aluminum adapter body. A filter is not should have an outside case diameter of coming brittle with age and third-party provided but there are a number that fit approximately three inches. Filters with suppliers offerings can be questionable well and look nice. an outer diameter less then three inch- in their quality. Having an oil filter es should not be used. Also, filters with failure destroy an expensive, perhaps Among those are: metric threads should be avoided. A fil- irreplaceable, engine is not a happy Fram PH2951 ter with threads of 20X1.5 mm will go thought to have far from home. With all Fram PH3600 on this adapter, but the threads engage that in mind as I put my 1975 GL1000 Fram PH3614 by .012 inch or less. When tightened it restoration together, I looked for a bet- CarQuest 85348 is likely that the threads will strip. This ter solution. That better solution came (Blue Box Premium Model) would allow the filter to become loose. in the form of the Randakk GL1000 Oil NAPA Gold 1348 That, of course, would result in a rapid Filter Conversion. Purolator PL10241 / PL25230 loss of oil. Most all motorcycle specific This conversion allows the use of an Mobil1 M1-102 filters, including Honda’s filter for the automotive-style spin-on filter in place Bosch 3330 GL1500 will fall into this category. of the stock Honda case and filter. The AMSOil SMF 108 When installed, the filter adapter advantages of the automotive filters are Baldwin BT223 looks good and functions much better many. Just to mention two, the spin-on Hastings LF157 / LF134 than the original Honda part. filters make the oil change process much K&N KN-174C The good part of this adapter is that less messy and the filters are much eas- Purolator L10241 / L20064 Honda used the same type filter on ier to install. No more #$@*&&!!! lost WIX 51348 most of its Fours. That means if you washer that got tossed out with the old have a CB750K0, CB500K1, CB400F or oil filter because it stuck to the back of All the filters have an 8-11 psi by-pass CB350F, you can use one of these great the filter. valve and anti-drain back valve in the filter adapters on your bike and update Installation of the adapter is very filter. Both of these features are much your filter system.l

Vintage Japanese Motorcycle Magazine 31 2013 VJMC National Rally:helen, georgia by Tom Kolenko and Gordon East

he rally gods smiled on the VJMC in Helen, Georgia. Our biggest rally is now Tetched in those 183 passionate members’ and guests’ memories. Peter Slatcoff pulled a talented team together over the past twelve months to execute our most complex and detailed rally ever. From the amazing T-shirt design, rally logistics, diverse bike show, expert evening speakers, and the dedicated sponsors, the event team knocked it out of the park. Julie and Tom Slatcoff were drafted for registra- tion duties and security. Gordon East and team delivered gorgeous mountain rides to all comers. Steve Adams provided AV support for videos, dinner speakers, and the bike show. Greg Pitt coordinated and executed our biggest rally bike show ever without one glitch. We would also like to give a big thank you to our on site vol- unteers members Benny Buice and Tony Patton (general support), Randy Mayes (raffle and presentations), Charles Price, and Mike Fitterling (photography).

History of Yamaha Special Presentation Guy Reynolds, a 32 year veteran of Yamaha Motor Corporation, dazzled the Fri- day dinner guests with his excellent slide presentation on the history of Yamaha motorcycles from 1968 to 1990. As he transported the crowd year by year and model by model, you could hear the groans, cheers, and laughs as he tapped the crowd’s memories. He wrapped up by sharing his personal choices for the top ten collectible Yamahas. Even after his ninety minute presentation, members contin- ued to pepper him with questions.

Evening Programs Opportunities for sharing stories and making new friends surrounded the eve- ning meals. Thursday’s meet-and-greet meal used Italian sausage & chips to break the ice. President Tom Kolenko served as MC with Board Member introductions and thank yous for the many volunteers. By Friday’s dinner and special presenta- tion, members were engaged in swapping stories and filling up on the tasty buffet. Saturday’s after dinner entertainment included the bike show award ceremony, recognition of key volunteers, and a thirty minute raffle prize blitz.

Rally Rides Almost everyone attending the National Rally in Helen had an idea that the rid- ing would be good. Whether because of reading about it, hearing it from friends, or having made the trip to the area before, ride expectations were high. The Helen choice was influenced by the small town atmosphere, the peaceful location beside the river, the mild temperatures, and of course those country roads that wind their way through the North Georgia Mountains. This rally would be one that offered something for the entire family and something special for those who came for the riding. Members and guests could choose from tubing, zip-lining, hiking, shop- ping, or one of four different guided rides ranging from thirty minutes to five hours in duration. From day one, we knew that ride selections would be important. Members not familiar with the area and those on vintage bikes not fitted with GPS and touring gear would want to take guided rides through the Georgia mountains. A team of four volunteers quickly responded to our emails and calls for help in selecting and managing the rides. In mid-April, our team of ride captains met in Helen with maps, notes, and personal experiences to choose the routes. Once the meet- ing and general layouts of the four different rides were penned and highlighted on the maps, we grabbed a quick lunch and suited-up. The team would ride as a

32 august/september 2013 EVENTS

Vintage Japanese Motorcycle Magazine 33 EVENT SPONSORS

This rally’s event sponsors provided generous support and expertise. Our grateful thanks go out to Yamaha Motor Corporation’s Steve Liberatore and Guy Reynolds for providing many amazing Yamaha raffle prizes,Atlanta Motorcycle Works’ Joe Berratagee for sponsoring our bike show trophies & raffle helmet, Mountain Motorsports in Marietta for raffle gift cards, Dime City Cycles for their Café Racer trophy and raffle swag, Jack Briere BEST OF SHOW WINNER of Crown Advertising for their awesome donation of kickstand coasters Lee roy mitzeL personalized for our National Rally, Sarah from Harris International Labs for their samples of Evapo-Rust, and Keith Wynn for his Blendzall products. Many members and their guests enjoyed the SWAG provided by these gen- erous sponsors and will use it proudly in the coming year.

