DANIA BEACH VINTAGE MOTORCYCLE SHOW - VJMC · 2017-04-06 · the Vjmc booth on barret avenue in the historic Highlands section near downtown t he first-ever Kentucky Kickdown vintage

DANIA BEACHVINTAGEMOTORCYCLE SHOW

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

official publicatioN of the ViNtage japaNese motorcycle club of North america, iNc.

WHAT’S INSIDE:Kentucky Kickdown

Iron & Clematis

catching up With the ’70s

IN THIS ISSUE

VIntAge JAPAnese MotoRcYcLe MAgAzIne 3

PRESIDENT’S LETTER: continuing the Momentum ..............................................................5BACK IN THE DAY:1981 L70 Passport ............................................................................16CLUB NEWS: 2013 Freebie Four Winners ............................................................17TECH HELP: tech tip #1: Beginning Your Retoration ......................................53EVENTS CORNER .......................................................................57CLASSIFIEDS ................................................................................58

DEPARTMENTS

FEATURES

EVENT:Kentucky Kickdown

6

PROJECT BIKE:catching UpWith the ,70s

12

MAINTENANCE& RESTORATION:oil Usage and the Breather Assembly19

HISTORY: the sound of a Memory calling

31

EVENT:Iron & Clemetis

36

ODDS & ENDS:Planning a Big show

41RIDING SAFETY:the Importance of “covering”

51

oN the coVer Just one of several rows of vintage Japanese motorcycles at the Dania Beach show

DANIA BEACHVINTAGEMOTORCYCLE SHOW

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

official publicatioN of the ViNtage japaNese motorcycle club of North america, iNc.

WHAT’S INSIDE:Kentucky Kickdown

Iron & Clematis

catching up With the ‘70s

cover photo:Michael Fitterling

DANIA BEACHVINTAGEMOTORCYCLE SHOW 26

coVer story


PRESIDENT’S LETTER

Official Publication of the VJMCAPRIL/MAY 2014

Volume 35, number 2Current VJMC Enrollment: 3809

presiDeNttom Kolenko

[email protected]

eDitorMichael Fitterling

[email protected]

DesigN Directornadine g. [email protected] aDs

gary gadd817-284-8195

[email protected] aD Director

guido cardillo404-587-0190

[email protected] sales represeNtatiVe

Art [email protected]

membership DirectorBill granade

[email protected]

chaNge of aDDressPlease direct these requests to Bill granade: [email protected]

aDDitioNal copiesIn order to minimize unnecessary expenses to the club, VJMc prints a limited number of each issue of Vintage Japanese Motorcycle Magazine. However, we would be glad to accommodate any requests for additional copies from members. These requests must be submitted before the 15th of the month preceding each issue. For example: for the Feb/Mar issue requests must be received by January 15.

missioN statemeNt:The purpose of this organization is to promote the preservation, restoration, and enjoyment of vintage Japanese motorcycles (defined here as those 20 years old or older). The VJMC also will promote the sport of motorcycling and cameraderie of motorcyclists everywhere.© 2014 Vintage Japanese Motorcycle club of north America, an IRs-approved not-for-prof-it 501(c)(7) corporation. All rights reserved. no part of this document may be reproduced or transmitted without permission. All articles copyright by their respective authors.The VJMC Magazine is published six times per year, in February, April, June, August, october, and December. the views and opinions ex-pressed in letters or other content are those of the author and do not necessarily repre-sent VJMc policy. the VJMc accepts no liabili-ty for any loss, damage, or claims occuring as a result of advice given in this publication or for claims made by advertisers of products or services in this publication.

it’s time to ride! Winter is over and spring means start your engines in most parts of this continent. Even our Canadi-

an members have fired up their Japanese iron for the 2014 riding season. Hopefully, those winter restorations are being road tested right now. The indoors has moved to the outdoors where the real fun can begin. After this brutal winter, riding redemption is coming to pavement near you.

It is evident that preservation and the enjoyment of vintage Japanese motorcycles continues to grow. Perhaps you heard

about the sand cast Honda 750 prototype that recently brought $148,000 on eBay. That landmark sale will undoubtedly raise the values for all other early Honda 750s, at least in the eyes of their current owners and future buyers. If you fancy one, get them while they are “cheaper.”

Our club membership continues to grow, now surpassing 3800 members. Recruit-ment efforts at popular events like the IMS shows, AIM Expo, the Las Vegas auctions, and other major vintage motorcycle community venues feeds the ranks of this club. To all those booth volunteers and field reps who made it happen, the VJMC Board of Directors thanks you. We are a niche club, but filled with passionate ambassadors of oriental engineering. Bring a friend onboard and help us keep growing the fun.

