Dania Beach Vintage Motorcycle Show

Volume 35 / Number 2 APRIL/MAY 2014 • $5

DANIA BEACH VINTAGE MOTORCYCLE SHOW

WHAT’S INSIDE: Kentucky Kickdown

Catching Up With the ’70s

Iron & Clematis

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

IN THIS ISSUE

FEATURES EVENT: Kentucky Kickdown 6

PROJECT BIKE: Catching Up, With the 70s 12

MAINTENANCE & RESTORATION: COVER STORY Oil Usage and the 19 Breather Assembly DANIA BEACH VINTAGE HISTORY: The Sound of MOTORCYCLE a Memory Calling 31 SHOW 26

EVENT: Iron & Clemetis 36 DEPARTMENTS PRESIDENT’S LETTER: ODDS & ENDS: ...... Planning a Big Show Continuing the Momentum 5 BACK IN THE DAY: 41 1981 L70 Passport...... 16 CLUB NEWS: RIDING SAFETY: The Importance 2013 Freebie Four Winners...... 17 of “Covering” TECH HELP: 51 Tech Tip #1: Beginning Your Retoration...... 53 EVENTS CORNER...... 57

Volume 35 / Number 2 APRIL/MAY 2014 • $5 CLASSIFIEDS...... 58

DANIA BEACH VINTAGE MOTORCYCLE SHOW ON THE COVER WHAT’S INSIDE: Just one of several Kentucky Kickdown catching up rows of vintage With the ‘70s Iron & Clematis Japanese motorcycles at the Dania Beach official publicatioN of the ViNtage japaNese motorcycle club of North america, iNc. show cover photo: Michael Fitterling V intage Japanese Motorcycle Magazine 3

PRESIDENT’S LETTER Continuing the Momentum Official Publication of the VJMC APRIL/MAY 2014 Volume 35, Number 2 Current VJMC Enrollment: 3809 t’s time to ride! Winter is over and spring means start your PRESIDENT Tom Kolenko Iengines in most parts of this continent. Even our Canadi- 770-427-4820 an members have fired up their Japanese iron for the 2014 [email protected] riding season. Hopefully, those winter restorations are being EDITOR road tested right now. The indoors has moved to the outdoors Michael Fitterling 863-632-1981 where the real fun can begin. After this brutal winter, riding [email protected] redemption is coming to pavement near you. DESIGN DIRECTOR It is evident that preservation and the enjoyment of vintage Nadine G. Messier Japanese motorcycles continues to grow. Perhaps you heard [email protected] about the sand cast Honda 750 prototype that recently brought $148,000 on eBay. CLASSIFIED ADS Gary Gadd That landmark sale will undoubtedly raise the values for all other early Honda 750s, 817-284-8195 at least in the eyes of their current owners and future buyers. If you fancy one, get [email protected] them while they are “cheaper.” DISPLAY AD DIRECTOR Our club membership continues to grow, now surpassing 3800 members. Recruit- Guido Cardillo 404-587-0190 ment efforts at popular events like the IMS shows, AIM Expo, the Las Vegas auctions, [email protected] and other major vintage motorcycle community venues feeds the ranks of this club. AD SALES REPRESENTATIVE To all those booth volunteers and field reps who made it happen, the VJMC Board Art Snow of Directors thanks you. We are a niche club, but filled with passionate ambassadors [email protected] of oriental engineering. Bring a friend onboard and help us keep growing the fun. MEMBERSHIP DIRECTOR Bill Granade Check the event calendar in this issue and on the website for the upcoming VJMC 813-961-3737 events. We have more events planned than ever before in club history meant to bet- [email protected] ter serve our members. Case in point: Peter Slatcoff has put together our advanced CHANGE OF ADDRESS online registration process for the National Rally in Spring Mill State Park, Indiana. Please direct these requests to Bill Granade: [email protected] Our first rally there was amazing, and we are returning due to popular demand. Peter promises a bigger and better rally as we take over the whole historic inn—great ADDITIONAL COPIES In order to minimize unnecessary expenses riding, great food, Midwestern hospitality, and several bike shows. Make your reser- to the club, VJMC prints a limited number of each issue of Vintage Japanese Motorcycle vations online today so that you do not have to stay at the overflow hotels in the area. Magazine. However, we would be glad to For those twenty-five percent of our members not Internet linked, call Peter directly accommodate any requests for additional copies from members. at (850) 624-8811 evenings & weekends and he will get you registered. These requests must be submitted before the With growth has come challenges. The biggest current challenge facing our club is 15th of the month preceding each issue. For example: for the Feb/Mar issue requests must the necessity to upgrade our website. Our website is our second most valued benefit be received by January 15. of membership, after our excellent magazine. The current website is over five years

MISSION STATEMENT: old and was built before smart phones and tablets. Our talented technology com- The purpose of this organization is to promote mittee of Peter Slatcoff (Chair), Ellis Holman, and Bill Granade have been working the preservation, restoration, and enjoyment of vintage Japanese motorcycles (defined here tirelessly, putting together a needs analysis, constructing a RFP, and soliciting con- as those 20 years old or older). The VJMC also will promote the sport of motorcycling and tractors to bring our website up to speed. Please be patient as these dedicated volun- cameraderie of motorcyclists everywhere. teers work hard to change the face of the VJMC online. © 2014 Vintage Japanese Motorcycle Club of Just as you safety check your bike for the riding season ahead, be sure and practice North America, an IRS-approved Not-for-profit 501(c)(7) corporation. All rights reserved. those riding skills that might have gotten rusty over the harsh winter. Ride safe all! No part of this document may be reproduced or transmitted without permission. All articles Ride safe in the year ahead, copyright by their respective authors. The VJMC Magazine is published six times per Tom Kolenko year, in February, April, June, August, October, and December. The views and opinions ex- VJMC President pressed in letters or other content are those of the author and do not necessarily represent VJMC policy. The VJMC accepts no liabili- ty for any loss, damage, or claims occuring as a result of advice given in this publication or for claims made by advertisers of products or services in this publication.

V intage Japanese Motorcycle Magazine 5 Kentucky Kickdown

Friday night gathering at the Monkey Wrench

6 APRIL/MAY 2014 V intage Japanese Motorcycle Magazine 7 8 APRIL/MAY 2014 EVENT

The VJMC booth on Barret Avenue in the historic Highlands section near downtown by Sean Carrigan / photos by GoodSparkGarage.com he first-ever Kentucky Kickdown vintage motorcycle event was held in Lou- Tisville on September 13th and 14th, 2013, and VJMC was there to support the event and spread the word about our club. From the eye-catching promo art image of a guy kickstarting an old Honda CB350, to the awesome variety of bikes that filled the street, the event was cool or hip, depending on your age and style of dress. There were bikes to please any style, no matter if you prefer stock, café, bobber, chopper, or tracker style. There was even a Miss KKD contest. The show was open to all makes of bikes twenty-five years old or older. About a hundred bikes were entered, and organizer Scott Halbleib estimates nearly 1,000 folks

V intage Japanese Motorcycle Magazine 9 Vintage bikes line the street, closed off to traffic for the event

10 APRIL/MAY 2014 attended. Scott’s co-organizer is Scott the featured club at Mid-Ohio Vintage tive comment on the event’s Facebook Shuffitt, founder of the popular Beaters- Days last summer and will be again page: “I kept coming back to see that ville Car and Bike Show, also in Louis- this year. The mission of the Kickdown black bomber.” Lexington member and ville, that features an outrageous display is to “gather vintage enthusiasts as a avid collector Steve Pieratt was certainly of rat rods. Scott began envisioning the community to celebrate, educate, and thankful he attended. A guy was selling Kickdown in 2011 after attending small- further bike culture.” This event suc- an unrestored 1964 Honda C110 Sport er shows. He believed the potential was ceeded in doing that. We have several 50, with just the right blue body parts there for a bigger and better event so he members who are involved with both Steve needed for a restoration project he contacted Shuffit in early 2013 to tap groups. VJMC booked a double tent has been trying to complete. into his experience organizing shows. spot and had fifteen members, plus a The top Japanese machine went to As seen in the photos, an entire city few spouses, there from the Louisville member Steve Miles, with his 1984 block was roped off for the show, which area, northern Kentucky, Lexington, Harris-Kawasaki race bike. It was stun- took place on Barret Avenue in the his- Kentucky, and Cincinnati, Ohio. Sever- ning. Congrats Steve. We hope to see toric, vibrant Highlands section near al brought bikes to display, while others more classes for the Japanese bikes in downtown. In addition to the bike dis- entered the show. 2014’s Kickdown, which is scheduled play and show on Saturday there was a Longtime member Jim Turner, from for September 20th this year. Next year Friday night gathering at the Monkey Louisville, brought his super nice col- they may need to expand the space for Wrench bar and then a concert and lection of big 1970s Kawasakis, while the event. If it doubles in size, Scott helmet art display at a local venue. Our Bill Hovis of Cincinnati and Don Cec- wants to be ready. We are fortunate to members were very impressed with the coni of northern Kentucky entered their have such an event in our region—well excellent food, beer, and motorcycle gorgeous Hondas, each of which which done Scotts and the LuVin folks. VJMC gear vendors. Perfect early fall weather had already won classes at shows last will be there! was a plus. spring and summer. Duane Loos rode Check out their web page for the The large, young, and active Louis- and displayed his pearl white ’82 CBX, 2014 event or contact them at info@ ville Vintage Motorworks group put always a crowd favorite. Bill’s freshly re- kentuckykickdown.com or by phone at on the event. You may recall they were stored ’67 CB450 garnered an apprecia- (502) 435-0429. l