Y AMAHA 1ST PLACE WINNER GREG PITT

suzuki 1ST PLACE WINNER Lee roy mitzeL

KAWASAKI 1ST PLACE WINNER JOHN PEDERSEN

HONDA PRE-1970 1ST PLACE WINNER buck mitchell 34 august/september 2013 2013 VJMC NATIONAL RALLY MOTORCYCLE SHOW WINNERS Saturday, June 22, 2013

Be st of Show Lee Roy Mitzel 1983 CBX550

HONDA PRE-1970 and up Yamaha 1ST PLACE WINNER LEE ROY MITZEL 1st Place Greg Pitt 1973 LT3 100 ENDURO 2nd Place Gordon King 1977 RD400

Suzuki 1st Place Lee Roy Mitzel 1968 305 2nd Place Lee Roy Mitzel 1968 T500

Kawasaki 1st Place John Pedersen 1975 H2 750 2nd Place Tony Paton 1977 KZ900

CAFé RACER 1ST PLACE WINNER buck mitchell Honda Pre-1070 1st Place Buck Mitchell 1964 Dream 305 CB77 2nd Place Jim Bright 1967 CB160

Honda 1970 and Up 1st Place Lee Roy Mitzel 1983 CBX550 2nd Place Jim Bright 1979 CBX1000 3rd Place Mike Jamison 1975 CB750

Honorable Mentions Tony Paton 1985 Suzuki GS1150E Jim Bright 1965 Honda CB450 Black Bomber competition off-road 1ST PLACE WINNER Frank Tarpley 1969 Honda CB750 GREG PITT Sandcast Gordon Bass 1966 Honda 305 CL77

Café Racer 1st Place Buck Mitchell 1977 Honda Goldwing 2nd Place John Barrett 1966 Honda CB450

Competition Off-Road 1st Place Greg Pitt 1981 Yamaha IT175 2nd Place John Mincey 1976 Yamaha TT500 other vintage 1ST PLACE WINNER david morales Other Vintage 1st Place David Morales 1971 Honda SL70 2nd Place Mike Hall 1982 Honda MotoCompo Modern Classic 1st Place Ted Langley 2001 Kawasaki W650 2nd Place Matt Erickson 2011 Gorilla CUSTOM CONGRATULATIONS modern classic 1ST PLACE WINNER TO ALL OF OUR WINNERS! ted langley Vintage Japanese Motorcycle Magazine 35 group and evaluate the routes for tech- Racers. A couple highlights included nical levels, duration of each trip, and a rarely seen 1982 Honda Motocompo to confirm that key bridges, roads, and and a beautiful 1964 Honda Dream, construction would allow the rides to complete with matching fiberglass pan- go on without detours. By late after- niers. Member Lee Roy Mitzel brought noon, we knew that Helen had been a a truckload of bikes that included sev- great choice. en beautiful Honda CBXs, two 1968 The ride captains—Buck Mitchell, Suzuki street bikes, and a 1983 Japa- Greg Murray, John Chaves, John Shep- nese Domestic Honda CBX500. The pard, and Gordon East—would work bike show entries included street bikes, for several days putting the routes into dual purpose bikes, competition bikes, turn-by-turn instructions, and creat- Café Racers, and custom bikes, ranging ing maps and GPS coordinates. Those in age from 1964 to 2001. The entries routes and instructions would be trans- competed for trophies in nine classes, lated into many smiles, oohs, and aahs with one bike selected as Best of Show. on Thursday, Friday, and Saturday Awards were presented to the winners during our Helen Rally. Our hats off to as part of the banquet on Saturday eve- that team of volunteers! ning. Trophies for the bike show were donated by Atlanta Motorcycle Works. Bike Show The biggest accolade of the rally goes The 2013 VJMC National Rally Bike to all those who traveled from near and Show took place on Saturday June 22 far to join us in an historic VJMC mo- in the parking lot of the Helendorf Riv- ment. On behalf of the Event Commit- er Inn. There were a total of 74 bikes tee we would like to thank each of you, representing Yamaha, Honda, Kawasa- and based on your input we have al- ki, and Suzuki, as well as custom Café ready booked the Helendorf River Inn for June 25-27 in 2015, so save the date! Your Event Staff look forward to the challenge of topping this event next year at the 2014 National Rally at Spring Mill State Park on June 26-28, 2014. l

36 august/september 2013 SAFETY FIRST We Can Be Our Own Worst Enemy by Jim Barnett introduction by Roger Smith #135, VJMC Safety Coordinator