Check the event calendar in this issue and on the website for the upcoming VJMC events. We have more events planned than ever before in club history meant to bet-ter serve our members. Case in point: Peter Slatcoff has put together our advanced online registration process for the National Rally in Spring Mill State Park, Indiana. 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 riding, great food, Midwestern hospitality, and several bike shows. Make your reser-vations online today so that you do not have to stay at the overflow hotels in the area. For those twenty-five percent of our members not Internet linked, call Peter directly at (850) 624-8811 evenings & weekends and he will get you registered.

With growth has come challenges. The biggest current challenge facing our club is the necessity to upgrade our website. Our website is our second most valued benefit of membership, after our excellent magazine. The current website is over five years old and was built before smart phones and tablets. Our talented technology com-mittee of Peter Slatcoff (Chair), Ellis Holman, and Bill Granade have been working tirelessly, putting together a needs analysis, constructing a RFP, and soliciting con-tractors to bring our website up to speed. Please be patient as these dedicated volun-teers work hard to change the face of the VJMC online.

Just as you safety check your bike for the riding season ahead, be sure and practice those riding skills that might have gotten rusty over the harsh winter. Ride safe all!

Ride safe in the year ahead,

Tom KolenkoVJMC President

Continuing the Momentum

Kentucky Kickdown6 APRIL/MAY 2014

friday night gathering at the monkey Wrench


8 APRIL/MAY 2014

the Vjmc booth on barret avenue in the historicHighlands section near downtown

the first-ever Kentucky Kickdown vintage motorcycle event was held in Lou-isville 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

by Sean Carrigan / photos by GoodSparkGarage.com


EVENT

Vintage bikes line the street, closed off to traffic for the event

10 APRIL/MAY 2014


attended. Scott’s co-organizer is Scott Shuffitt, founder of the popular Beaters-ville Car and Bike Show, also in Louis-ville, that features an outrageous display of rat rods. Scott began envisioning the Kickdown in 2011 after attending small-er shows. He believed the potential was there for a bigger and better event so he contacted Shuffit in early 2013 to tap into his experience organizing shows.

As seen in the photos, an entire city block was roped off for the show, which took place on Barret Avenue in the his-toric, vibrant Highlands section near downtown. In addition to the bike dis-play and show on Saturday there was a Friday night gathering at the Monkey Wrench bar and then a concert and helmet art display at a local venue. Our members were very impressed with the excellent food, beer, and motorcycle gear vendors. Perfect early fall weather was a plus.

The large, young, and active Louis-ville Vintage Motorworks group put on the event. You may recall they were

the featured club at Mid-Ohio Vintage Days last summer and will be again this year. The mission of the Kickdown is to “gather vintage enthusiasts as a community to celebrate, educate, and further bike culture.” This event suc-ceeded in doing that. We have several members who are involved with both groups. VJMC booked a double tent spot and had fifteen members, plus a few spouses, there from the Louisville area, northern Kentucky, Lexington, Kentucky, and Cincinnati, Ohio. Sever-al brought bikes to display, while others entered the show.

Longtime member Jim Turner, from Louisville, brought his super nice col-lection of big 1970s Kawasakis, while Bill Hovis of Cincinnati and Don Cec-coni of northern Kentucky entered their gorgeous Hondas, each of which which had already won classes at shows last spring and summer. Duane Loos rode and displayed his pearl white ’82 CBX, always a crowd favorite. Bill’s freshly re-stored ’67 CB450 garnered an apprecia-

tive comment on the event’s Facebook page: “I kept coming back to see that black bomber.” Lexington member and avid collector Steve Pieratt was certainly thankful he attended. A guy was selling an unrestored 1964 Honda C110 Sport 50, with just the right blue body parts Steve needed for a restoration project he has been trying to complete.

The top Japanese machine went to member Steve Miles, with his 1984 Harris-Kawasaki race bike. It was stun-ning. Congrats Steve. We hope to see more classes for the Japanese bikes in 2014’s Kickdown, which is scheduled for September 20th this year. Next year they may need to expand the space for the event. If it doubles in size, Scott wants to be ready. We are fortunate to have such an event in our region—well done Scotts and the LuVin folks. VJMC will be there!

Check out their web page for the 2014 event or contact them at [email protected] or by phone at (502) 435-0429. l

i remember the first café racer craze in the 1970s. It was a brief period compared to today’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 some-thing 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 either side of a dent. Then, using leverage, I was able to push dents from the inside to the outside. I then stripped the tank of the emblems and the mounts that had 12 APRIL/MAY 2014

A taillight is fashioned to fit under the seat cowl and a tachometer is mounted front and center


by Steve Ligon

PROJECT BIKE

,70sWith the

CatchingUp

14 APRIL/MAY 2014

held them in place. The surfaces were smoothed over with body filler, sanded, and painted with primer.