V intage Japanese Motorcycle Magazine 11 remember the first café racer craze in the 1970s. It was a brief period compared to Itoday’s renaissance, and also what I might call an underground movement. There was no Internet and Google to link you with like-minded riders. Café racers were a clique; you either sought out like-minded riders, or you simply rode your “universal Japanese motorcycle.” This was the period before the Hurricane and the Ninja. If you were drawn to the style of the café bike, you had to build it yourself. Some riders built bikes with real race bike parts—fiberglass tanks, solo seats, full fairings, and clip-ons. Others simply added a set of clubman bars and perhaps gave the tank and sidecovers a rattle-can paint job. It didn’t matter. In either case café bikes were special, and their owners a “member of the club.” I didn’t actually build a café bike back in those days, but I did modify my Yamaha RD400 by adding a Don Vesco full fairing and seat, Tomaselli clipons, and a set of TZ 250 Yamaha tuning fork decals to the painted tank. But I never got around to acquiring that set of Erv Kanemoto expansion chambers that every RD fanatic craved. I explained the retention of the stock pipes as a stealth system, allowing me to ride aggressively and unnoticed in urban areas. Now, having recently retired, I have started to think about actually building a café racer or two. For the first project, I decided to stick to a budget build. I wanted something that I could finish and then sell at a reasonable price before moving on to the next project. Scouring the advertisements I found a 1976 Honda CB200, listed for $900. It was overpriced and thirty miles away. There was nothing I could do to avoid the long drive, but I reasoned that $900 was just the asking price, and so I made the appointment to go and see it. When I arrived, the little CB200 Honda was definitely more than a little tattered. The seat was ripped, the mufflers were rusted through, and the tank was dented. However, everything functioned like new. I thought that was unusual for a more than thirty year old motorcycle. As the seller and I discussed the bike’s condition and the asking price, I continued to pour over the Honda, trying every light and switch. Under all of the dents, rust and wear, it just felt like there was a very willing little bike that wanted to keep on rolling. For example, I could hardly get the kick start lever through a full swing before the little twin was already ticking over, and at a perfect idle. I repeated this a time or two while the seller insisted he was firm on the price. As I began to mentally prepare my “thanks anyhow” speech and perform my “your last chance” walk to the truck, I thumbed the electric starter. Again, the little Honda was immediately purring at a smooth idle. This bike just seemed ready to please and was definitely in need of a good home. So stalling, I went through the turn signals, lights, horn, and brake light one last time. “At least I won’t have to work on the motor or electrics,” I thought to myself, as I asked the seller to produce the title while I fished the full $900 from my pants pocket. When I got the little bike home, the first order of business was to decide what changes I wanted to make. I removed the handlebars, rotted mufflers, the tattered seat, and the turn signals. I fitted a pair of vintage Denco clubman bars (pack-ratted away since the 1970s) and stepped back to look. I liked the angular and slab-sided shape of the stock tank. The strange vinyl upholstery down the middle of the gas tank would require some consideration, but if I reduced the size of the front fender and built a solo seat I thought I would have the look that I wanted. The dents in the tank were too large and too deep for body filler. After reviewing the prices for replacing the tank on eBay, I was inspired to fabricate a tool to push the dents from the inside out. The tool was originally a cobbler’s tool from the early 1900s and resembled a large, long pair of tongs. With some modifications I could insert one side of the tongs through the gas tank opening and position the tips on A taillight is fashioned to fit under the seat cowl either side of a dent. Then, using leverage, I was able to push dents from the inside and a tachometer to the outside. I then stripped the tank of the emblems and the mounts that had is mounted front and center 12 APRIL/MAY 2014 project bike

Catching With theUp , s 70by Steve Ligon

V intage Japanese Motorcycle Magazine 13 The final form for held them in place. The surfaces were very nice looking “universal fit” mega- the seat is ready and now a mold smoothed over with body filler, sanded, phone mufflers. I first fitted the mufflers can be built and painted with primer. to the header pipes using the reduc- Next I removed the rear fender, side- tion sleeves that were provided. I was covers, and air cleaners. Installing the unable to get the solid junction that I K&N air cleaner pods, an almost ex- wanted with this system, so I looked pected addition for every café racer, re- for a solution. After walking the aisles quired some thought. The carburetors at many auto parts stores, I was able to are mounted to the cylinder with a slight find a short length of exhaust pipe that inward curve that caused an interference could be welded directly to the header, of the pod filters with the main back- and that would then accept the mufflers bone of the frame. They would not fit. without any sleeves. Because these were Searching the Internet I found some ex- universal mufflers, built to flow for ma- treme solutions to this problem, includ- chines displacing up to 750ccs, I had to A rough seat mold ing one builder that cut a large recess out incorporate some flow restriction. Add- is ready for sanding of the main frame just to provide space ing flow restriction would not only help and finishing for the pods. Examining the situation in quiet the pipes, but it would also reduce the shop, I discovered each of the intake the amount of jetting corrections re- manifolds had a very slight offset. By fit- quired. I removed the muffler end cones ting the left manifold on the right side, and welded a large fender washer over and the right manifold on the left side, the opening of each pipe. I then simply I was able to provide just the clearance started the machine, felt the exhaust required to fit the K&Ns. Intake resolved pressure with my hand and listened to and on to the exhaust! the pipes with my ears. I systematical- The header pipes were in good shape, ly increased the diameter of the hole in and so I ordered some inexpensive but the washer using a drill and bits until the desired back pressure was achieved. With the end cone reattached, this was an invisible modification. I increased the main jets but the stock pilot jets, needles, and needle jets were sufficient. The engine ran fine and had no lean overrun when the throttle was chopped. It was time to turn my attention to a seat. Although fiberglass seats were readily available, I decided to build one for myself. That way I could build a fiberglass mold and from it easily produce additional seats for later projects. I started by building a form of the seat directly on the bike using a part of a damaged Polished, clean, and 1960s-era TT seat, wood, fiberglass, and purposeful, the little body filler. When I had the shape that I Honda is a joy to ride wanted I sanded it with increasingly fine grit wet/dry paper and then polished the form a half dozen times with fiberglass mold release wax. I then covered the mold in fiberglass cloth and resin. I cut plywood with a jigsaw to the shape of the mold and glassed it onto the mold to provide support. I was then able to remove the fiberglass mold from the form. I used the fiberglass mold to build the final seat that I would use. Rather than upholstering the seat, I glued closed-cell 14 APRIL/MAY 2014 neoprene directly to the seat pan—may- tic (in this case, from the ice container ket parts onto bikes to produce café be not comfortable enough for touring, from an old refrigerator freezer com- racers. This was the first café bike that but it certainly has the purposeful look partment). I cemented the clear plastic I had built, and I am pleased with the for which I was aiming. to cover the cutout in the inside of the results. The little Honda runs very nice- Final touches before painting included: red lens to complete the taillight. I cut ly and is light and easy to flick around fitment of smaller turn signals, mount- a taillight and license plate frame from through city traffic. It is also just large ing the tachometer on a custom bracket, steel, bent and mounted it on a brack- enough to make a short 60 mph jaunt cutting down the front fender, polishing et fabricated to provide a minimum down the road whenever necessary. Be- the brake hubs, and building a taillight amount of clearance at full shock com- sides the smile I feel inside when riding and license plate holder. pression. the bike, I also get smiles and thumbs The practice of mounting the license Finally, it was time to make it pretty up from the folks I meet or pass along plate and taillight on the rear axle has with paint. The frame was painted in the way. That, I think, is the best part of always seemed to look to me as if it was basic gloss black enamel. For the body- this build. something done as an afterthought. So I work, I chose DuPont two-part paint in My next project couldn’t be more dif- was determined to mount this one un- Ford Monza Red. True, it wasn’t “Honda ferent. The ad on Craigslist said it was der the seat cowl. I removed the springs Red,” but Monza Red is one of my favor- mine for $900, but it was an almost from the shocks and collapsed the sus- ite colors, and I just think this particular four hour drive from home. When I got pension to define the available space. red looks fast! The tank and seat were there, the bike would start, but there I fashioned a taillight from a universal primed, final sanded, and the color coat was the obvious sound of piston slap in trailer light purchased at Walmart for applied. I considered putting the Hon- the left cylinder. Something told me that less than ten dollars. However, it didn’t da wing graphic under the clear coat, this old survivor wanted to run again. have the required clear lens necessary however, I reasoned that the new owner So now there is a 1971 Honda SL350 on to illuminate the license plate. I cut a might want a different graphic or differ- the lift, awaiting my attention. At this rectangle from the bottom of the red ent color wing, and so I applied the clear point I only know it will be neither a lens with a hot knife and similarly cut coat and then the graphic. true restoration nor a café racer. And so a slightly oversized clear piece of plas- Until now I had only bolted aftermar- the fun continues. l

The little CB 200 looks fast in Monza red

V intage Japanese Motorcycle Magazine 15 BACK IN THE DAY

1981 L70 Passport with my partner, Cynthia, on board in the Wisconsin snow, 1986 submitted by Wes Martin

16 APRIL/MAY 2014 CLUB NEWS 2013 Freebie Four Winners by Bill Granade

he Freebie Four program is to ac- Ed Bennett Patrick Quinn Tknowledge and thank members Ed Shealy 2013 Paul Enz who’ve signed up four or more new Ellis Holman Paul Hillman members to the VJMC over the year. Forrest Engelman Pete Slatcof The winners for 2013 each win a free Gary Rhodes Peter Macmurray year of membership. George Mcabee Rich Holman Glenn Bundy Robert O Reid Alfredo Latimer Gordon East Robert Wiest Allen Brotz Jack Stein Rodney Langford Ambrose Knobel Jan Bradley Sam Lail Art Bensheimer Jason Rhodes Sean Carrigan Barry Whitley Jim Toerson Steve Adams Bill Granade John Fiorino Steve Burns Bob Leonard Kenny Haines Steve Gaulding Bryan Bentley Larry Hoverman Steve Searles Chip Tucker Mike Blevins Tim Mcdowell Chuck Murray Mike Fitterling Todd Haifley Dave Salyer Mike Montague Tom Kolenko Don Ceconni Norm Smith Warren Mayes Duane Loos Norton Muzzone Congratulations to our winners! l