We are smaller than cars, and harder VJMC events are held around America and almost all of them involve riding motorcycles. The old “Ride ‘em don’t hide ‘em” saying really describes our to see. Plus, being smaller, we are not events. VJMC always puts safety first. as threatening to the instinctive part of I would like to introduce to you Jim Barnett, from Mesa, Arizona. Jim will be the brain. This means that the car driver doing a series of safety articles for the VJMC’s magazine, focusing on what may not see you, even if they are look- we can do to ride safer, be more visible, and more aware when on the road. ing right at you. Jim began riding in 1966 at the age of 8 and has had many motorcycles So, with all of this working against us, since. He has raced motocross, road-racing, and even trials events. how can we ensure that we have given Jim said, “Once I moved to the Phoenix area in 1999, I started looking into drivers the best opportunity to see us? becoming a Motorcycle Safety Foundation Rider Coach, and have been cer- First, I will position myself where I tified since November 2002. I took my first MSF course back in 1986. What can see the most other road users, par- I learned in that course saved my life in 1988. Becoming a Rider Coach was ticularly when approaching an inter- my way of repaying the motorcycling community. In the past ten and a half section. The two people that I am most years I have taught easily 5,000 students in the Basic Rider Course. I love interested in seeing are the on-com- what I do.” ing left-turner, and the impatient Motorcycle safety is a full time job for Jim and we are very lucky to have a right-turner who pulls into traffic di- certified safety instructor help us improve our riding techniques which can rectly in front of you. The crossing left keep us safer on the road. ­­ turn is the classic car-bike collision. Many municipalities now have land- few weeks ago, Bob Leonard sent Always blaming the car driver usually scaping in the medians of their main Aan email to the Arizona members gets me up on my soap-box, preaching. streets. Many intersections allow a left of the VJMC, which had an attached That is what happened right after I re- turn on green if time and space permit. article from a local newspaper. This ceived this email. I shot back a reply A truck or RV waiting to make a left article concerned the total motorcycle to the group about being hidden and turn, and partially in the intersection, fatalities in the Phoenix area during additional training, and started a great blocks much of an opposing left turn March and the first two weeks of April, conversation within the group. How driver’s view. A motorcycle in the left 2013. (There were seven, by the way). many times have you, the motorcyclist, wheel track of the left lane is very hard The author stated that a couple of the while driving your four-wheeled ve- to see for on-coming motorists in this crashes were single vehicle (most likely hicle looked twice, started to pull out, case. I have witnessed this situation set excessive speed), and that a couple were and suddenly a motorcycle appeared? up numerous close-calls and two actual “alcohol related.” The author then men- Where was he hiding? collisions. Place yourself where you can tioned the negligent car drivers turning There is always the possibility that we see and be seen. into, and in front of, the motorcyclists. have done everything correctly, but the Next, I am going to make myself as Yes, the majority of collisions between crash may still happen. We are simply at “visible” as possible. I am going to do cars and motorcycles are a result of a the wrong place at the wrong time, and this with my gear, my lights, and my series of factors, ending with the car physics wins. horn. The other drivers may have the driver entering the motorcyclist’s right- Roger Smith, the VJMC Safety Co- responsibility of seeing me, but I am re- of-way. Many times a distracted driver ordinator, called a few days after the sponsible for making myself seen! not seeing the motorcyclist is a major email, suggesting the possibility of a I have four motorcycle jackets at home: factor in the crash taking place. series of articles for the VJMC maga- two leather jackets (black), one synthet- But always assuming that it is the car zine. We came upon the idea of helpful ic mesh with liner (red, black, and silver driver’s responsibility alone to see you survival hints that should be common that matches my XS-650), and one syn- is one thing that I see far too often in knowledge to motorcyclists, but usually thetic mesh with liner (BRIGHT fluo- the motorcycling community. We tend are not. rescent yellow) and black pants. I rarely to think that if we weren’t speeding, wear any jacket other than my bright riding aggressively, and/or driving im- Helpful Hint #1: Make them see you! yellow one since I purchased it. It is so paired that we are somehow just inno- We have all had that car driver cut us bright that it hurts to look at it, but you cent victims. However, many times we off at some point in our riding careers. can’t look away. actually help the situation occur with- Chances are pretty fair that it will hap- Make sure you are seen with bright out realizing it. pen again at some point in our future. colors and reflective materials. I Vintage Japanese Motorcycle Magazine 37 38 august/september 2013 look forward to the day I see a club fortunately a lot of small and mid-size Hopefully, this has planted a seed that patch-holder flying his colors, patches, bikes, as well as our beloved vintage will remind you to consciously check and run pins on a safety worker’s vest steeds, are rather anemic in the horn your positioning to see and be seen, instead of denim or leather. You may decibel department. If your vintage particularly when approaching inter- laugh now, but it will happen…one day. stock horn is not intimidating, keep it sections. It is a great way to reduce risk. Once I’m on the bike and ready to on a shelf in your garage, as it is stan- The best helpful hint that I could pos- go it is time to turn on the lights. This dard equipment, but replace it with a sibly give is to take a Motorcycle Safety is a non-issue with modern bikes; the after-market horn in the 120+ decibel Foundation rider course, based on your lights turn on with the key. But we ride range. Just remember to point it away experience level. You will get hands-on vintage Japanese bikes. Headlights on from yourself; at three feet 120 decibels training taught by Rider Coaches that in the day-time is an option for us. My hurts. However, you will be heard above are passionate about what they do, and third piece of advice on being seen is to all but the loudest of car stereos, emer- you will be pleasantly surprised at how opt for turning on our lights at all times, gency vehicle sirens, and low-flying jets. much you learn. Check out their web- even when not required by the state in Now that we are making a conscious site at www.msf-usa.org for more infor- which you are riding. And don’t forget effort to position ourselves in the best mation. your turn signals, if your bike is new area for visibility, dressing to be seen, If you, or someone you know, has just enough to have them. They let people and using our lights and horn to help in started riding, or have returned after around us know what we are planning that effort, it means that we can relax a years of non-riding, you may also be in- to do. Just remember to cancel them af- bit because people are less likely to cut terested in the author’s new book, The ter the turn or lane change. us off, right? Wrong! We have not elim- Realm of the Cheetah—Helpful Survival If, after checking my lane position, inated the risk, we have only reduced Hints for the Beginning Street Motorcy- wearing high-visibility riding gear, and it, albeit a significant amount. We still clists. It is filled with hints gleaned from riding with my lights on, I still have need to prepare for the possibility that over ten years’ experience as a Rider doubts about being seen by other driv- another vehicle may pull into our path Coach. It explains, in a slightly humor- ers, I go to the horn! Large modern of travel. We will save that for the next ous way, why we have the problems rid- cruisers and touring bikes generally installment, “Helpful Hint Number ing motorcycles that we do. Look for it have pretty good (LOUD) horns. Un- Two—Evasive Action.” on amazon.com l

Vintage Japanese Motorcycle Magazine 39 The Honda 350 by Vince Tidwell

ooking back now you can now see Lhow it all came together. Returning WWII American pilots were getting their need-for-speed fix on motorcy- cles. European and Japanese men and women were too busy rebuilding their lives and their countries’ infrastruc- tures to consider a motorcycle anything more than economic transportation. Serendipitously, manufacturing mo- torcycles provided a relatively low en- try barrier economic opportunity for a country on the mend. The baby boom- ers were primed to ride, and others were only eager to help us. While the Japanese were predisposed to better Europe’s best designs with higher performance and better reliabil- ity, they decided to get creative with marketing as well. Honda and its adver- tising agency, Grey Advertising, found a tipping point with a simple ad, “You Meet the Nicest People on a Honda”, and then bet the farm by being the first foreign company to buy exorbitant ads during the televised Academy Awards. They penetrated the American psyche COUNTERCLOCKWISE FROM RIGHT: Hondas from 1973, 1972, and 1971. of the middle class almost overnight. As a result of that ad campaign, a 305cc twin-cylinder CA77 Dream a Hawaiian blue metallic were sure to Honda was something everyone want- Touring, CB77 Superhawk, CB77 Super let others know you were right-on and ed to be seen on. Hondas and other Dream Sport, and CL77 Scrambler. The righteous. prominent Japanese motorcycles were 77 was the harbinger of Honda’s pen- Like viruses, motorcycles have always not perceived as Hollywood had been etration into Western markets. Robert morphed into something to fit the de- portraying motorcycles before. Riding Pirsig rode a Super Hawk CB77 which mand. For a while in the late ’60s and a Honda was diametrically opposed to was his muse for his classic novel, Zen early ’70s, to make a motorcycle wor- the vision of motorcycling depicted by and the Art of Motorcycle Maintenance. thy of off-road excursions all you had Marlon Brando in The Wild One a de- The small, affordable twin would see to do was move the exhaust pipes from cade earlier. I recall my doctor and his its product curve cycle to maturity a below your feet to the underside of one wife riding their Honda Cubs through few years later when, simultaneously, or both of your legs and, viola!, head for my small town, looking like something the peak of baby boomers were getting the dirt. They were called Scramblers, straight from a Honda ad. Since the their licenses, and the 350 was intro- and Honda designated them with the shift in this perception of motorcycling, duced. CL prefix, while the full street version one particular model dominated— The 350, and its all but identical little used CB. More serious engineering ef- the Honda 350 twin. Built from 1968 brother, the 250 (more later), were big- forts were implemented for off-roading through 1974, it became the highest ger, faster, and stronger, took advantage included different tires, higher fenders, selling full-size motorcycle in Ameri- of newer technology, and were, subtly, and the elimination of a few compo- can history, with nearly half a million but more importantly, available in col- nents for weight and resulted in the SL units sold. ors other than black and white (or blue models. The 350 had a predecessor, though, and scarlet red). Candy blue and red, Over one-fifth of Honda’s total mo- in the (mostly) 180-degree crankshaft greens, golds, olives, oranges, and even torcycle production in 1971 were 350s, 40 august/september 2013 HISTORY