Next I removed the rear fender, side-covers, and air cleaners. Installing the K&N air cleaner pods, an almost ex-pected addition for every café racer, re-quired some thought. The carburetors are mounted to the cylinder with a slight inward curve that caused an interference of the pod filters with the main back-bone of the frame. They would not fit. Searching the Internet I found some ex-treme solutions to this problem, includ-ing one builder that cut a large recess out of the main frame just to provide space for the pods. Examining the situation in the shop, I discovered each of the intake manifolds had a very slight offset. By fit-ting the left manifold on the right side, and the right manifold on the left side, I was able to provide just the clearance required to fit the K&Ns. Intake resolved and on to the exhaust!

The header pipes were in good shape, and so I ordered some inexpensive but

very nice looking “universal fit” mega-phone mufflers. I first fitted the mufflers to the header pipes using the reduc-tion sleeves that were provided. I was unable to get the solid junction that I wanted with this system, so I looked for a solution. After walking the aisles at many auto parts stores, I was able to find a short length of exhaust pipe that could be welded directly to the header, and that would then accept the mufflers without any sleeves. Because these were universal mufflers, built to flow for ma-chines displacing up to 750ccs, I had to incorporate some flow restriction. Add-ing flow restriction would not only help quiet the pipes, but it would also reduce the amount of jetting corrections re-quired. I removed the muffler end cones and welded a large fender washer over the opening of each pipe. I then simply started the machine, felt the exhaust pressure with my hand and listened to the pipes with my ears. I systematical-ly increased the diameter of the hole in 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 en-gine 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 fi-berglass mold and from it easily produce additional seats for later projects. I start-ed by building a form of the seat directly on the bike using a part of a damaged 1960s-era TT seat, wood, fiberglass, and body filler. When I had the shape that I wanted I sanded it with increasingly fine grit wet/dry paper and then polished the form a half dozen times with fiber-glass 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 re-move 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

The final form for the seat is ready and now a mold

can be built

A rough seat mold is ready for sanding

and finishing

Polished, clean, and purposeful, the little Honda is a joy to ride


neoprene directly to the seat pan—may-be not comfortable enough for touring, but it certainly has the purposeful look for which I was aiming.

Final touches before painting included: fitment of smaller turn signals, mount-ing the tachometer on a custom bracket, cutting down the front fender, polishing the brake hubs, and building a taillight and license plate holder.

The practice of mounting the license plate and taillight on the rear axle has always seemed to look to me as if it was something done as an afterthought. So I was determined to mount this one un-der the seat cowl. I removed the springs from the shocks and collapsed the sus-pension to define the available space. I fashioned a taillight from a universal trailer light purchased at Walmart for less than ten dollars. However, it didn’t have the required clear lens necessary to illuminate the license plate. I cut a rectangle from the bottom of the red lens with a hot knife and similarly cut a slightly oversized clear piece of plas-

tic (in this case, from the ice container from an old refrigerator freezer com-partment). I cemented the clear plastic to cover the cutout in the inside of the red lens to complete the taillight. I cut a taillight and license plate frame from steel, bent and mounted it on a brack-et fabricated to provide a minimum amount of clearance at full shock com-pression.

Finally, it was time to make it pretty with paint. The frame was painted in basic gloss black enamel. For the body-work, I chose DuPont two-part paint in Ford Monza Red. True, it wasn’t “Honda Red,” but Monza Red is one of my favor-ite colors, and I just think this particular red looks fast! The tank and seat were primed, final sanded, and the color coat applied. I considered putting the Hon-da wing graphic under the clear coat, however, I reasoned that the new owner might want a different graphic or differ-ent color wing, and so I applied the clear coat and then the graphic.

Until now I had only bolted aftermar-

ket parts onto bikes to produce café racers. This was the first café bike that I had built, and I am pleased with the results. The little Honda runs very nice-ly and is light and easy to flick around through city traffic. It is also just large enough to make a short 60 mph jaunt down the road whenever necessary. Be-sides the smile I feel inside when riding the bike, I also get smiles and thumbs up from the folks I meet or pass along the way. That, I think, is the best part of this build.