V intage Japanese Motorcycle Magazine 17 18 APRIL/MAY 2014 maintenance & restoration Oil Usage and theBreather by Steve Passwater Assembly n the recent pilgrimage to the 2013 OClassic Wing Club Open House in Brimfield, Ohio, the group I was riding with noticed that my ’76 GL 1000 had a lot of oil streaking down the breather assembly on the back of the engine. Ed Malfroid, who was riding with the group, noticed at this point that the Photo 1: breather hose on top of the can, which this doesn’t really represent what connects to the air cleaner assembly was found, because above, was pinched just above the can. 1 I had wiped it The pinched hose was a result of my down when it was noticed. taking the outside screw loose in an attempt to stop the leakage earlier in the The early GLs’ oil is checked by putting hose on the breather being kinked. I be- year before going to the Gilmore Vintage the bike on its center stand, getting on lieve he was trying to tell me something. Bike Show. I had removed the hose in an your hands and knees, and looking in a In the morning as I was packing the attempt to improve access to the screw window on the right hand side of the en- bike to go home, I again looked at the oil on top and when I reinstalled the hose, gine. Anyone familiar with the bike also level, which was, again, a little low—still it was before swinging the can back up knows how difficult it is to determine within the limits, but lower than the day and putting the outside screw back in. what the actual oil level is. Honda had before. I began to worry about running This resulted in pinching the hose under actually installed a small wiper blade in- the motor out of oil on the way home. the clutch cable, which I failed to notice side the window to clear the window to The trip home was going to be with a at that time. Note: the hose on the GL assist the rider in determining the actual group down the Ohio Turnpike and In- must be routed around the outside of the level. diana Toll Road, which entailed speeds clutch cable to avoid pinching it. A flashlight is a real help here, and, after of 70-80 mph, turning the engine at over Riding the bike back and forth to work being handed a light from one of the guys 4,000 rpm—not good. daily (a 40 mile trip each way) resulted observing, I was shocked to find no oil in At this point, I decided Ed may have in the oil still dripping down the outside the window at all. Nuts! Of course, as I something with the kinked breather line, of the can. I just figured that was part of trudged off to retrieve a quart from the so I was able to work my index fingers owning a thirty-seven-year-old bike. Quick-Mart, I had to suffer the requisite behind the hose and, with a little effort, At the CWC Saturday group ride, sev- comments and ribbing from my CWC pull it off the nipple on top of the breath- eral of the members made mention of friends on spending too much money on er can and reroute it around the outside their GLs starting to use oil, and we all chrome and scrimping on the oil costs— of the clutch cable, essentially unkink- basically thought, “Well, they are over ya gotta love those guys! ing the line. (Ed would be so proud!) By thirty years old and, quite frankly, the After the quart I had bought was gone then, I figured that I should also take a CWC guys ride these bikes a lot. They into the crankcase, the bike still had no look to make sure that the hose is ac- are generally not trailer queens and are oil in the window. Another brutal march tually connected up at the air cleaner. ridden regularly—a real testament to the to the Quick-Mart to retrieve yet another This is also a very difficult connection durability of these Hondas and the mem- quart, resulted in another half quart to to make because you have to feed the bers of the CWC. bring the level up to the full mark. Con- hose through the outside of the shelter At the first fuel stop, I listened to a sidering this motor only holds 3.7 quarts, and push it on a nipple on the outside of number of complaints from members this was not a good sign. The remainder the air cleaner housing, all while peering about their bikes using oil. Recently, I de- of the ride was uneventful and actually through the small ¾-1” gap at the back cided to take a look to check the oil level enjoyable. As we returned to the home of the air cleaner and shelter housing. on my bike, despite the fact that my bike base for a good meal, followed by time Surprise! On mine it was not connect- had never used any oil throughout the and stories shared with the CWC mem- ed. Nuts! After spending some time to thirty-seven years that I had owned it. bers, my friend, Ed, again mentioned the get the breather hose on, the breather V intage Japanese Motorcycle Magazine 19 system was again operational. Photo 2: My ’76 LTD has the other type, can was covered in oil running down. So on the trip home of over 300 miles, which had a black plastic plug and a The hose in the picture goes to the air my bike used no oil and ran noticeably clamp, that requires you to periodically cleaner assembly and must be unrestrict- smoother, with a small increase in fuel remove the clamp and pull the plug out ed. To remove the assembly, you must economy. Great! Thanks Ed! to allow it to drain. Mine was missing pull this hose and the two 10mm screws So, why would this have any effect on this plug and had an open hose, which in the upper right hand corner. You must the oil consumption? The vacuum from allowed the vacuum and oil to come out also remove the hose in the lower left the air cleaner creates a negative pres- of the hose and keep the bottom of the hand corner of the can. This is the drain sure in the crankcase; this helps keep the bike coated in a light oil film. hose but can also be pulled out with the piston rings from fluttering and allow- can assembly. ing the oil to blow past the rings, as in a Photo 3: I improvised with a plastic plug positive crankcase pressure situation. So, that I found, along with a hose clamp, to R+R of the Breather Assembly what’s the breather can assembly have to keep it in place. I used to wonder why After all of the above, when I got home do with any of that? The breather can Honda made this so difficult, when you I decided to remove the breather assem- keeps the oil mist from the crankcase could just leave it open and just let it bly and give it a good look, because it has in the crankcase by pulling it through a drain when it needed to. It doesn’t work a big impact on the motor’s proper func- filter. Any moisture or other stuff sepa- like that and requires a good seal to tion. So follow along, and I’ll try to show rated by the filter is dumped out of the maintain the light vacuum in the crank- you how to rebuild the breather to make drain hose on the bottom of the can. case from the air cleaner. If you look at it operate at it’s best. It should be noted here that the drain your car you will find a very similar set- should not be open to atmosphere. Hon- up; it’s there for good reason. Make sure Photo 5: These are the 10mm screws da used two different drain hoses, and it’s hooked up and functional. you have to remove. The front is fairly my two ’76s have one each. straightforward, but the rear requires pa- The red ’76 that I rode to Ohio has a Photo 4: This is as found from the orig- tience, and a swivel and extension. I used drain that requires you to reach down inal installation. The oil run is after cor- a quarter inch drive ratchet and setup for and pinch the end to open it and allow recting things in Ohio and riding home more clearance. anything trapped there to drain out. (residual). On the trip to Ohio the whole

20 APRIL/MAY 2014 2

5 6

Photo 6 & 7: This is the breather assembly removed. The nipple on the top goes to the air cleaner. The screw in the middle must be removed to disassemble the unit.

V intage Japanese Motorcycle Magazine 21

Photo 8: This is the backside of the breather and what’s not really clear here is the oil film that was all over everything. This is how the front looked, as well, when I got to Ohio initially—very wet. Also visible is the drain hose nipple on the bottom, and the nipple in the upper left hand side goes to the nipple on the left hand side of the motor.

Photo 9: This is the breather assembly 8 with the lid off. Note the absence of any filter media, but several dead bugs found this a nice place to live. The beetle bug at the top must’ve come up the drain, which he’s now somewhat plugged. Yuck!

Photo 10: This is what’s left of the filter screen. The black crud is a mix of oil res- idue and what’s left of the filter material. I don’t think that it’ll breathe very well. It 10 was somewhat difficult to clean off.

Photo 11: This is the housing after being 9 cleaned. Note the drain hose nipple and the crankcase nipple.

Photo 12: This is the cleaned, and ready to reassemble, breather assembly, minus the filter element that had disintegrated and was no longer useable. 12 Photo 13: This is what I found at Auto- Zone to replace the OE element. I had to 11 split the element length-wise down the middle to reduce the thickness. Note the Wix and Fram cross-reference numbers.

Photo 14: After I split the filter element, this is what it looked like installed in the 13 housing. Note that I installed the screen that’s against the center post backwards from the original to hold it in place better. It had kept slipping out of the groove otherwise, so this is what I did to help 14 hold it in place, but you can install this anyway you want if you have to have it one hundred percent OE.

Photo 15: This is the gasket installed back into the lid. Note that it doesn’t re- 15 ally fit all that well and really doesn’t seal that well, which is what allows the oil to run down the side of the can. This is an indicator of a poor seal, so, as I installed V intage Japanese Motorcycle Magazine 23 it I put a small amount of RTV around the outside of the seal and the lip of the can. Once it’s reinstalled, the RTV provides a good seal at this joint—no vacuum leaks, hopefully. 16 Photo 16: Another option is to make another lid.

Photo 17: These are the two hoses that attach to the bottom of the can. The one in the front is the drain hose and is plugged into the nipple on the bottom of the can. The one in the back goes to the crankcase on the left side, by the rear motor mount, and plugs into the side of the can in the back. What’s not shown is the hose from the air cleaner that plugs into the breather can top. It is shown clearly in the next picture. Remember to route it around the outside of the clutch cable assembly. 17 Photo 18: This is what the can looks like reinstalled and the job complete. You should see reduced oil consumption, probably slightly better fuel economy, and smoother operation. On my ’76, after several weeks of day to day operation, the oil has stayed right at the full mark, and the can has stayed looking the same as when it was installed.

I hope this helps. It should apply across the board to any motor with a breather assembly installed on it. Just remember that you want a 18 solid, leak-free vacuum connection, so make sure that the drain is plugged, if needed, and that the filter is in good condition so as to separate the oil mist from the moisture. Good luck! l

V intage Japanese Motorcycle Magazine 25 Dania Beach by Michael FitterlingVintage Motorcycle Show & Swap Meet

26 APRIL/MAY 2014 cover story

DaniaVintage Beach Motorcycle Show & Swap Meet

V intage Japanese Motorcycle Magazine 27 It wasn’t only the number of spectators wandering around the grounds, but the number of bikes in the show that had likewise expanded incredibly. There were antique American bikes, British bikes, European bikes, customs, rat bikes, and café racers scattered across post cards—sunny and in the high 70s. the park grounds. What was almost immediately impres- Finally, I came across the huge lines of sive arriving at Frost Park, just a couple entries of Japanese bikes. I paid special anuary 25 dawned frigid for us up blocks east of US1, was the turnout for attention to photographing all these I Jhere in Central Florida, but I suited this event compared to the last one I had could, because many, I was sure, be- up against the cold and rolled out with attended two years before. Bike parking longed to VJMC members. I finished member Roger Hyde, pointed south to- extended far out into the parking lot, photographing one long line when I saw ward the Florida tropics. I was trussed and riders and motorcycles of all stripes the second line behind it. After dutiful- up in balaclava, chaps, thermal under- were everywhere. It had to have been ly shooting that line, and thinking I was wear top and bottom, fleece lined gaunt- easily twice the attendance I had wit- done, I spied another line of vintage Jap- let leather gloves, and all three layers of nessed that last visit. anese motorcycles, and then yet another. my “all-season” riding jacket. At the half- First things first—Roger and I had only These were only the stock Japanese bikes way point we passed a roadside lighted had hot coffee on our way down and it in the show, and there were still plenty sign with the temperature showing in was now noon, so we sought out lunch of others in the café racer and rat bike the low 40s, but, true to form, as we amid the vendors lined up on the north classes, also. turned southeast from the rim of Lake side of the venue. I satisfied my hunger Directly across from the impressive Okeechobee it was as if a switch had with pulled pork, and, once finished, we lines of Japanese bikes was the VJMC been flipped, and we were suddenly in fanned out to take a walk around the booth, where members were hard at the Florida that you see on all the tourist grounds and take in the sights. work providing information on Jap-