Vintage Japanese Motorcycle Magazine 41 Promoting the Honda lifestyle through with forty-five percent of them CBs, alpha designations for frame and en- advertising in 1970 and 1973. thirty percent CLs, and twenty-five per- gine serial numbers. You’ll note that the cent SLs. Eventually, Honda would sell plate on the fork crown shows the date 274,000 CBs and 218,000 CLs. of manufacture. Honda also began using a K designa- So why a 350? Honda offered a 175 tion for their model years, beginning and 450 twin as well. Unbeknownst to with the 1968 CB450 K0. The following most US consumers, a near identical years were K1, K2, etc. By 1974 Honda 350 was offered outside of the US, but dropped this extraneous nomenclature with a smaller resulting in a 250. and utilized only the year for the mar- I believe that the 350 with its claimed keting model description but kept and 36 bhp was just enough motor and then replaced the Ks with the DOT’s minimal, but stable, weight to haul

42 august/september 2013 one adult around for ninety-five per- ceral and considerably more expensive, in the last year of production in 1973, cent of the time. A 175, albeit lighter, but a better mount for long trips, to be where a seat grab rail, rear sprocket less expensive, and capable of doing 80 sure. I consider it one of the most aes- side-plate guard, wider blinkers, and in- mph at full pitch wasn’t pleasant and thetically pleasing bikes Honda ever clined back-lit instruments were added. was even a bit unnerving on the Inter- manufactured. The XL 350 followed Typical of product development, you states. I remember it well. The 450 of Honda’s XL 250, their first real dirt bike. can expect a few additional extras on Black Bomber descent was capable of By no means was the 350 perfect. Ya- the final model year to help sell them, highway cruising and, indeed, a ne- maha’s 2-stroke was considerably fast- in anticipation of its replacement. Hon- cessity if carrying a passenger for any- er. 10,500 rpm felt like it and handling da offered the CB 350 G in 1973 that thing other than across town. It was a could have been better. While Honda included a disk brake up front. Honda good bit more expensive too. The 350 claimed a quarter mile in 13.8 seconds, finally replaced the 350 in 1974 with the would become Goldilocks’s choice of a little over 15 was more realistic, as was rather ill-fated and short-lived 360. By its day—not too big and not too small. 25 hp at the rear wheel. Fuel consump- the mid-70s most boomers had moved I must note here though that today tion wasn’t what you’d expect these out of their smaller towns, off to col- there are 1200 cc scramblers and 2300 days from a 350 cc motor, but that’s the lege, and on to bigger bikes. cc street bikes available. Goldilocks charm of carburetors, isn’t it? Hondas Happy is the man or woman today would be in for a shock at the size and were generally affordable; so weld- who, on a spring day, will fire up their weight of twenty-first century motor- ing, plating, and other manufacturing Honda 350 and ride down to the corner cycles. methods were developed to optimize store, or in my case, a little local ham- There were yet a couple of other op- profit, not longevity—something re- burger joint in suburban Atlanta with a tions—Honda’s silky smooth, but storers know all too well. patio next to a large parking area. There slightly slower, four-cylinder 350 and Other than style, not much changed are a lot of guys my age who stop dead a more dirt-oriented lighter-than-SL from year to year. Seats became pleated; in their tracks when they see my ’73 single-cylinder 350, introduced in 1975 taillights became larger; fender braces CL 350 parked next to the curb. Then and dubbed XL. The four-cylinder was moved to the bottom of forks; etc. Per- again, guys of all ages are curious. The a more of a gentleman’s ride, less vis- haps the most distinctive changes were 350 looks just right. l

Vintage Japanese Motorcycle Magazine 43 44 august/september 2013 TECH HELP Tank Rust Removal by Jim Townsend

very few months someone in the club lose its potency. You only need to dis- rinse the tank out with water and, when Easks “How do I get the rust out of my pose of it when it gets extremely dirty, dry, pour some motor oil in the tank to gas tank?” This question has popped up and even then it still works. Oh, by the stop any flash rusting. A bit of flash rust on my email list with regularity, and way, when you want to dispose of it, just won’t hurt anything, though. What you the answer is really rather simple. Here dilute it a bit more and pour it on your don’t want is rust particles in your gas, goes in just a few paragraphs. Print this lawn—phosphorus is a fertilizer, but I and flash rust won’t be a bother. out and nail it on your shop wall. wouldn’t make this a habit. The MSR will NOT irritate your mu- First, rust is the second thing you need Remember—pour the MSR into the cus membranes like the fumes from to get out of an old gas tank. The first water and not the other way around. muriatic acid. It will work at least twice thing is to remove any remnants of old To remove the rust in your tank, just as good. It is safe to use and to dispose gasoline. Methyl alcohol will remove fill it to the top after you remove the of. Got a rusty part you want clean, old, even dried up, gasoline. It is com- hang it in the tote for a day. MSR will monly sold as HEET, for making water How do I get not harm or remove chrome either. soluble or at least so it will go through the rust out of What about coating the inside of the the carburetion system of cars. Cost: tank? I do the same thing as manufac- about $3. my gas tank? turers and coat the tank like they do. In Second, now that all the old gas is other words, I DON’T. If your tank has gone, now you can think about remov- Print this out holes, fixing the holes is not the job for ing the rust. Go to a farm store and buy and nail it to sealers. I honestly don’t know why they a gallon of Stearns Milkstone Remover. your shop wall. even make the stuff, but use it if you Milkstone Remover (MSR) is about 75% want problems down the road when it Phosphoric Acid. Undiluted it is unus- petcock and plug the hole. If you spill a starts peeling inside your tank. able, but pouring this gallon of MSR into little, just wipe it off with a wet rag. Set Holes?—Braze them shut or do like about eight gallons of water will give you it in a warm place for at least a day. Pour they did back in the 20s—solder them the BEST (by far) rust remover you can the MSR back into your tote with the shut, if they are small. get. Put it in a large Rubbermaid soft unused mix and save it. Still got a little Don’t believe this? Don’t take me at plastic tote of about a 18 gallon size. This rust? Do it again. my word until you try it. It works for stuff will last literally forever and not After you pour out your MSR mix, me and I’ve done this for years. l