My next project couldn’t be more dif-ferent. The ad on Craigslist said it was mine for $900, but it was an almost four hour drive from home. When I got there, the bike would start, but there was the obvious sound of piston slap in the left cylinder. Something told me that this old survivor wanted to run again. So now there is a 1971 Honda SL350 on the lift, awaiting my attention. At this point I only know it will be neither a true restoration nor a café racer. And so the fun continues. l

The little CB 200 looks fast in Monza red

16 APRIL/MAY 2014

BACK IN THE DAY

1981 L70 Passport with my partner, Cynthia,

on board in the Wisconsin snow, 1986submitted by Wes Martin

CLUB NEWS

the Freebie Four program is to ac-knowledge and thank members

who’ve signed up four or more new members to the VJMC over the year. The winners for 2013 each win a free year of membership. Alfredo LatimerAllen BrotzAmbrose KnobelArt BensheimerBarry WhitleyBill GranadeBob LeonardBryan BentleyChip TuckerChuck MurrayDave SalyerDon CeconniDuane Loos

Ed BennettEd Shealy 2013Ellis HolmanForrest EngelmanGary RhodesGeorge McabeeGlenn BundyGordon EastJack SteinJan BradleyJason RhodesJim ToersonJohn FiorinoKenny HainesLarry HovermanMike BlevinsMike FitterlingMike MontagueNorm SmithNorton Muzzone

2013 Freebie Four Winners

by Bill Granade

Patrick QuinnPaul EnzPaul HillmanPete SlatcofPeter Macmurray Rich HolmanRobert O ReidRobert WiestRodney LangfordSam LailSean CarriganSteve AdamsSteve BurnsSteve GauldingSteve SearlesTim McdowellTodd HaifleyTom KolenkoWarren MayesCongratulations to our winners! l


18 APRIL/MAY 2014

by Steve Passwater


Oil

on the recent pilgrimage to the 2013 Classic 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 as-sembly on the back of the engine.

Ed Malfroid, who was riding with the group, noticed at this point that the breather hose on top of the can, which connects to the air cleaner assembly above, was pinched just above the can. The pinched hose was a result of my taking the outside screw loose in an at-tempt to stop the leakage earlier in the year before going to the Gilmore Vintage Bike Show. I had removed the hose in an attempt to improve access to the screw on top and when I reinstalled the hose, it was before swinging the can back up and putting the outside screw back in. This resulted in pinching the hose under the clutch cable, which I failed to notice at that time. Note: the hose on the GL must be routed around the outside of the clutch cable to avoid pinching it.

Riding the bike back and forth to work daily (a 40 mile trip each way) resulted in the oil still dripping down the outside of the can. I just figured that was part of owning a thirty-seven-year-old bike.

At the CWC Saturday group ride, sev-eral of the members made mention of their GLs starting to use oil, and we all basically thought, “Well, they are over thirty years old and, quite frankly, the CWC guys ride these bikes a lot. They are generally not trailer queens and are ridden regularly—a real testament to the durability of these Hondas and the mem-bers of the CWC.

At the first fuel stop, I listened to a number of complaints from members about their bikes using oil. Recently, I de-cided to take a look to check the oil level on my bike, despite the fact that my bike had never used any oil throughout the thirty-seven years that I had owned it.

MAINTENANCE & RESTORATION

1

The early GLs’ oil is checked by putting the bike on its center stand, getting on your hands and knees, and looking in a window on the right hand side of the en-gine. Anyone familiar with the bike also knows how difficult it is to determine what the actual oil level is. Honda had actually installed a small wiper blade in-side the window to clear the window to assist the rider in determining the actual level.

A flashlight is a real help here, and, after being handed a light from one of the guys observing, I was shocked to find no oil in the window at all. Nuts! Of course, as I trudged off to retrieve a quart from the Quick-Mart, I had to suffer the requisite comments and ribbing from my CWC friends on spending too much money on chrome and scrimping on the oil costs—ya gotta love those guys!

After the quart I had bought was gone into the crankcase, the bike still had no oil in the window. Another brutal march to the Quick-Mart to retrieve yet another quart, resulted in another half quart to bring the level up to the full mark. Con-sidering this motor only holds 3.7 quarts, this was not a good sign. The remainder of the ride was uneventful and actually enjoyable. As we returned to the home base for a good meal, followed by time and stories shared with the CWC mem-bers, my friend, Ed, again mentioned the

hose on the breather being kinked. I be-lieve he was trying to tell me something.

In the morning as I was packing the bike to go home, I again looked at the oil level, which was, again, a little low—still within the limits, but lower than the day before. I began to worry about running the motor out of oil on the way home. The trip home was going to be with a group down the Ohio Turnpike and In-diana Toll Road, which entailed speeds of 70-80 mph, turning the engine at over 4,000 rpm—not good.