28 APRIL/MAY 2014 anese bikes and our club. New mem- through the swap meet area, and watch- bers signed up, and current members ing the motorcycle “games” in the middle stopped by to chat. Several members had of the field, I headed over to the music offered their time to man the booth and stage where great music was playing all took turns walking the show and sitting day. Billy Joel, also a vintage motorcycle in the booth. My hat’s off to those Flori- enthusiast has shown up here more than da members who are always so willing to once to do a set on the stage, so I settled lend a hand to support their club. in for a while to see if we would be lucky Member Charles Price was offering again this year. Alas, the ride home was information and application forms for long and I knew by the time we got away the upcoming VJMC sponsored bike from the coast and the sun was falling show in Eustis taking place at the start we would be crawling back into our cold of Daytona Bike Week. The promise weather gear, so Roger and I left before of information on this show brought finding out if Billy would show. many owners of all sort of makes of mo- Overall this was a very successful show torcycles to the booth, as the show will and benefited the organization Stray Aid include not only Japanese bikes, but all & Rescue. By the looks of it it, this event makes and models. The interest shown will continue to grow and offer our club was very encouraging, and I expect this a valuable way to reach those in South event to become one of the premiere Florida who are interested in preserving, vintage bike shows in Florida. customizing, showing, and riding vin- After gazing at bike after bike, slipping tage Japanese motorcycles. l DANIA BEACH VINTAGE MOTORCYCLE SHOW WINNERS

Out of 23 places in the Japanese category VJMC members’ bikes took 8! Honda 1973 & EARLIER 1st Place vince ciotti 1969 cb750 2nd Place bob brandner 1971 cb100

Honda 1974 & later 1st Place clyde wagner 1978 cb750 2nd Place bob brandner 1976 ct70 yamaha n 2 d Place mike ennis 1973 rt3

other 1st Place bob pickering 1966 suzuki t20 merit richard fisher 1965 honda cl305 merit mike baker 1971 honda cl175 I n other categories VJMC members also placed: café racer 1979 & earlier 1st place gregory poole 1966 ducati monza 250 café racer 1980 & later merit peter thompson 1980 honda cb650 european merit mike ennis 1978 moto guzzi lemans european, other 1st place FRED KOLMAN 1974 LAVERDA SF750 eNGLISH TRIUMPH 1970 & LATER 2ND place GARY MCGORON 1973 DAYTONA 500

In the riding games, Gary McGoron won Sir Lancelot and the Slow Race

V intage Japanese Motorcycle Magazine 29

HISTORY The Sound of a MemoryCalling by John Esswein n the summer of 1976, after my graduation from high school, I had my first real Icontact with motorcycles. I was working at a garage, pumping gas and doing basic repairs on cars along with three older mechanics. One of these guys had a custom CB350 Four chopper that he rode to work every day. He took me for a ride one day at lunch, and I had never before imagined how exciting riding a bike was. I knew I had to have one after he offered to sell it to me. Because I was still seventeen, I had to petition my father to let me get the bike and help me buy it. The reply I got was, “When you turn eighteen, you can kill yourself; you’re not doing it on my watch.” So the chopper opportunity came and went, but I still had the urge, which wasn’t helped by my best friend Dave’s purchase of a brand new 1976 CB550 Four. That was tough to stomach. It was the next spring, after I turned eighteen, that I would finally get my first bike. A friend of someone I knew stopped in the garage and showed me his bike that he was trying to sell. It was a dark red and black 1976 CB360J with about 8,000 miles on it. I remembered my dad authorizing me to kill myself after I turned eighteen, so I purchased the bike and kept it at the garage for a couple of weeks, taking it out after work, teaching myself how to ride this small twin. Later, the guy I bought the bike from showed up at the garage to show me his new bike. It was a 1979 CBX. The sight of that big six cylinder bike amazed and frightened me then. I have since spent almost every day with a severe case of X-envy. I didn’t have the CB360J long at all before trying to keep up with Dave and his 550 ABOVE: was getting old. So, I ventured up to a local Honda/Suzuki dealership to see what they 1978, my first day with the CB550 had. That’s when I saw the 1978 CB550K. She was the burgundy color with the gold and blue stripes on the tank, and those four beautiful chrome pipes. Once they started BELOW: it and I heard it run, that was all she wrote. I rode that bike everywhere I could, as Today, on my restored CB550 weather would allow in Cincinnati as winter approached. After two years of scram- bling around to find a neighbor’s garage to keep the bike in and just normal things to spend money on when you’re twenty and out on your own, I decided to sell the bike. I’ve had other bikes off and on over the years, but I’ve always had that “Damn, I wish I had kept that bike!” feeling in the back of my mind. Many years had passed, and I had never seen another bike like mine around the city.

V intage Japanese Motorcycle Magazine 31 I began to do a little searching to see if I could locate one that looked like the one I had loved. Since I didn’t have any way to trailer a bike home, my searches were limited to newspapers and Craigslist postings within a rideable range. In 2005, I went to Frankfort, Kentucky, to look at a black one, with the orange and gold stripes. The bike was in pretty good condition overall, but the front caliper locked up on the test drive, so I passed on it. On Valentine’s Day, 2009, I ventured again into Kentucky to look at another black one, with 12,500 miles on it. The bike was mechanically pretty solid, but the pipes were rusted with holes, and the carbs were leaking and a mess. It had a cheap handlebar-mounted windshield, vinyl saddlebags, and a pad- ded sissy bar on the bike, which made the bike very dated looking. The bike started and ran fairly well, and I told myself that I needed to just accept that I will probably never find one in the condition I wanted, but I could rebuild this one like I wanted. So I paid more than I wanted to and rode the hundred miles home from Louisville in the thirty-two degree, windy weather. In the first week I had the bike, the carburetors became a real issue by leaking and dumping gas on the garage floor after running. I asked around and found a shop in Oakley where a couple of older, seasoned veterans of Japanese bike repairs agreed that they needed rebuilt and that new floats had to be installed. The guys at Miami Cycle Works did a great job on the carbs, and the bike started first crack and ran great. After the bike was running well, I began my search for replacement pipes. This has been the hardest task so far. I had to replace the number four pipe because the entire end rotted and fell off. I purchased a “solid” pipe on eBay, but it had the baffles removed. This caused the bike to have a strange “pop-pop” sound at low rpms as it tried to blend in with the three remaining patched pipes. Better, but still not the sound I had in my memory. I had found two NOS pipes on eBay, but I couldn’t find the last two. It was frustrating to be so close, but not any closer. Then last spring, an ad popped up where someone locally had a complete set of pipes that I could get for $200. These had been a barn find and looked like they had not been on a bike longer than a year or two. It was unbelievable. I thought I was the luckiest person in the world. After picking up the set and installing them, the sound of the bike was just as I had remembered. The sound of those four pipes is so smooth and so mellow; I just love it. While looking for the pipes, I was also looking for a replacement tank and side covers so that I could put the bike back to how it was when I bought and fell in love with it in 1978. Aside from a few side covers that were scratched up, and old rotted tanks which looked terrible, I was striking out finding a ready- to-install tank and side covers. It became apparent that I was going to have to have the bike painted if it was to look sharp. I came across another VJMC enthusiast in the neighborhood and we have shared stories about our bikes. He has given me many tips on cleaning and restoring my bike. He suggested I go to Vintage Days at Mid-Ohio. He was sure I would find 32 APRIL/MAY 2014 V intage Japanese Motorcycle Magazine 33 anything that I needed. In the summer of 2011, I went to Mid- Ohio. That was the hottest, dustiest day of my life. I didn’t find a tank for my bike that I could use, and, after twisting my an- kle, I headed home empty handed and disappointed. As I was doing some research and asking around on where to get it painted and have the decals installed, I came across a tank on eBay that was in great shape to start with. I picked it up for only fifty-three dollars. I contacted Classic Cycle Restoration in Parkersburg, West Virginia, about getting the tank and side covers repainted to factory original. Mark Byrd quoted me a price to repaint the parts, install new factory correct decals, and clear coat everything. I shipped the parts off to Mark, and he worked his magic on them and returned them to me. It was so cool to open the box and see the great job he did on the tank and side covers. After some minor repairs and general cleaning, the bike is now complete and looks terrific. In the end, I’m sure that I’ve invested far more dollars in the bike than I could ever get back out of it. The bike looks great, and I get tons of stares on the road from guys my age, smiling and nodding, and younger guys looking at me with the “What is that thing?” look in their eyes. You don’t see many thirty-four year old Hondas running around Cincinna- ti. I ride it a little on weekends, but use it mainly to run my wife and myself over to the Creamy Whip every Wednes- day evening. It’s a small reward for her understanding and patience with me while restoring my first motorcycle love. Now, about that X-envy… l

V intage Japanese Motorcycle Magazine 35 IRON Clematis&

36 APRIL/MAY 2014 EVENT

Peter Slatcoff signs up and fills in new member, Sam Jensen, on the club and our events

by Michael Fitterling

n February 8, the city of Palm Beach and the Vintage Iron Club, a Olocal group of vintage motorcycle enthusiasts, whose motto is “Rust Never Sleeps,” hosted Iron & Clematis, a gathering and bike show of vintage motorcycles of all makes and models. VJMC was invited to attend at a late date, but, as usual, the Florida members rallied together to make our presence known at Palm Beach’s first ever downtown vintage motorcycle event. Clematis is a gathering place for those living in Palm Beach and the sur- rounding areas, and the street is alive with restaurants, pubs, and specialty shops. Clematis is just around the corner from City Center where even more clubs and dining establishments offer music, food, and entertain- ment, making it an ideal spot for this event, with many places to go within a short walking distance for after event merry making. With an entire block of Clematis closed off to all but vintage motorcycles, the streets became a walkway for the spectators. The street was lined the full length with bikes of every description, with vendors peppered throughout. Music was offered throughout the day and into the evening at the stage situated across the end of the block. The stage also served as a V intage Japanese Motorcycle Magazine 37 38 APRIL/MAY 2014 platform for the awards given at the end of the evening for the winners in the bike show, in which several VJMC members had bikes. Peter Slatcoff, our Event Coordinator, was on hand to answer questions and sign up all who wanted to join the ranks of the VJMC, while Charles Price worked on getting the word and entry forms out for the upcoming Eustis bike show, hosted by VJMC. The entry forms, which had been a large stack, was reduced to one or two sheets by the end of the event. A bunch of VJMC volunteers took turns booth tending and walking through the street show. As usual, hanging out with fellow members and talking bikes made the day better, and as the event wound down we all got together for dinner at one of the local Italian eateries, just steps away from our booth. For those wanting a more immersive experience involving vintage bikes, on Sunday the Vintage Iron Club and the Palm Beach International Raceway offered an opportunity for attendees to take their iron on the track and see what they could do. Iron & Clematis’s goal was to raise money for Canine Com- panions for Independence, a non-profit organization that en- hances the lives of people with disabilities by providing highly trained assistance dogs and ongoing support to ensure quality partnerships (www.cci.org). The event brought in $1,828 for this organization. The event went well, with good attendance for both spectators and bike show competitors, and I would bet the first year for Iron & Clematis will not be its last. l