Vintage Japanese Motorcycle Magazine 45

Vintage Japanese Motorcycle Magazine 47 The Honda CL100: Can We Relive Our Childhood? by Mark Booth

here are many childhood memories that we wish we could relive. For those of she always does. But with this one she Tus following the vintage motorcycle scene, there is the one motorcycle from knew deep down that it was something our childhood that holds more memories or desires than all others. Was it our first that I was looking for to ride and not motorcycle? Was it the one we built from various parts? Or maybe even the one just another motorcycle to acquire, fix, we always wished for but could never afford back then? Either one you choose, to and sell. relive your past, will be well worth the time spent. Besides, isn’t this why we are The CL100 was in great shape for its part of the vintage motorcycle scene? age. It cleaned up very nicely, but its My choice was to find a motorcycle just like the first one I had. It was never re- history was its downfall. The Honda ally mine actually. It was the family motorcycle, but with me being the youngest has just 4,100 miles on it. For most of it was effectively mine to use as I wanted, since my older brothers had moved on its life it sat in a very remote, yet un- to bigger and better motorcycles of their own. What was my first motorcycle? It known motorcycle museum. It was giv- was a blue 1970 Honda CL100 K0. This metallic blue wonder saw me through en as payment to the man I purchased it many years of riding. It was basically the only source of transportation during the from to pay off some bill. It then sat for warmer times of the year, and on the rare winter days when I had no car to use, it another ten years in the back of his ga- would never fail to come to my rescue! The Honda saw so much use that the blue rage, until I came along. The reason for paint was wearing down to the silver where my knees had rubbed against the gas its mechanical downfall is that while it tank. It took one hell of a beating from me and my two older brothers but always sat in the museum, it sat there with fuel seemed to survive it. in it! So, the fuel system was all but sol- This bike and I parted ways when I acquired a used 1974 Suzuki TS185. The id crap; no wonder the last owner could Suzuki had a lot more power. It was faster and handled the trail riding with an not get it running. ease that the Honda could not match. It out performed the Honda, but of course it did, the Suzuki had almost twice the engine! So the Honda was left forgotten until it was sold by my oldest brother a number of years later. I do not even know when exactly. Within a few years of owning the Suzuki I had bought my first new motorcycle, a 1986 Honda VF500. This was the best all-around motorcycle I have ever owned. We had a short stint together. I got into an accident and the VF500 was totaled. I was laid up for a number of weeks—a broken hand and foot will do that. My next motorcycle was a 1986 Honda VFR 750, that I still own to this day! Like so many others, I graduated up the ladder to bigger and better motorcycles, forgetting that it took a little blue Honda to get me started. Now, after thirty-one years of riding, I find that I like the smaller bikes more than ever. Do not get me wrong here—I love the VFR 750. It is fast, handles great, and will run forever. And that smooth boat-load of power is just fantastic. I have acquired thousands of miles of great memories on this motorcycle. But as I get older I seem to be leaning toward smaller motorcycles. Am I trying to relive my past without knowing? I am not sure. The one thing I do know is that I feel the best and have the most relaxing times on the smaller motorcycles I own. The smaller the motorcycle, the happier I am. In fact, I have a hopped-up moped that I find a blast to ride. Don’t laugh; it can do 48 mph, and I think with more work it will do over fifty miles-per-hour After all of these years of enjoying smaller and smaller motorcycles, I have come to realize that I might be trying to relive the fun of my childhood on the CL100. What better way to do this than find one and see if this appeases my desires. Eventually, a very nice 1970 Honda CL100 K0 appeared on Craig’s List. To top Cleaning the inside of the engine. it off it was even blue. I called about it, but did not have the funds at the time. It sounded like a great deal, and I was mad that I had to let it go. To my surprise, it reappeared a month later. This time I had the funds—selling extra motorcycles can do that—and I was able to reduce the price to a very affordable one. So away I went to pick up yet another project. My wife even backed me on this one. Actually,

48 august/september 2013 PROJECT BIKE

The blue CL100 matched the color of my first CL100. Vintage Japanese Motorcycle Magazine 49

With the fuel system a total loss, it powerful bikes, the little Honda seemed took awhile just to get the bike running. lacking in power. Not quite the way I Even after a very thorough cleaning, remembered. I needed to readjust my the carburetor needed to be replaced. perspective and remember that I have While waiting to find a new carbure- gained a lot of weight since I was six- tor, I decided to remove the engine and teen, and the bike I was riding was only go through it. This ended up being a 100ccs. Once I thought it all over I came good thing as the insides of the engine to the realization that, even after forty were very dirty and would have caused plus years, this bike still had something damage if I had run it. New rings were to offer the motorcycle fanatics of to- installed, along with gaskets and all oil day. For simple around-town riding, it seals. The camshaft bearings in the head was perfect. It would take me anywhere were bad, so the head was replaced too. with ease, and the tank never seemed to All in all, the engine was in good shape need more fuel. It was light and easy to as nothing else needed to be replaced. maneuver, even in the busiest of traffic. The bike was reassembled. The gas It had just enough power for in-town tank was cleaned and sealed. A new riding. Off-road dirt riding was out of long time. Can we relive our youth? used carburetor was found on Craigs- the question, but simple trail riding was Yes, we can to some degree. Riding this list. After everything was put back to- still possible. little Honda CL100 is about as close as gether it was time to try it again. This On one of my final rides, before put- it gets for me. time the bike did not fail me. It started ting it away for the winter, I went for Now in my care it will see the “light up, and after just a little adjusting the my usual ride down a remote tree-lined of day” for many years to come, all the bike settled down to a nice, even idle, road. I let my mind wander and felt the while bringing a smile to my face. It just as I remembered mine had. ever so familiar bike under me and it may even fill the hole in my heart of The first ride proved to be exhilarat- seemed like I was sixteen again. It was missing the first bike I ever had. Only ing. After so many years riding more one of the best rides I have taken in a this time it will actually be mine! l