At this point, I decided Ed may have something with the kinked breather line, so I was able to work my index fingers behind the hose and, with a little effort, pull it off the nipple on top of the breath-er can and reroute it around the outside of the clutch cable, essentially unkink-ing the line. (Ed would be so proud!) By then, I figured that I should also take a look to make sure that the hose is ac-tually connected up at the air cleaner. This is also a very difficult connection to make because you have to feed the hose through the outside of the shelter and push it on a nipple on the outside of the air cleaner housing, all while peering through the small ¾-1” gap at the back of the air cleaner and shelter housing.

Surprise! On mine it was not connect-ed. Nuts! After spending some time to get the breather hose on, the breather

photo 1: this doesn’t really represent what was found, because I had wiped it down when it was noticed.

Usage and theBreatherAssembly

20 APRIL/MAY 2014

system was again operational.So on the trip home of over 300 miles,

my bike used no oil and ran noticeably smoother, with a small increase in fuel economy. Great! Thanks Ed!

So, why would this have any effect on the oil consumption? The vacuum from the air cleaner creates a negative pres-sure in the crankcase; this helps keep the piston rings from fluttering and allow-ing the oil to blow past the rings, as in a positive crankcase pressure situation. So, what’s the breather can assembly have to do with any of that? The breather can keeps the oil mist from the crankcase in the crankcase by pulling it through a filter. Any moisture or other stuff sepa-rated by the filter is dumped out of the drain hose on the bottom of the can. It should be noted here that the drain should not be open to atmosphere. Hon-da used two different drain hoses, and my two ’76s have one each.

The red ’76 that I rode to Ohio has a drain that requires you to reach down and pinch the end to open it and allow anything trapped there to drain out.

photo 2: My ’76 LTD has the other type, which had a black plastic plug and a clamp, that requires you to periodically remove the clamp and pull the plug out to allow it to drain. Mine was missing this plug and had an open hose, which allowed the vacuum and oil to come out of the hose and keep the bottom of the bike coated in a light oil film.

photo 3: I improvised with a plastic plug that I found, along with a hose clamp, to keep it in place. I used to wonder why Honda made this so difficult, when you could just leave it open and just let it drain when it needed to. It doesn’t work like that and requires a good seal to maintain the light vacuum in the crank-case from the air cleaner. If you look at your car you will find a very similar set-up; it’s there for good reason. Make sure it’s hooked up and functional.

photo 4: This is as found from the orig-inal installation. The oil run is after cor-recting things in Ohio and riding home (residual). On the trip to Ohio the whole

can was covered in oil running down. The hose in the picture goes to the air cleaner assembly and must be unrestrict-ed. To remove the assembly, you must pull this hose and the two 10mm screws in the upper right hand corner. You must also remove the hose in the lower left hand corner of the can. This is the drain hose but can also be pulled out with the can assembly.

R+R of the Breather AssemblyAfter all of the above, when I got home

I decided to remove the breather assem-bly and give it a good look, because it has a big impact on the motor’s proper func-tion. So follow along, and I’ll try to show you how to rebuild the breather to make it operate at it’s best.

photo 5: These are the 10mm screws you have to remove. The front is fairly straightforward, but the rear requires pa-tience, and a swivel and extension. I used a quarter inch drive ratchet and setup for more clearance.


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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.


photo 8: This is the backside of the breather and what’s not really clear here is the oil film that was all over every-thing. 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 up-per left hand side goes to the nipple on the left hand side of the motor.

photo 9: This is the breather assembly 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 was somewhat difficult to clean off.

photo 11: This is the housing after being 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.

photo 13: This is what I found at Auto-Zone to replace the OE element. I had to 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 housing. Note that I installed the screen that’s against the center post backwards from the original to hold it in place bet-ter. It had kept slipping out of the groove otherwise, so this is what I did to help 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-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

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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.

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 nip-ple on the bottom of the can. The one in the back goes to the crank-case 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.

photo 18: This is what the can looks like reinstalled and the job com-plete. You should see reduced oil consumption, probably slightly bet-ter 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 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

16

17

18

26 APRIL/MAY 2014

by Michael Fitterling

Dania Beach Vintage Motorcycle Show & Swap Meet


COVER STORY

Dania Beach Vintage Motorcycle Show & Swap Meet

28 APRIL/MAY 2014

post cards—sunny and in the high 70s.What was almost immediately impres-

sive arriving at Frost Park, just a couple blocks east of US1, was the turnout for this event compared to the last one I had attended two years before. Bike parking extended far out into the parking lot, and riders and motorcycles of all stripes were everywhere. It had to have been easily twice the attendance I had wit-nessed that last visit.

First things first—Roger and I had only had hot coffee on our way down and it was now noon, so we sought out lunch amid the vendors lined up on the north side of the venue. I satisfied my hunger with pulled pork, and, once finished, we fanned out to take a walk around the grounds and take in the sights.