V intage Japanese Motorcycle Magazine 39

ODDS & ENDS Planning a BIG by Joe Fyie Show arely can you open any motorcycle This article was written to assist oth- mary leader will act as an overall project Rmagazine without seeing advertise- ers who want to organize a motorcycle manager, asking questions, helping to ments for upcoming rallies and events event. Hopefully, it will not scare you solve issues, and tackling his own list of around the country. Lists of events by off from the process but, instead, help tasks. He will absolutely need to solicit a month make it easy to find something provide a jump-start on planning a rally, small group of members to volunteer as close by that you can note on your per- show, or other motorcycle event for the area-specific planners for the event. sonal calendar. These events offer an op- first time. Finally, it will also help inform The primary leader and his area plan- portunity for motorcycle enthusiasts to others about the efforts of the many vol- ners are responsible for overall planning gather together and have fun at a special unteers who work hard to make events of what will be needed, when the event location or to simply focus on a given safe, fun, and well-organized each year. I will occur, and how it occurs. Area-spe- activity. Until recently, I had never given also hope that those of you who have not cific planners will branch out and work much thought to the amount of plan- participated in events will decide that it on details to support the overall event. ning involved in making such events is your turn to volunteer and help others Examples of secondary areas could be successful; but, having just participated run one of the many events efficiently. publicity, site and date selection, ac- in our first VJMC show here in Idaho, counting (income and expenses), awards, I am “more informed” concerning the Event Planning Team refreshments, and many other micro as- details of such events. Believe me, I am A suggestion to have an event can come pects of the event needing management not an expert at organizing and planning during meetings, casual discussions, or in order to ensure proper execution of club events, but I am no longer blind to over a malt at your local bar. Regardless the event. The breakdown of areas and what goes on behind the scenes to make of the source, an event needs a primary their roles is crucial to the success of the such events possible, either. leader to initiate the process. The pri- event, because no one person can do it all

V intage Japanese Motorcycle Magazine 41 alone or think of all aspects. As soon as these area specific planners are identified, the primary leader will call regular planning meetings to discuss issues, brainstorm options, and plan activities with greater attention to details. Meetings should start far in advance of any event announcements for reasons mentioned below (see Site and Date Selection). Attendance and/or keeping informed about the meeting results is critical for the planners. Meet- ing minutes should be e-mailed to all planners; this will keep anyone not able to attend a meeting abreast of developments. If someone lags behind in his area, it will result in that work having to be done by those already working hard in their own areas. If not corrected, the entire event will implode without adequate participation by all planners. Luckily, most people love to participate and commit 100% of their effort to ensure a successful event. Those of you attending events without participation take note and appreciate these volunteers. Area-specific planners might also require support from other members and friends to handle the many tasks of each area. You rarely have too many volunteers when you are executing an event involving many attendees, so encourage participation at the beginning. Often, the extensive use of volunteers is the underlying muscle that truly gets it all done on the actual day of events. Don’t underestimate their potential. Otherwise, your leader and area-specific planners will be totally exhausted working to cover the extensive tasks of an event.

Event Focus The event needs to have focus, and it achieves that when a purpose or mission is clearly identified. Do you wish to increase local membership and grow your local club attendance? Do you simply wish to share the achievements of your motorcycle restoration hobby? Obviously, restoration of bikes could include many aspects of the process. Does your club wish to raise money for a charity? This is a noble focus that will yield goodwill from the community at large. Perhaps your event is to focus on getting others together for a ride on a highway to a scenic location. This sounds fairly simple, but when you consider the logistics, it becomes a “planning event.” Your event may focus on one segment of bikes, such as motocross, street bikes, or race bikes, again with the desire to show your equipment and share similar experiences. VJMC members must not lose sight of our primary mission of preservation and restoration of vintage Japanese motorcycles older than twenty years, while also promoting the sport of motorcycling. Whatever you choose as the focal point of the event, the mission of your event will probably focus on good attendance, because that is often how we measure the success of any gathering. It may not be the sole reason for the event; but, for financial considerations, a good turn-out generally makes for a good event. Often the event mission will limit venue locations to appropriate sites for optimum participation and success. Regardless of your event target, make the focus clear so that others in your club will tap into the primary reason for getting others to come to your event. 42 APRIL/MAY 2014 Site and Date Selection that blended well with our mission. We teresting (antique cars, trucks, motorcy- After you have decided on a focus, you were focused on showing vintage bikes cles, and farm equipment) to attendees, need to decide on the event site. In our to our community and were fortunate rather than just a motorcycle show. The case, we initially approached an avia- that a private auto museum was made adjacent museum offered a huge collection museum for our show. That site available to our club. This also provided tion of motor vehicles, farm equipment, had plenty of space, close proximity to a our attendees a bonus of being able to tools, and other items that would keep large population, and was well-known in view this private collection by attending the youngest child, as well as the oldest the community. It all came to a standstill, our event. Some attendees commented senior, engaged somewhere on the site. however, as the initial offer to sponsor that they had heard of this museum but Good weather conditions are also an im- our show was changed in several ways, had never actually seen the collection. portant factor when choosing a date. making it difficult, to nearly impossible, Another early consideration is the date to execute our event at their facilities. So, of your event. You might find many Planning Event Details the lesson here is to contact your ven- events on any given weekend or week- Now that you have a site and date, the ue early and make sure they commit in day that can detract from attendance at devil is in the details of execution of the writing to your event, without changing your event. Look carefully for conflict- event. There are many details that will be conditions (financial and operational) at ing events and try to avoid those target- specific to your event, so this article will a later date that can torpedo your event ing your potential attendees. You will only discuss some of what we encoun- entirely. To avoid this surprise, have a never find a quiet and unused weekend tered. You will need to customize your good idea of your mission and scope, these days, but by carefully looking you list of details for your event. as well as a preliminary detailed sched- may find something synergistic to your Most of us are not accountants, but all ule of your event and how you desire to event. In our case, it was a Father’s Day of us wish to have an event that doesn’t use the venue. You need a confirmation weekend. At first glance that might have lose money. A rough budget for your from them so that there are no misun- taken attendees away; but what we found event can define potential income and derstandings that might force a cancella- was that many families were looking for expenses, while giving you confidence tion close to the date of your event. Our something to do on this particular day that none of you will be digging into event was threatened at a late date, but with the entire family. Our show pro- your own pockets to satisfy a deficit situ- we were lucky in securing a second site vided something that was broadly in- ation. Creating a simple budget can help

V intage Japanese Motorcycle Magazine 43 avoid this concern early on. Regarding income, carefully consider the entrance fees or registration cost of your event. Preregistration is often offered at a discounted rate, giving planners seed money to purchase items ahead of the event. Deciding what to charge is often dictated by expected attendance, but there are limits on what most of us will pay. The planning group will mostly likely have some idea of what is reasonable for your venue. Next, make an estimate of attendance; it’s best to be conservative. Even a wild guess is better than nothing, in order to set some limits on expenses at this stage. With this data, you can make an estimate of income. Later, as preregistration and inquiry calls are received, adjustments can be made to your budget, allowing either more generous expenditures with confidence or a pull back of expenses if attendance looks like it will be light. Again, lean on the side of conservative attendance to avoid financial distress before, during, and after the event. Area planners will also need to estimate expenses to meet the needs of their particular area. Undoubtedly, they will be conservative in their expenditures; but, more often than not, these expenses are attendance dependent. Once again, esti- mating attendance is the driver. Expenses can include site fees or rental, event materials, advertising, food and drinks, awards, rental items, etc. The planners will need to carefully consider expenses so that the event is not starved of neces- sities, yet they’re not spending so extravagantly as to lead to losses. This is a fine line and the responsibility of the planning team. A detailed schedule of events is needed. Clearly know what will happen, where it will happen, and when it will happen. Make sure you have adequate time between events to avoid crowds of people rushing around the site. Large programmed events may have simultaneous activities that can create flow issues, so verify your site can handle the foot traffic that will occur. Next, decide how you want to advertise to potential attendees. Publicity is needed via fliers, email, websites, blogs, so- cial media, word-of-mouth, club members, potential sponsors, dealers, suppliers, training organizations, local papers/ radio/television, and members of other clubs. There is no one correct way to do this, but you need to reach as many people as possible. It is critical to do this early and to contin- ually remind them up until the event date. Sponsors are often critical to the success of your event. Sponsors require special attention. Sometimes sponsors don’t really want to know about events too much in advance of the actual date. Businesses are busy with day-to-day issues, and, if you approach them too early, they may brush you off or simply say come back closer to your event. Fair enough. These small businesses are working hard to survive, so be patient and return at a later date, as suggested. Accommo- dating a business’s time frame, as much as you can, will help build a good relationship between your club and a potential sponsor. If a member of your club works with media, he or she would be a natural to lead this effort. Be prepared to post V intage Japanese Motorcycle Magazine 45 a detailed schedule on your publicity “drag-line trailer” to assist any motorcy- ahead of the event, don’t just show up releases or you will be asked a hundred clist who breaks down on a vintage bike; and start taping off areas without a plan. times, “When will food be available?” or don’t just leave them to their own devis- Also, view paving or ground where bikes some other detail. es to get home. A drag-line trailer has will be staged. If it is soft, some provision If your event is to include a special ride a calming effect on a vintage rider who may be required to keep bikes upright for vintage bikes, again, have a lead per- knows that his 35-year-old bike won’t be and safe from hitting adjacent bikes—a son identify the route, day, and timing of abandoned and on the side of the road disaster that could involve many bikes the ride. A signed disclaimer is required while he goes for help. If you are having in a row. Proper spacing will minimize for riders, so contact VJMC leadership a track or race event, you would have such an accident. well in advance for their requirements. numerous other aspects to consider so The site you’ve chosen may have rules Include ride information in your pub- that a safe and fun time is enjoyed by all. on parking and emergency access. Find licity (any fee, the distance, route, fuel Preview your site and try to envision out what is required ahead of the event. availability, timing, sites visited, stops) the layout of your attendee bikes and Meet with the site owners and discuss so that no rider is unprepared. Some- activities. Know how to flow bikes into what you expect on the day of the event times event rides include prizes. Often the site, collect fees, and so forth. Per- and see if they have objections or con- they are called “poker rides,” where cards haps you are going to segregate bikes cerns. They may also offer good sug- are distributed at specific locations, then by brand or country of origin. Maybe gestions on how to optimize the site “hands” are compared at the end for var- you have bike styles you want to group for traffic flow and parking. You may ious prizes. Others use raffle tickets as together for a better viewing. This, of need power for some vendors attending, enticements to join the ride. These tick- course, assumes it is a show event, but so see if they will include this or if the ets are randomly selected for prizes at a other events may need different separa- vendors need to bring their own power. later time. tion for other reasons. Will you offer a Let vendors know what is provided and Make sure you have a good pre-ride clinic on tuning a bike? That may entail what is required of them. Clean up and session so all riders can hear the rules only one bike in an area where everyone trash removal is a consideration. Do you of your ride. Be blunt and straight about can surround it or perhaps a group of have volunteers to clean up and take why you want certain rules maintained bikes with adequate space for everyone trash away, or will the site allow you to for a safe and fun ride for all. Consider a to watch. Plan your space accordingly, use their disposal system? Also, consider