Vintage Japanese Motorcycle Magazine 51 52 august/september 2013

54 august/september 2013 EVENTS Events Corner by Peter Slatcoff

lanning activities for the summer tivity at Mid Ohio. As everyone knows, Pmonths suggest this summer will “We are a volunteer-based organiza- UPCOMING EVENTS be one of the busiest periods in our tion.” This decision was solely the result history for VJMC events. We started of the lack of member volunteers. This out in 2012 with an agenda to re-en- should not be construed as a negative August 10 ergize VJMC and that’s exactly what’s response by anyone. We respect a mem- The Inaugural happening. All event attendance goals ber’s decision as to whether they vol- Mid-West Rally & Show were met and in many cases exceeded. unteer or not. My commitment to this New Century Airport The trend continues into 2013 as is ev- event is to revisit it again next year in New Century, Kansas idenced by the number of additional the same manner. events taking place and the variety of AMA has been notified of our deci- August 16-18 new locations across North America. sion and that it is our intent to revisit White Rose 25th Anniversary Those that are recurring are better at- our presence again next year. They have Spring Grove, Pennsylvania tended, and the new or first time events since informed me that we will be on are being well-received by the mem- their invitation list for next year. August 11 bers, as demonstrated by their volun- I would like to thank both Matt Reit- The 4th Annual Vintage Japanese teer support and overall attendance. her and Sean Carrigan for their efforts Motorcycle Meet I had the opportunity to attend two to try and make Mid-Ohio happen and Ladysmith, B.C. Canada great events close to home in Central especially for their continued support Florida. First, there was a memorial ride of our club. August 30 - with the “Florida Moped Army” for a Another event casualty—regretfully September 1 dear friend and VJMC member, Seth the Michigan Rally has been canceled The West Coast Rally Zaiser, known to many as the “Z-Man.” due to the lack of interest by the mem- Big Bear Lake, California The following day, the “Florida Gang” bers in the Michigan Area. led by Florida Field Rep Norm Smith We would like to thank the Michigan October 11-13 held their annual Spring Ride. Rally Committee for all their efforts to Event of the year! The Florida Spring Ride was hosted by try and make this event happen. This is Barber Vintage Festival Leeds, Alabama the Coney Island Restaurant in Brooks- the third unsuccessful attempt to have a ville, Florida. The Coney Island has major VJMC rally in Michigan. There- been, and continues to be, a great sup- fore, future Michigan VJMC members porter of VJMC events in Central Flor- may be better served by smaller, local OTHER 2013 EVENTS ida. Prior to the ride and on behalf of activities. We suggest that you contact VJMC, Florida Field Reps Norm Smith your Michigan Field Reps for locations Get your event listed here too! and Paul Enz presented the Coney Is- and details of those activities. land Restaurant with a plaque recog- On the brighter side—VJMC has August nizing their outstanding support for the more than 20 major events planned or September VJMC and our events. across North America. Watch for the (Date TBD) On another note, there has been quite email blasts or review the VJMC Events Veterans Vintage Bike Show a bit of email traffic regarding VJMC Calendar on the club website for a list Winter Haven, Florida and our infield presence at AMA Vin- and more details. We would like to in- tage Days, better known as “Mid-Ohio”. vite you to join us at one of these events. November 2-3 We recognize that many are disap- For more information go to the VJMC Florida State Rally & Bike Show pointed that we were not able to con- calendar at www.vjmc.org. Silver Spring, Florida tinue the legacy of the infield gathering VJMC events are happening all over and cookout. Each year there have been North America. We continue to ask that December 15 150 or more members who attend Mid- if there is an event happening, please let 12th Annual Ohio—attested to by the large turnout us know what the event is and its de- Florida Christmas Ride for the infield cookout. This was not a tails so we may share the information Brooksville, Florida financial decision. VJMC was poised with our members and encourage their to spend over $2000 to support this ac- attendance. l

Vintage Japanese Motorcycle Magazine 55 56 august/september 2013 ADVERTISER SPOTLIGHT

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Vintage Japanese Motorcycle Magazine 57 A vintage Japanese motorcycle for the VJMC is 20 years old or CLASSIFIEDS older and of course, Japanese. Please be aware of publication deadlines. For an upcoming issue, PLEASE NOTE: ads are due by the 20th of the month of the preceding issue’s release. For example, ads for the October/November issue are Ads will be run for ONE ISSUE ONLY. Please due by August 20. resubmit via www.vjmc.org or contact our If you have business related ads, please consider taking out a Classifieds Editor Gary Gadd by email: commercial display ad. Contact VJMC Ad Manager Gordon East at [email protected] or me, Gary Gadd at [email protected] or at [email protected] if you wish an ad to run 817-284-8195. longer. Also notify us if your post has been We can now accept color photos to accompany your ads. Cost is a minimal $10 per photo per issue. Please address payment to fulfilled. This will help keep our classified “VJMC” and send to the address below. ads as current as possible. GARY GADD / 3721 HOLLAND STREET / FORT WORTH, TX / 76180

1964 Honda 305 Dream Tour- bikes. I will throw in the 350 ing. Professionally restored. to anyone who buys the 750s For SALE TD Bash black seat with over- as a lot as I would rather not all black stock color. Needs separate the collection. John nothing, has repro www tires. Moore, 210-601-4040 or 210- HONDA $6895. Email for pics. Lee Stew- 496-2001, San Antonio, Texas, art, 903-797-3465 (leave message), [email protected] 1959? Honda C75E Dry Sump Gilmer, Texas, [email protected] Dream 300. Missing the cover Japanese bikes. 1970/82 Hon- 1977 Honda CB550K. Clean, for the oil pump and the throt- 1968-81 Hondas. Parting out da CT90, CB350F, XL175, 125, stock including pipes. Many tle/grip is broken off. Tank is 50 Japanese bikes, mostly CX500D, CX500C, (2) GL500I. OEM parts: swing arm bush- not dented. Fenders are both Honda. $75 each or will part Contact me for detailed de- ings, rubber mountings, chain wrinkled, but intact. Headlight out. Includes Yamaha and Hon- scriptions and pictures. -Pack and sprockets. New tires (not in intact, has a guard installed. da Mopeds, lots of seats and age price for the entire collec- OEM style), carbs gone through Speedo rim is cracked. One side covers. 4 CB750 4 cyl gas tion. Spare parts and tool kits and synched. Starts and runs gas tank emblem missing. No tanks, $60 and up. Bridgestone available. Can deliver for rea- like new. Clear title. Everything mufflers. Engine is loose and 100/150 seat, very nice, $100. sonable fee. Jim Leh, 248-459- works except the green neutral kicks over, the 1000, Holly, Michigan, jimleh@ lignt. Asking $3150. Come and appears to work. Pictures can comcast.net look and make an offer. Joe be emailed and questions an- Ken Krauer, 845-266-3363, Salt Spado, 715-209-0241, River swered. $1900. CM Humphrey, Point, New York, joankrauer@ 1973 Honda CB350F. 8000 Falls, Wisconsin, spadoman@ 636-282-3338, Fenton, Mis- yahoo.com miles, runs nice. Added Dyna S gmail.com souri, [email protected] coils and ignition, still have the old parts so you can put her For 1978/83 Honda XL125/185, 1959/79 Honda collection. 49- back if you want. POR 15 in the front sprocket cover. New, 1047 cc. Selling 50 year collec- tank. Lh muffler has several lat- made in England. Much heavi- tion. From junkyard to museum eral rust cracks about 1.5 inch- er and tougher than the origi- pieces. Paul Crippes, 707-894- 1969/74 Honda CB750. Five es long, otherwise the stock nal Honda part. £53.50 + £10 3174, Cloverdale, California, bikes, each is in excellent cans are in great shape. Speedo postage (approx $97 US). Nick, [email protected] shape with no dents, rust or has a warped face, both spee- +44 (0) 7752 503818, England, torn seats. All but the sand do and tach get flaky once you [email protected] For 1960/68 Honda CA/CB/ cast have electronic ignitions get above 45 mph. New chain CL160 and S65, parts. Still have and no more points to go bad. and sprockets, new tires. New some left. 20 years of bone Exhaust baffles removed and pucks for upfront, not yet in- yard and old shop pickings. carbs re-jetted for better - per stalled. More pics available and Paul Enz, 321-268-5461, Titus- formance. Three bikes have can take pics of areas you need ville, Florida, [email protected] chromed engine parts. This more detail on. $3895 or make collection consists of 1969 offer. Ron Boe, 623-455-0331, K0, $9500; 1970 gold $3850; Phoenix, Arizona, ronsueboe@ 1971 dark brown, $4500; 1973 me.com dark brown, $4500; 1969 Sand Cast cases, blue, $19500; 1970 1979 Honda CB750 Ltd. The CB350, gold, $3600. The sand evolution of the revolution. cast 750 is totally stock and is 10th anniversary limited Edi- as it left the dealership in 1969. tion of the world’s first super Both the 69’s are very rare bike. Only 5000 made for the