It wasn’t only the number of specta-tors 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 the park grounds.

Finally, I came across the huge lines of entries of Japanese bikes. I paid special attention to photographing all these I could, because many, I was sure, be-longed to VJMC members. I finished photographing one long line when I saw the second line behind it. After dutiful-ly shooting that line, and thinking I was done, I spied another line of vintage Jap-anese motorcycles, and then yet another. These were only the stock Japanese bikes in the show, and there were still plenty of others in the café racer and rat bike classes, also.

Directly across from the impressive lines of Japanese bikes was the VJMC booth, where members were hard at work providing information on Jap-

january 25 dawned frigid for us up here in Central Florida, but I suited

up against the cold and rolled out with member Roger Hyde, pointed south to-ward the Florida tropics. I was trussed up in balaclava, chaps, thermal under-wear top and bottom, fleece lined gaunt-let leather gloves, and all three layers of my “all-season” riding jacket. At the half-way point we passed a roadside lighted sign with the temperature showing in the low 40s, but, true to form, as we turned southeast from the rim of Lake Okeechobee it was as if a switch had been flipped, and we were suddenly in the Florida that you see on all the tourist


anese bikes and our club. New mem-bers signed up, and current members stopped by to chat. Several members had offered their time to man the booth and took turns walking the show and sitting in the booth. My hat’s off to those Flori-da members who are always so willing to lend a hand to support their club.

Member Charles Price was offering information and application forms for the upcoming VJMC sponsored bike show in Eustis taking place at the start of Daytona Bike Week. The promise of information on this show brought many owners of all sort of makes of mo-torcycles to the booth, as the show will include not only Japanese bikes, but all makes and models. The interest shown was very encouraging, and I expect this event to become one of the premiere vintage bike shows in Florida.

After gazing at bike after bike, slipping

DaNia beach ViNtage motorcycle shoW WiNNers

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 2nD 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

Out Of 23 places in the Japanese categOry VJMc MeMbers’ bikes tOOk 8!

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 Other categOries VJMc MeMbers alsO placed:

in the riding gaMes, gary McgOrOn wOn sir lancelOt and the slOw race

through the swap meet area, and watch-ing the motorcycle “games” in the middle of the field, I headed over to the music stage where great music was playing all day. Billy Joel, also a vintage motorcycle enthusiast has shown up here more than once to do a set on the stage, so I settled in for a while to see if we would be lucky again this year. Alas, the ride home was long and I knew by the time we got away from the coast and the sun was falling we would be crawling back into our cold weather gear, so Roger and I left before finding out if Billy would show.

Overall this was a very successful show and benefited the organization Stray Aid & Rescue. By the looks of it it, this event will continue to grow and offer our club a valuable way to reach those in South Florida who are interested in preserving, customizing, showing, and riding vin-tage Japanese motorcycles. l


by John Esswein

in the summer of 1976, after my graduation from high school, I had my first real contact 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 was getting old. So, I ventured up to a local Honda/Suzuki dealership to see what they 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 it and I heard it run, that was all she wrote. I rode that bike everywhere I could, as 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.

HISTORY

ABoVe:1978, my first day with the cB550

BeLoW:today, on my restored cB550

MemoryThe

of aCalling

Sound

32 APRIL/MAY 2014

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 over-all, 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 re-placement pipes. This has been the hardest task so far. I had to replace the number four pipe because the entire end rot-ted 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 replace-ment 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



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 clean-ing, 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

36 APRIL/MAY 2014

IRONClematis&


on February 8, the city of Palm Beach and the Vintage Iron Club, a local group of vintage motorcycle enthusiasts, whose motto is “Rust

Never Sleeps,” hosted Iron & Clematis, a gathering and bike show of vin-tage 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 motorcy-cles, 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

EVENT

by Michael Fitterling

Peter Slatcoff signs up and fills in new member,

Sam Jensen, on the club and

our events

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


rarely can you open any motorcycle magazine without seeing advertise-

ments for upcoming rallies and events around the country. Lists of events by month make it easy to find something close by that you can note on your per-sonal calendar. These events offer an op-portunity for motorcycle enthusiasts to gather together and have fun at a special location or to simply focus on a given activity. Until recently, I had never given much thought to the amount of plan-ning involved in making such events successful; but, having just participated in our first VJMC show here in Idaho, I am “more informed” concerning the details of such events. Believe me, I am not an expert at organizing and planning club events, but I am no longer blind to what goes on behind the scenes to make such events possible, either.