46 APRIL/MAY 2014

hydrocarbon spills and clean up. Yes, these older bikes can leak various fluids, and the site might require a plan to clean up such a mess on their property. Consider inclement weather striking your site. What would you do to protect the attendees and the bikes, vendors, and other equipment brought on site? Think it through. Rain, wind, snow, and ice can strike any event with serious conse- quences. Consider the risks and have a plan should it happen to your event. Make sure attendees recognize the risk to their bikes and be prepared to protect their possessions. Last, high temperatures and humidity can also lead to serious sunburns and dehydration. Consider how to minimize this risk by providing shade and hydration opportunities in your plan. Food and drinks can be made available by the event hold- ers and/or vendors of choice. Check with city officials for food handling requirements for vendors. Plan their location and notify vendors of rules ahead of time so that they are not surprised that they need to haul their garbage off site or with whatever rules you need them to comply. If the club is providing refreshments, know your scope of offerings, cost to the club, and prices you will charge. Keep adequate initial cash on hand to satisfy change requirements. Cash on hand and cash receipts need to be safely guarded at your event to prevent theft. A starting amount of cash is required to make change for large bills. Decide who will be responsible for cash at all times. Decide whether you will accept checks or have credit card processing available. Undoubtedly, you will have awards to distribute for various competitions or recognition. These awards need to be designed, priced, manufactured, and assembled prior to the event and stored safely. Prizes and awards may be comprised of a variety of items, hats, shirts, trophies, stickers, pins, plaques, and so forth. Again, it is important to budget for these items in your plan so that no surprise expenses occur.

Final Comments Many of us have loosely planned our own backyard Fourth of July barbeques on a small scale; but, when the numbers get large and the costs are significant, an organized, detailed plan is your best tool for success. Although there are experienced event planners among us, most of us have had only limited experience behind the scenes with what is involved in planning and holding larger events. Successful motorcycle events are hard work, but good planning can relieve some of the stress involved. The suggestions above will offer steps in the right direction for any group planning an event. Assuming your event is successful, you may want to hold it annually. If so, keep notes after the event to improve your future event execution. Finally, attention to details will give your event the best possible opportunity of being successful. Avoid short cuts, and you will be rewarded with a large attendance and continued interest in future events. Good planning and enjoy those VJMC events. Contact with the author can be made via email: [email protected] l 48 APRIL/MAY 2014 V intage Japanese Motorcycle Magazine 49 awards for: • 1906s/prior 6th ANNUAL VJMC • 1970s COLUMBUS SHOW • 1980s • 1990s Saturday, June 21, 2014 • Oldest Japanese 10am-3pm RAIN or SHINE motorcycle classic parts swap meet • seminars • Classes for both door prizes • oldies music original and restored, so bring them out! RAFFLE DRAWING 1978 Suzuki GS70E

hosted by:

for more info, email: [email protected] [email protected]

*RAFFLE DRAWING*

50 APRIL/MAY 2014 RIDING SAFETY The importance of by Glenn Bundy “covering”

discussion about covering came up This morning on my way to work at Abetween Dave Stidham and myself 6:30 am; it was overcast with no moon— at a VJMC meeting. We both follow the darker than the inside of a cow. I was Had I not been practice religiously and agreed whole- following a string of three cars that were heartedly on its value. For the second about 250 feet ahead of me. We were ap- covering, I would time this year, I got to utilize this valuable proaching an intersection where some- have come up at tool, and it saved me from an accident. one had pulled out in front of me about Covering is the practice of keeping six months ago, and I had missed them least 13 ft short. at least two fingers extended and on by about three feet. I started to acceler- the clutch and front brake levers. This ate to close the gap between me and the I winced as it went by because I thought eliminates the reaction time required cars I was following in order to lessen the left saddle bag was going to catch. to extend the fingers and grab the le- the possibility of that happening again. I wobbled a bit as I came to a complete vers. Many studies have proven that the A large white work truck, like the utility stop with both tires squalling. I looked quickest a human can react with a motor company uses, was at the end of a drive- back and the truck, too, had stopped. I response is two-tenths of a second. How way to the right. As soon as the cars went screamed a stream of obscenities and valuable is this? At a speed of 55 mph past, he pulled out. I instantly squeezed then took a deep breath, shifted down to one is traveling 80.666 feet per second. In some brake and swerved toward the left, first, and went on my way. two-tenths of a second one travels 16.13 toward the oncoming lane, so that, if he So, herein is the mechanics of it and an feet. Over my years of riding (I have stopped, I could get around the front end. example of the value of covering. I high- been riding for 47 years, 43 legally on the He did not stop but kept coming. I stood ly advise everyone who rides to practice street.), I have missed contacting a vehi- the Gold Wing on the front wheel, and covering until it becomes second nature. cle that pulled out in front of me by three as I neared the side of the truck I eased At first, you will have to keep reminding feet or less. Had I not been covering, I off the front just enough to swerve right yourself, but keep at it until it becomes would have come up at least thirteen feet and then clamped back on. I just barely your normal riding behavior. It could short. missed the left rear corner of the truck. save your life. l

V intage Japanese Motorcycle Magazine 51

tech help Tech Tip #1: Beginning Your Restoration by Jim Townsend and Ellis Hoffman

ome of us are very good mechan- whom we can get help. Whether it is a a restorer? Am I a good mechanic? Am Sics, however, at one time or another tuning problem, rare part you need, or I good with painting? What will I have we all need some help with a problem. something else, we will attempt to assist to hire others to do? Do I want a cheap Not one of us knows it all. With that you. rider or a show bike? And the sixty-four in mind, this series will attempt to an- dollar question: how much money am I swer your problems and help you with What to restore or not to restore willing to spend on this project? your restorations. Over the next few The better your skills are, the less you months, Ellis Holman and I and some Jim: Many times we see guys that want are going to spend. Remember, this helpers will be entering into conversa- to restore a bike like they had when they bike is over twenty years old and may tions about various technical problems were younger. That may not be the best, have suffered from a lot of neglect and we all face when restoring vintage mo- however. Maybe you wish to restore probably poor mechanical work. Rare torcycles. We have an extensive list of your father’s vintage motorcycle. An- is the bike that does not have some seri- topics which we intend to explore, but other possibility is that you were given ous problem. It may have sat for twenty if you have a problem that just cannot a motorcycle. Depending on your skills, or more years under the eaves of a ga- wait, contact us, and we will get an an- maybe you should look at your prize rage without even the benefit of a cover. swer for you. Through this club we have and ask yourself some questions, such Be very careful with your assessment of a long list of resourceful people from as: What are my skills? What can I do as the bike.

V intage Japanese Motorcycle Magazine 53 54 APRIL/MAY 2014 Ellis: Everybody starts someplace, and for the person who’s decided to get into restoring vintage Japanese motorcycles there are many options, some better than others. In the years after World War II there were many makes that came and went quickly, and many models that were made or imported only one year. If you are just starting out and, like ninety percent of people in the hobby, working on a budget, some choices are better than others. While a Honda Benly “J” looks really nice when restored, the Benly “J” was not imported into the United States. That makes parts and information hard to come by. So, start with a machine that was imported into the US in quantity; that means one of the big four makers: Hon- da, Yamaha, Suzuki, or Kawasaki. A bike from the ’70s, or better still the 1980s, is a good choice. Parts for older machines are becoming scarce and expensive. Also, think about how large a machine you want to deal with. If you’ve not worked on motorcycles and/or your tools are limited, bear in mind that larger machines of 500cc or bigger can be quite complicated and heavy to deal with. A typical four cylinder 750 engine can weigh over 200 pounds. If you are not familiar with motorcycles and/or you don’t have a lot of mechanical skills, go with something smaller and simpler. Consider your prospective restoration project carefully. That bike that “ran when parked four years ago” can turn into a nightmare, leading to frustration and an un- finished project. If you are new to the restoration hobby, think seriously about buying something that is in as good condition as you can afford. If you buy something running and later and don’t want to finish it, a running project is worth more than something that has been taken to bits or is a basket case. Seriously consider what you can afford and how quickly you can progress with the project. Going in with an unrealistic idea of what it will cost you in time and materials will lead to frustration and a failed project.

Jim: With those thoughts in mind, here are some more pitfalls you may fall into. Small “dirt bikes” may look like good prospects, but think about the past years when kids spent years trying to literally destroy the bike. The engine may be really worn out and every part on it scratched, bent, unlubricated, and almost ruined in some other way. Tires are normally in need of replacement, chains are worn out, sprockets totally gone, bearings worn out, paint (if any) will be scratched, the seat will be ripped, and on and on. All these things cost money and time to fix. I generally figure the cost at $300 just to catch up on the normal maintenance, and that isn’t the real cost of the entire project. It just catches up the routine stuff.