58 august/september 2013 CLASSIFIEDS US. First year dohc, 3rd owner, For 1972 Suzuki GT750J, parts. interested. $3200. Al, 440- antique plates, 20200 miles, SUZUKI I have had a small number of re- 237-0585, Cleveland, Ohio, metallic burgundy and muse production plastic gauge shells [email protected] red. All original paint, decals, made. They are $90 each, tach chrome, seat, etc; in excellent or speedo, plus shipping. See at For 1977 Yamaha XS750. Ma- condition. Includes original http://www.oldjapanesebikes. roon, 18490 original miles, matching Craig Vetter fairing, com/GT750J_Gauge/. Con- parts and owner’s manuals. helmet, luggage rack and trunk, tact me for additional details. 3 cylinder, duals, mags, shaft engine guards, original leath- Ian R Sandy, Alberta, Canada, drive. Full dress Vetter fairing er bound tool kit and owner’s [email protected] with lowers and radio. Custom manual. Clear title, runs, drives seat, original seat included. Fi- looks and sounds great. $3900. 1964 Suzuki T10 Crusader. First ber saddle bags with chrome Eric Vontillius, 813-956-0892, of the 250 imported to trim. Tour box with chrome Tampa, Florida, spankyliveshere@ the US and forerunner of the rack. Front and rear foot pegs yahoo.com X6 Hustler. Professional res- and mud flaps, full cover, toration with correct period stored and in very good con- Suzuki blue. Very showy bike dition. Asking $4250 obo. Bill with lots of chrome. Extremely Grosjean, 419-698-2417/419- rare. Asking $5495, appraised 377-9602, [email protected] at $5900. Buyer arranges ship- ping. Contact me for details 1981 Suzuki GS750L. Origi- 1979/81 Yamaha XS1100 and photos. Lee Stewart, Gilmer, nal owner, bike has all original Standard and Special, sizea- Texas, 903-797-3465, lstewart@ equipment. 22500 miles. Ser- gle collection of parts. Fend- etex.net vice records and shop manual ers, wheels, tanks, seat pans, included. Has not been ridden brake rotors, carb banks, pet- 1988 Honda VTR250. Very nice for a few years. Joe Bartoletta, cocks, electrical bits, rubber condition, 13207 miles, clear 703-793-7573, Herndon, Virgin- bits, brake calipers, forks, etc. title, recent new battery and ia, [email protected] Too much to list. Contact me tires, original owners manu- with your part number and I al and tool kit. Runs and rides will check. Reasonable prices, great. Contact me for more pic- YAMAHA you pay shipping. Will Jones, tures and details. Simon Neil, 570-996-7210, Fredericksburg, 423-227-5601, Signal Moun- Pennsylvania, wjone65300@ tain, Tennessee, threelegs@ aol.com comcast.net 1971 Honda CB100. Complete- ly restored recently. All black is powder coated, wheels by Misc. Items KAWASAKI Buchanan's with stainless spokes and nipples. Paint is for Sale 1975 Kawasaki 500 Triple. Re- House of Kolor candy apple to Japanese Bikes. Retiring, sell- stored by Lou Demmel. I would match the OE color. The bike 1973 Yamaha TX500. Hus- ing my 4000+ lines of Kawa- like to sell it to someone who was written up in Motorcycle band bought this for me with saki, Suzuki, and some Honda wil ride it. $8000. Kathlee Dem- Classics Magazine in the May/ the intention of restoring it. NOS vintage parts. Listed at my mel, 540-659-6255, Stafford, June 2012 issue. I also won the Took it apart but never but it site, VirtuallyJunk.com. Asking Virginia, [email protected] trophy for "best restored Jap- back together. Have all parts. $10k for it all, including rights anese motorcycle" at Miller Nice tank, side covers and the to my site and contents. Bruce 1982 Kawasaki KZ1100. Fresh- Motor Sports Park in Tooele/ chrome is good. Sell all or part Mangels, 520-457-3035, Tomb- ly rebuilt cargs and valve ad- Salt Lake City Utah in Sept. out. Barbara McDermott, 407- stone, Arizona, bruce@virtual- justment as well as new bat- 2012. The asking price $2999 568-7337, Florida, jbrranch@ lyjunk.com tery. Bike is all original except obo. I have receipts for over gmail.com front fairing. Good daily driver. $6100. Serious inquiries only Calafia Roadrunner bags with Asking $2000. Mark Lane, 612- please. Email. Chris Keele, 435- 1973 Yamaha TX 750. Com- muffler cut-outs and lights 325-0761, Buffalo, Minnesota, 673-1366, St. George, Utah, ck- pletely stock including original with mounts. $50. Daytona [email protected] [email protected]. paint, mufflers, seat, chrome, etc. All in working order. @ 13K Fairing with mounts adaptable to fit nearly any bike, $100; For 1971 Suzuki T500, rear miles. Never been apart to my have lowers for BMW. $40. chrome carrier in very clean knowledge. Never dropped. No 1960s Honda crash bar, new, condition. $125. Mike Reed, rust bumps or dings. Daily rid- $25. Honda soft bags, gray, 773-617-8645, Chicago, Illinois, er if necessary. Too many bikes $50. Buyer pays shipping. Bill [email protected] in the fold and need to down- size. Please call if seriously Isern, 814-542-8713, Mapleton

Vintage Japanese Motorcycle Magazine 59 Hey members! SUBMISSION REQUIREMENTS: Tell us YOUR story! TEXT: • .pdf, .rtf or .doc fileormats f • include your byline, photocaptions, and The best way this magazine credit for the photographer can accurately reflect what our members are up to is if PHOTOS: • high-resolution olorc pictures (300dpi) you tell us what you’re doing! • typical file size of a .jpg will be at least 500kb • 1mb - 3mb per image is preferred The VJMC magazine is only possible through member interaction, and we’ll pay you for it!