This article was written to assist oth-ers who want to organize a motorcycle event. Hopefully, it will not scare you off from the process but, instead, help provide a jump-start on planning a rally, show, or other motorcycle event for the first time. Finally, it will also help inform others about the efforts of the many vol-unteers who work hard to make events safe, fun, and well-organized each year. I also hope that those of you who have not participated in events will decide that it is your turn to volunteer and help others run one of the many events efficiently.

event planning teamA suggestion to have an event can come

during meetings, casual discussions, or over a malt at your local bar. Regardless of the source, an event needs a primary leader to initiate the process. The pri-

mary leader will act as an overall project manager, asking questions, helping to solve issues, and tackling his own list of tasks. He will absolutely need to solicit a small group of members to volunteer as area-specific planners for the event.

The primary leader and his area plan-ners are responsible for overall planning of what will be needed, when the event will occur, and how it occurs. Area-spe-cific planners will branch out and work on details to support the overall event. Examples of secondary areas could be publicity, site and date selection, ac-counting (income and expenses), awards, refreshments, and many other micro as-pects of the event needing management in order to ensure proper execution of the event. The breakdown of areas and their roles is crucial to the success of the event, because no one person can do it all

by Joe Fyie

ODDS & ENDS

a BIGShowPlanning

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 at-tention 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 partic-ipation 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 participa-tion 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 FocusThe event needs to have focus, and it achieves that when a

purpose or mission is clearly identified. Do you wish to in-crease local membership and grow your local club attendance? Do you simply wish to share the achievements of your motor-cycle 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 con-sider 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 equip-ment and share similar experiences. VJMC members must not lose sight of our primary mission of preservation and resto-ration 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 mis-sion of your event will probably focus on good attendance, because that is often how we measure the success of any gath-ering. It may not be the sole reason for the event; but, for fi-nancial 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 selectionAfter you have decided on a focus, you

need to decide on the event site. In our case, we initially approached an avia-tion museum for our show. That site had plenty of space, close proximity to a large population, and was well-known in the community. It all came to a standstill, however, as the initial offer to sponsor our show was changed in several ways, making it difficult, to nearly impossible, to execute our event at their facilities. So, the lesson here is to contact your ven-ue early and make sure they commit in writing to your event, without changing conditions (financial and operational) at a later date that can torpedo your event entirely. To avoid this surprise, have a good idea of your mission and scope, as well as a preliminary detailed sched-ule of your event and how you desire to use the venue. You need a confirmation from them so that there are no misun-derstandings that might force a cancella-tion close to the date of your event. Our event was threatened at a late date, but we were lucky in securing a second site

that blended well with our mission. We were focused on showing vintage bikes to our community and were fortunate that a private auto museum was made available to our club. This also provided our attendees a bonus of being able to view this private collection by attending our event. Some attendees commented that they had heard of this museum but had never actually seen the collection.

Another early consideration is the date of your event. You might find many events on any given weekend or week-day that can detract from attendance at your event. Look carefully for conflict-ing events and try to avoid those target-ing your potential attendees. You will never find a quiet and unused weekend these days, but by carefully looking you may find something synergistic to your event. In our case, it was a Father’s Day weekend. At first glance that might have taken attendees away; but what we found was that many families were looking for something to do on this particular day with the entire family. Our show pro-vided something that was broadly in-

teresting (antique cars, trucks, motorcy-cles, and farm equipment) to attendees, rather than just a motorcycle show. The adjacent museum offered a huge collec-tion of motor vehicles, farm equipment, tools, and other items that would keep the youngest child, as well as the oldest senior, engaged somewhere on the site. Good weather conditions are also an im-portant factor when choosing a date.

Planning Event DetailsNow that you have a site and date, the

devil is in the details of execution of the event. There are many details that will be specific to your event, so this article will only discuss some of what we encoun-tered. You will need to customize your list of details for your event.

Most of us are not accountants, but all of us wish to have an event that doesn’t lose money. A rough budget for your event can define potential income and expenses, while giving you confidence that none of you will be digging into your own pockets to satisfy a deficit situ-ation. Creating a simple budget can help


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 plan-ning 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 attend-ees. Publicity is needed via fliers, email, websites, blogs, so-cial media, word-of-mouth, club members, potential spon-sors, 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


ahead of the event, don’t just show up and start taping off areas without a plan. Also, view paving or ground where bikes will be staged. If it is soft, some provision may be required to keep bikes upright and safe from hitting adjacent bikes—a disaster that could involve many bikes in a row. Proper spacing will minimize such an accident.