Have a problem? Contact Ellis Holman, 317-691-4242, [email protected], or Jim Townsend, 574-551- 2255, [email protected]. We prefer email. l V intage Japanese Motorcycle Magazine 55 56 aprily /ma 2014 events

Events Corner UPCOMING EVENTS by Peter Slatcoff, VJMC Events Coordinator, [email protected] APRIL 6 Fantasy of Flight Ride s you can see by the number of events highlighted in this issue of the maga- Polk City, Florida Azine, your event team is extremely busy. At this point in our schedule primary focus shifts to the National Rally. This year MAY0 1 it will take place June 26th to 28th at Spring Mill State Park, Mitchell, Indiana. So 4th Annual KCVJMC Spring & Swap Show far, the number of members registered for the 2014 Rally has surpassed last year. Independence, Missouri Kudos go out to the Indiana VJMC gang for all their support for this event. How- ever, you have to wonder if Jim Townsend is that good in getting the Hoosiers out MAY 16-17 for the event...personally, I think Jim is subsidizing the registration. Hey Jim, I am 15th Annual Riding into History Motorcycle Concours a Hoosier today–don’t forget to register me. World Golf Village Once again the VJMC will hold their Board of Directors “Face-to-Face” meeting St Augustine, Florida concurrent with the National Rally. We look forward to meeting each of you at the Rally. l JUNE 14-15 2nd Annual Vintage Motorcycle Show Yanke Motor Museum Boise, Idaho JU1 NE 2 6th Annual Vintage Japanese Motorcycle Show & Swap Meet Iron Pony Motorsports, Inc, Westerville, Ohio JUNE 26-28 VJMC National Rally Spring Mill State Park Mitchell, Indiana JULY 11-13 AMA Vintage Motorcycle Days Mid-Ohio Sports Car Course Lexington, Ohio JULY3 1 3rd Annual KCVJMC All Japanese Motorcycle Show Overland Park, Kansas auguST 9 2nd Annual KCVJMC Midwest Regional Rally & Show New Century, Kansas september (TBD) VJMC West Coast Rally Arizona (TBD) october 10-13 Barber Vintage Festival Barber Motorsports Park Leeds, Alabama october 15-19 AIMExpo Orange County Convention Center Orlando, Florida

V intage Japanese Motorcycle Magazine 57 A vintage Japanese motorcycle for the VJMC is 20 years old or older and, CLASSIFIEDS of course, Japanese. Please be aware of publication deadlines. For an upcoming issue, ads PLEASE NOTE: are due by the 20th of the month of the preceeding issue’s release. For Ads will be run for ONE ISSUE ONLY. Please example, ads for the June/July issue are due by May 20. If you have business related ads, please consider taking out a commercial resubmit via www.vjmc.org or contact our display ad. Contact Display Ad Director Guido Cardillo at 404-587-0190 or Classifieds Editor Gary Gadd by email: [email protected] for details and rate information. We can now offer color photos to accompany your ads. Cost is a minimal [email protected] if you wish an ad to run $10 per photo per issue. Payment via Paypal is available on the VJMC website. For payment by personal check, please address payment to longer. Also please contact Gary if your post “VJMC” and send to the address below. Photo ads will appear in the has been fulfilled. This will help keep our magazine issue following payment. classified ads as current as possible. GARY GADD • 3721 HOLLAND ST. • FORT WORTH, TX • 76180 / 817.284.8195

Professionally restored. TD Bash original, dealer sticker, paint black seat with overall black seat, 2400 km (1500 miles). FOR SALE stock color. Needs nothing, has Identical to CL100 but is 90cc. repro www tires. $5995. Email Florida title. $1950. Call for for pics. Lee Stewart, 903-797- info, will hold for Eustis/Day- 3465 (leave message), Gilm- tona week. Jerry Sira, 904- BRIDGESTONE er, Texas, [email protected] 608-6053, Jacksonville, Flori- da, [email protected] For Bridgestone 50/60/90cc, fairly large amount of NOS For 1965/68 Honda CA/CB/ parts. Include cylinders, pistons, CL160, S65, new and used rings, covers, etc. Looking to parts. Fenders, seats, gas tanks, sell as a lot. Lee Lahue, Quebec, engines, wheels, carbs, elec- Canada, [email protected] trics, plastics and exhausts. Paul, 321-268-5461, Titusville, Florida, [email protected] For 1969 Bridgestone HS Scrambler and Dual Twin, Rock- ford Motors parts and service 1968 Honda P50. In pretty manuals. Service manual covers good shape. Lynn Herreid, 530- 50/60/90/175 engine models. 244-9370, Redding, California, 1970 Honda CB750 K1. Re- 1975/76 Honda TL125 and Parts manual covers 175HS and [email protected] cently completed meticulous TL250. Both bought new, the DT models. Bought new from Cal nut and bold restoration of this TL125 was for my wife. Hardly Cart Sales in San Jose, California Honda CB750 K motorcycle. driven. Both in storage last 25 in 1969, the local Bridgestone 1969 Honda CL125A. Over head The 1970/71 K1 series followed cam, twin engine, 4 speed trans- years. Norman Roy, 413-531- dealer. Offers? David Crader, the 1969/70 debut of the K0 3699, [email protected] 925-206-5090, Brentwood, Cal- mission, single cv carburetor. sand cast engine series. Candy ifornia, [email protected] NOS parts include speedome- red, all original or NOS parts . ter (original comes with sale of 9700 miles, documents, own- For 1975/76 Honda TL250, the bike), exhaust system, carb, ers manual, tool kit and origi- parts. Several NOS parts in- HONDA mirrors, front fender, gas tank, nal brochure. DE title. Contact cluding a perfect aluminum fuel tank badges, battery, throttle me with questions, photos and tank, side covers, front and rear 1961 Honda CA77. Runs, cable, chrome headlight rim. more details. Rob Gibbs, 302- fenders, muffler heat shield. needs restoration. Have some New tires, tubes fork boots, 745-9022 Lewes, Delaware, Used seat in excellent condition parts to go with it. All there bright yellow paint. Original en- [email protected] and other used parts. Mark except tool kit and tire pump. gine has 8000 miles on it, starts Gauss, 719-372-6847, Colorado, Also have ‘98 XR200, ’85 Ya- right up and shifts correctly. [email protected] maha trials 350 and a ’65 Runs great and all electricals 1970s Honda CB750 engines. BSA B40. John Balistreri, 928- work perfectly. Current Louisi- Three 750K engines for parts 864-6658, Seligman, Arizona, ana state title in my name and a or restoration. Two are to- 1978 Honda CX500. Less than [email protected] bill of sale, Buyer is responsible gether. One apart. $300 for 1000 original miles. As new for pick up or shipping. Payment all three. Jim Reed, 772-468- except for new style tires and can be made by cash, USPS 2144, Fort Pierce, Florida, replacement instrument clus- money order, wire transfer or [email protected] ter; original cluster included. cashier check. Payment has to Cosmetically and mechanical- clear bank prior to release of ly 100%. Carbs professionally the bike. Please email with any 1974 Honda CB750. Original rebuilt in Nov 2013. Owners questions. Conrad Ledig, 225- paint, new tires and seat, nice manual, service manual. If 610-2233, Baton Rouge, Louisi- exhaust. Not running, stored interested email with name ana, [email protected] with two stroke oil in the tank. and phone and I will follow up Brent Chesser, 334-268- with all details. Jon Coltune, 2877, Brundidge, Alabama, [email protected] 1970 Honda CL90. Survivor. [email protected] 1964 Honda 305 Dream Touring. Brass tag JDM, genuine. All

58 APRIL/MAY 2014 classifieds

1982/83 Honda CX500 Turbo. Rufus Howard, 509-528-2776, I have three of the turbos in KAAWAS KI [email protected] misc shape. Lynn Herreid, 530- 244-9370, Redding, California, For 1969 Kawasaki. 1969 : used [email protected] oil pump cover, scratched but YAMAHA not cracked. $25. Riders Hand- book for Mach III 500, Okay con- 1970 Yamaha RT1 360. Nice dition, small tear in cover, $20. condition, last started summer Owners manual for 750H2B, of 2013. Have too many mcs Excellent condition, $35. Own- and too many projects so time ers manual for 250 S1C and 1964 Suzuki T10 Crusader. First to make someone happy. I’d like 400 S3A, very good condition, of the 250 Suzukis imported to $2500 obo. Pictures available. $30. ‘750’ emblem, just one, for the US and forerunner of the X6 Shawn C Dochtermann, 425- 1974 H2 side cover, very good Hustler. Professional restoration 367-8777, Atascadero, Califor- condition, $25. All plus ship- with correct period Suzuki blue. nia, [email protected] ping cost. Patrick Wilson, 815- Very showy bike with lots of chrome. Extremely rare. Ask- 1985 Honda Sabre V65. 1100cc 232-7084, Freeport, Illinois, [email protected] ing $4995, appraised at $5300. 1971 Yamaha R5B 350. I have sport tourer, liquid cooled 6 Buyer arranges shipping. Con- two R5B.s for sale. One ran last speed, triple disc, shaft drive, tact me for details and photos. in 2008, the other was nev- V4 with DOHC and 16 valves. 1972 Kawasaki H2 750. Mostly Lee Stewart, Gilmer, Texas, 903- er started. I will sell separate This puts 106 RWHP down and original early H2. 10105 miles, 797-3465, [email protected] or together. They are both in makes for an exciting mode original exhaust, clear title. Con- nice condition and would be of transportation. Averages tact me for pictures and more great to restore. I want $1500 40 mpg. Great condition, runs details. Pete Hanson, 717-926- 1966 Suzuki A-100. For parts each or both for $2500. Both well, 28000 miles. Radiator 9360, Palmyra, Pennsylvania, or restoration. No title, will sell are titled in Alaska. Shawn cleaned, Accel coils, Hondaline [email protected] with Bill of Sale. $100. Jim Reed, C Dochtermann, 425-367- fairing upgraded with clear 772-468-2144, Fort Pierce, Flor- 8777, Atascadero, California, view windscreen. Contact me ida, [email protected] [email protected] for additional information. 1975 Kawasaki H2 750. Purple/ $2800 obo. Curtis Hintze, 301- purple. Engine has been totally 529-9223, Olney, Maryland, gone through from bead blast- 1971 Suzuki TS185R. I com- 1971 Yamaha XS1B. 650 twin, [email protected] ing the inner parts of engine pletely disassembled the bike great restoration candidate, and outside cylinder heads to and serviced or replaced any- fair condition, clean Flori- new seals, pistons, etc. Origi- thing out of specifications. The da title. Runs great. Original nal pipes. Just had all 3 carbs frame and all black painted Yamaha parts. $2600. Nor- synched, as well as a new Bar- parts have been powder coated. ton Muzzone, 321-720-6949, nett clutch installed. New tires Many new parts, speedo/tack, [email protected] front and back. Paint is excel- handlebars, chain sprockets, cylinder and piston, cables, ex- lent with extra clear coats. Seat 1976 Yamaha TT500 Custom. cover is NOS. Runs like a raped haust and more. The bike runs ape. Asking $9000 obo. Call like new and everything works. I It has a 650 front end on it or email for pictures. Titled in didn’t replace or repaint the fuel with longer custom alumi- Alaska with current tags. Shawn tank, which has a few scratches. num swing arm and aluminum C Dochtermann, 425-367- Steve Shelton, 803-640-2685, exhaust pipe. Set up for flat 1986 Honda VF500F. Vintage North Augusta, South Caro- tracking. Custom paint job. sportbike with extensive list of 8777, Atascadero, California, [email protected] lina, [email protected] Please contact me by phone upgrades. Great shape, runs or email. $3000 obo. Shawn perfectly. Dynos at 59 rear C Dochtermann, 425-367- wheel horse power. Handles su- 1985 Kawasaki ZL900 Elimi- 1976 Suzuki GT550. For parts or 8777, Atascadero, California, perbly, 31000 miles. Yoshimura nator. Clean, red, not running. restoration. Roller with engine, [email protected] full performance exhaust sys- Few scratches on left exhaust. tanks, side covers and instru- tem, Barnett Kevlar clutch kit, ments. No title, will sell with Bill All original. Brent Chesser, 334- For 1977/81 Yamaha XS750/ Lockhart/Phillips windscreen, 268-2877, Brundidge, Alabama, of Sale. $300. Jim Reed, 772- custom Corbin saddle. 50 mpg. [email protected] 468-2144, Fort Pierce, Florida, 850, Yamaha 900cc big bore kit. Includes spare engine. Con- [email protected] Perfect kit includes 3-pistons, tact me for more discussion on 3-ring sets, 3-piston pins, 6-cir- upgrades. Curtis Hintze, 301- SUZUKI clips, 1-custom Cometic head 529-9223, Olney, Maryland, gasket, 1-cylinder base gasket. [email protected] 1960’s Suzuki GT380 engine. $355 plus shipping and han- For parts or restoration, en- dling. Paypal or US Postal Mon- ey Order. Also will need an ad- 1988 Honda Hurricane 1000. gine is free with compression and has carbs. Missing cylinder dress with zip code for shipping Mint showroom condition. It quote. Steve, 814-899-3935, has original 405 kilometers. head shroud, otherwise complete. $100. Jim Reed, 772- Wesleyville, Pennsylvania, Bought new, original papers [email protected] and owners manual, etc. Needs 468-2144, Fort Pierce, Florida, minor cleaning and waxing. [email protected] $4500 Canadian. Raymond 1984 Suzuki GS450L. Starts 1980 Yamaha XS650 Special II. McKelvie, 250-459-7792, Clin- and runs good. All original ex- Rolling basket. Engine has great ton, British Columbia, Canada, cept seat cover. No rust, clean oil pressure, clear Georgia title, [email protected] tank. Must see to appreciate. original owners manuals. Some