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60 august/september 2013 CLASSIFIEDS Depot, Pennsylvania For Honda, parts. 1974 CB750, J Basile, 702-376-2621, Arizo- fer restored but will consider never used frame, manu- na, [email protected] any condition. Paul, 561-373- Parting out 50 Japanese bikes factured 8/74, $100. Honda 9987, Jupiter, Florida, Ptlte@ mostly Hondas, 1969 to 1981, CB500F piston and ring set, For 1968 Honda CA175, need a bellsouth.net $75 each or will part out. Ya- .020, $100. CB750, 2 sets of left side muffler in new or used maha and Honda mopeds. Lots standard rings. CA/CB/CL/ in good condition. Part num- 1972 Yamaha LT2MX 100cc. of seats and side covers. ask. SL175, first over ring set. CB/ ber: 18400-237-687. Steve, Looking for a bike to restore. 4 CB750 4 cyl gas tanks, $60 CL/SL100, .010 and .030 pis- 810-629-5440, Fenton, Michi- Please help me find one that and up. Bridgestone 100-150 ton and ring sets, intake and gan, [email protected] can be brought to life. I am seat, very nice, $100. 1970s exhaust valves. CB/CB450 willing to pay a finder’s fee and parts, large /350/200/185/125/100/70, For 1969 Honda SS125, looking drive a long way or pay ship- lot including side covers, carbs, Control cables for most mod- for an original exhaust system. ping for the correct bike. Con- manifold. Located near Rhine- els including old gray cables. Jon Booth, 248-660-4273, De- tact me with what you have. beck, NY, AMC super meet site. MT/MR250, brake shoes. CB/ troit, Michigan, jbooth2964@ Boo Meridieth, 615-804-8838, Ken Krauer 845 266 3363, Salt CD/CL/SL175, XL250/350 and gmail.com Gallatin, Tennessee, bootinkers Point, New York, joankrauer@ 1972/73 SL350, new ignition @comcast.net yahoo.com switches, points and condens- For 1970/73 Honda SL100, ers. 1964/71 tail light, tail light need 15mm (the large one) ex- For 1983 Yamaha XV500 Vi- For Yamaha, Parts. Approx lens, head light lens, socket terior kick start arm. I upgrad- rago, need a right side cov- 1035 OEM individual gaskets and reflector. Mini-tach and ed from the smaller one in my er for the battery box. Gerry by part number. Mostly from tweek bars for CB750. For seals 1970 to the larger version from Townsend. 916-769-1309, Gerry the late 1950s-1990s. 14 gas- for 1969/1984 misc bikes. Fuel 1973. Now I am in need of the @Townsend.org ket sets no longer in produc- gage sending units. Front fend- arm. If you have one you are tion. Carb kits for 1965/69 er for CB750/GL1000. Foot peg not using, please email so we A6, YDS3, YDS5, W/2 carbs, rubber and sprockets for most. can strike a deal. Also think the Misc. Items R2, R3. 1967/69 M1, YM12C, Jardine Megapone mufflers Yamaha’s had that size as well. 305. 1973/74, RD250/350. Tail for 1982/85 VF750. Jardine Other items needed; SL100 WANTED light lenses. Rings for 1984/92 turn-out mufflers for 1979/81 handle bars, rear shocks, front YZ80, 1st over; 1976/93 CB650. All the above parts are fender, gas tank, SL100 or 125 Japanese NOS mopeds and YZ125, 3rd ofer; DT125A, 1st new. Also electrical parts, new carb. Dan Hall, 941-504-2883, motorcycles from the ‘60s and over/; 1983/91 YZ250;1988/91 and used fork tubes in numer- Sarasota, Florida, racerdan00@ ‘70s for our showroom. If you WR250 1st, 2nd, 3rd oversize. ous lengths, gasket sets and gmail.com have anything to offer please Rider foot pegs #156-27413- individual gaskets. Contact contact me. Mike Buttinger, 00-00 and 214-27413-00-00 me for complete details. For 1972 Honda CL100, looking [email protected] which fit many older Yams. William Mack, 865-983- for side cover emblems for four Many cables including some 4204, Louisville, Tennessee, (4) 1972 CL100s. I’m restoring Honda CBX 1000cc 6 cyl mem- extended. Points, condensers [email protected] all four and need side cover orabilia for museum and the and tune up kits. Some ignition emblems for each. Michael “CBX Book” I am presently switches. Fork seals for RD/TZ/ Finnerty, 801-633-5595, Utah, writing. Any brochures, ad- TX/XS/XZ. All the above parts Wanted [email protected] verts, posters, owner’s man- are new. Also engines and oth- ual, workshop manual, set-up er parts for 1986 XV700 Virago 1974 Honda CR125 Elsinore. manual, toys/models, old pho- and XS400. William Mack, 865- HONDA Looking for perfect condition tos, etc. related to the 1979- 983-4204, Louisville, Tennes- CR 125, and a perfect condition 1972 CBX. Also period after- see, [email protected] For Honda CA77, service. I CB550F. James Neill, 662-417- market fairings/bodywork. Let have a ‘66 Dream in very good 5295, McCarley, Mississippi, me know what you have and 1959/79 Honda collection. 49- shape and I would like to see it [email protected] how much you need! Ian, (626) 1047 cc. Selling 50 year collec- in near show shape. I also have 444-9358, California, ian@ tion. From junkyard to museum a ‘64 Dream in rough shape For 1974 Honda CB360, need netvigator.com. pieces. Paul Crippes, 707-894- that I would like to see in good side covers with badges, “Hon- 3174, Cloverdale, California, shape. Looking for someone in da” badge under the headlight, Dealer Memorabilia. Collector [email protected] the Northwest Indiana area to all four blinkers, stock mufflers seeks 1950s-1980s Japanese restore one or both of these and other random parts. Curt dealership items including Japanese bike parts supply. bikes. Bill Aylesworth, 312-655- Taylor, 805-689-0404, Buellton, banners, signs, ashtrays, light- 10s of thousands of parts, new 0808, Indiana, aylesworthbill@ California, [email protected] ers, hats, clocks, promos, etc. and used. Reasonable price yahoo.com Rare, weird and old is good. in order to make a speedy Tom Kolenko (770) 427-4820 deal. Gene Crump, 662-369- For 1965 Honda CA78 305, YAMAHA Atlanta, Georgia, tkolenko@ 4542, Aberdeen, Mississippi, need right side exhaust pipe or kennesaw.edu l [email protected] both. No dents, can rechrome. 1965/67 Yamaha Big Bear Stock handlebars also needed. Scrambler. 250 or 305cc, pre-

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