V intage Japanese Motorcycle Magazine 59 new carb parts. 7991 miles on mative issues. $185. Bill Trible, features were on the K0 model. the clock. $1600. Call for details. 703-759-5912, Vienna, Virginia, Kaelynn Bates, 435-979-2483 Robert White, 864-457-2293, [email protected] WANTED Campobello, South Carolina For 1973 Honda CB450, look- Manuals. Thinning out my 30+ ing for a crash bar. Jack Mace, year collection of early vintage HONDA 281-471-2808, Houston, Texas, misc. FOR SALE Japanese service literature and [email protected] parts manuals. I have manuals For 1961 Honda C111, look- on most everything and will ing for parts and information. Vintage Parts Business For be listing them on eBay, seller Looking for early taillight brack- 1974 Honda CR125. Also 1978 Sale: Six figure retail sales. The name hirev. If you need a man- et and lens, early blue rear Kawasaki KX125. In good con- sale includes: > $2M in NOS Ho- ual that is not listed, contact shock, NOS rear winker lenses, dition. James Neill, 662-417- daka parts, over $120,000 in re- me through eBay email. Also an plus heaps more. Sam Sandell, 5295, McCarley, Mississippi, tail product, 1,700’ of shelving, extensive collection of owners 0882841010, South Australia, [email protected] 7’ x 16’ trailer. Non-disclosure manuals and dealer brochures [email protected] form required before informa- that I plan on listing in the fu- tion is exchanged. This business For 1978 Honda GL1000, look- ture. Jim Smith, 270-273-3382, ing for experienced Gold Wing needs 900sq feet of floor space Kentucky, [email protected] For Honda CB450 K0, right and assuming a 10’ Ceiling. This is a left air cleaner elements. Part mechanic to work on my 1978 reasonably priced business that numbers 17211-283-010 and GL. Located in central Louisiana. can be easily transferred and Honda Manuals. Over 100 orig- 17311-283-010. Have NOS K1 I will transport the bike to you if it would be immediately prof- inal Honda service manuals elements still in boxes, 17211- not too far. Asa E Wright, 512- itable. We are located near St for many various models, CBX, 292-014 and 17311-292-014 483-1941, Alexandria, Louisi- Louis. Motivation for the sale is MB5, CB750, etc. Email for spe- for trade. Also looking for ana, [email protected] retirement. Bill Cook, 636-281- cific needs. Prices on request. 38mm Betor fork parts. Rick 1975, www.Hodaka-Parts.com Bob Brandner, 561-776-6212, Fisher, 250-744-3818, Victo- Honda CBX 1000cc 6 cyl memo- North Palm Beach, Florida, ria, British Columbia, Canada, rabilia for museum and the ‘CBX [email protected] [email protected] For Japanese Bikes, 1960s/ Book’ I am presently writing. 1990’s. Thousands of NOS Any brochures, adverts, post- parts from old dealer inven- Japanese Bikes. Retiring, selling F or 1967 Honda CB77, engine ers, owner’s manual, workshop tories. Thousands more used my 4000+ lines of Kawasaki, Su- or engine cases. Rick Taylor, manual, set-up manual, toys/ parts. Call or email with re- zuki, and some Honda NOS vin- 416-223-8196, Toronto, Cana- models, old photos, etc. related quests. Badger Cycles, 920-682- tage parts. Listed at my site, Vir- da, [email protected] to the 1979-1972 CBX. Also pe- 2127, Manitowoc, Wisconsin, tuallyJunk.com. Asking $10k for riod aftermarket fairings/body- [email protected] it all, including rights to my site work. Let me know what you and contents. Bruce Mangels, For 1967 Honda CB450 K0, have and how much you need! 520-457-3035, Tombstone, Ari- looking for complete turn sig- Ian, (626) 444-9358, California, Vintage Japanese Motorcycles. zona, [email protected] nal assembly. Need all four [email protected] Kawasaki, Suzuki, Yamaha. Pric- lights and stalks, rear turn sig- es vary. Sold separately. Over nal mounts, flasher, correct 60 antique motorcycles. CB100, 1968/81 Hondas. Parting out wiring harness and handlebar For 1983 Honda CB1100F, look- CB125, CB160, CB175, CB200, 50 Japanese bikes, mostly turn signal switch assembly. ing for NOS painted parts for CB350, CB450, CB400, CB550, Honda. $75 each or will part Rick Fisher, 250-744-3818, Vic- this bike. Both blue and red. CB750, CB400F, CB77, CL200, out. Includes Yamaha and toria, British Columbia, Canada, Also looking for any parts for CL77, CL350, CL450, CL70, CL90, Honda Mopeds, lots of seats [email protected] these bikes. Conrad Ledig, 225- S90, CB350, CL360. RD60, G7, and side covers. 4 CB750 4 610-2233, Baton Rouge, Louisi- 1969 CL2 200. Kz650, Kz400. cyl gas tanks, $60 and up. ana, [email protected] Buy and sell old vintage motor- Bridgestone 100/150 seat, For 1969 Honda SL90, cycles. Steve Burns, 302-449- very nice, $100. Located near need complete exhaust. KAAWAS KI 2582, Middletown, Delaware, Rhinebeck, NY, AMC super Norm Stallings, 386-585- [email protected] meet site. Ken Krauer, 845- 4164/352-572-8038, Dayto- 266-3363, Salt Point, New na, Florida, [email protected] For 1970 Kawasaki A7SS York, [email protected] Avenger 350cc, need high pip- Parts for Japanese bikes. I have er exhaust heat shields and about 7000 individual parts. 1972 Honda Z50 K3. Look- some smaller parts. Would con- Email for a PDF list. Lists are 1959/79 Honda collection. 49- ing for excellent original bike sider a full bike. Steve Taylor, broken down into Honda, Kawa- 1047 cc. Selling 50 year collec- in candy gold color. Would 0044 1224 894841, Aberdeen, saki, Suzuki and Yamaha. Please tion. From junkyard to museum like to find an original paint Scotland, stinkerandbigbird request only one list per day due pieces. Paul Crippes, 707-894- bike. Sean Morphew, 562- @btopenworld.com to my time constraints. Mark Ak- 3174, Cloverdale, California, 698-7484, Whittier, California, samit, 928-202-8654, Arizona, [email protected] [email protected] [email protected] 1972/75 Kawasaki Z1. Look- ing for an early Z1 to restore. Japanese bike parts supply. 1973/74 Honda ST90. Look- Open to any projects and even Back, issues of the Vintage Jap- 10s of thousands of parts, ing for a restored and rideable bikes in bits. Steve Taylor, anese Motorcycle Magazine be- new and used. Reason- ST90. I’m interested in the 0044 1224 894841, Aberdeen, ginning with issue #2 and ending able price to make a speedy Mighty Green model, with han- Scotland, stinkerandbigbird with the current issue. Not an deal. Gene Crump, 662-369- dlebar mounted turn signals @btopenworld.com entirely complete run, but more 4542, Aberdeen, Mississippi, and the handlebars that swivel than 150 interesting and infor- [email protected] and fold as a unit. I think these

60 APRIL/MAY 2014 classifieds

For 1980 Kawasaki Z1R, look- 1962/66 Yamaha Trailmas- ing for NOS or decent seat for ter 80 step-through. Looking Z1RTC restoration. Don’t mind a for a complete running bike. unit needing a new seat cover. Mike Hagel, Omaha, Nebraska, Hope you can help. Steve Taylor, [email protected] 0044 1224 894841, Aberdeen, Scotland, stinkerandbigbird @btopenworld.com For 1974 Yamaha DT250A, looking for a buddy seat. I have the rack, just need the seat pad it- For 1984 Kawasaki ZN1100Ltd, self. Alan Singer, 904-262-8991, looking for a gas tank and start- [email protected] er clutch assembly. Charles Keel, 850-376-5027, Shalimar, Florida, [email protected] Misc. WANTED

1986 Kawasaki ZL900 Elim- Japanese NOS mopeds and inator. Looking for good to motorcycles from the 60s and near new condition bike. 70s for our showroom. If you Will travel to get it. Ron have anything to offer please Lappe, 515-291-4501, Iowa, contact me. Mike Buttinger, [email protected] [email protected]

Kawasaki Tank Emblem. Look- Dealer Memorabilia. Collector ing for one tank emblem, con- seeks 1950s-1980s Japanese dition not critical. I just want dealership items including ban- one to mount on my tool ners, signs, ashtrays, lighters, chest. Jeff Felton, kawamx2003 hats, clocks, promos, etc. Rare, @yahoo.com weird and old is good. Tom Ko- lenko (770) 427-4820 Atlanta, YAMAHA Georgia, tkolenko@kennesaw. edu

V intage Japanese Motorcycle Magazine 61