The site you’ve chosen may have rules on parking and emergency access. Find out what is required ahead of the event. Meet with the site owners and discuss what you expect on the day of the event and see if they have objections or con-cerns. They may also offer good sug-gestions on how to optimize the site for traffic flow and parking. You may need power for some vendors attending, so see if they will include this or if the vendors need to bring their own power. Let vendors know what is provided and what is required of them. Clean up and trash removal is a consideration. Do you have volunteers to clean up and take trash away, or will the site allow you to use their disposal system? Also, consider

“drag-line trailer” to assist any motorcy-clist who breaks down on a vintage bike; don’t just leave them to their own devis-es to get home. A drag-line trailer has a calming effect on a vintage rider who knows that his 35-year-old bike won’t be abandoned and on the side of the road while he goes for help. If you are having a track or race event, you would have numerous other aspects to consider so that a safe and fun time is enjoyed by all.

Preview your site and try to envision the layout of your attendee bikes and activities. Know how to flow bikes into the site, collect fees, and so forth. Per-haps you are going to segregate bikes by brand or country of origin. Maybe you have bike styles you want to group together for a better viewing. This, of course, assumes it is a show event, but other events may need different separa-tion for other reasons. Will you offer a clinic on tuning a bike? That may entail only one bike in an area where everyone can surround it or perhaps a group of bikes with adequate space for everyone to watch. Plan your space accordingly,

a detailed schedule on your publicity releases or you will be asked a hundred times, “When will food be available?” or some other detail.

If your event is to include a special ride for vintage bikes, again, have a lead per-son identify the route, day, and timing of the ride. A signed disclaimer is required for riders, so contact VJMC leadership well in advance for their requirements. Include ride information in your pub-licity (any fee, the distance, route, fuel availability, timing, sites visited, stops) so that no rider is unprepared. Some-times event rides include prizes. Often they are called “poker rides,” where cards are distributed at specific locations, then “hands” are compared at the end for var-ious prizes. Others use raffle tickets as enticements to join the ride. These tick-ets are randomly selected for prizes at a later time.

Make sure you have a good pre-ride session so all riders can hear the rules of your ride. Be blunt and straight about why you want certain rules maintained for a safe and fun ride for all. Consider a

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 hap-pen 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 seri-ous 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 vari-ous 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 CommentsMany 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 plan-ning 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


50 APRIL/MAY 2014

*raffle DraWiNg*

for more info, email:[email protected]

[email protected]

hosted by:

raffle DraWiNg1978 Suzuki GS70E

6th aNNual Vjmc columbus shoW

classic parts swap meet • seminars door prizes • oldies music

saturday, june 21, 201410am-3pm raiN or shiNe

awards for:• 1906s/prior• 1970s• 1980s• 1990s• Oldest Japanese motorcycle• Classes for both original and restored, so bring them out!


This morning on my way to work at 6:30 am; it was overcast with no moon—darker than the inside of a cow. I was following a string of three cars that were about 250 feet ahead of me. We were ap-proaching an intersection where some-one had pulled out in front of me about six months ago, and I had missed them by about three feet. I started to acceler-ate to close the gap between me and the cars I was following in order to lessen the possibility of that happening again. A large white work truck, like the utility company uses, was at the end of a drive-way to the right. As soon as the cars went past, he pulled out. I instantly squeezed some brake and swerved toward the left, toward the oncoming lane, so that, if he stopped, I could get around the front end. He did not stop but kept coming. I stood the Gold Wing on the front wheel, and as I neared the side of the truck I eased off the front just enough to swerve right and then clamped back on. I just barely missed the left rear corner of the truck.

adiscussion about covering came up between Dave Stidham and myself

at a VJMC meeting. We both follow the practice religiously and agreed whole-heartedly on its value. For the second time this year, I got to utilize this valuable tool, and it saved me from an accident.

covering is the practice of keeping at least two fingers extended and on the clutch and front brake levers. This eliminates the reaction time required to extend the fingers and grab the le-vers. Many studies have proven that the quickest a human can react with a motor response is two-tenths of a second. How valuable is this? At a speed of 55 mph one is traveling 80.666 feet per second. In two-tenths of a second one travels 16.13 feet. Over my years of riding (I have been riding for 47 years, 43 legally on the street.), I have missed contacting a vehi-cle that pulled out in front of me by three feet or less. Had I not been covering, I would have come up at least thirteen feet short.

RIDING SAFETYimportanceTheof

“CoVering”by Glenn Bundy

had i not been covering, i would have come up at least 13 ft short.

I winced as it went by because I thought the left saddle bag was going to catch. I wobbled a bit as I came to a complete stop with both tires squalling. I looked back and the truck, too, had stopped. I screamed a stream of obscenities and then took a deep breath, shifted down to first, and went on my way.

So, herein is the mechanics of it and an example of the value of covering. I high-ly advise everyone who rides to practice covering until it becomes second nature. At first, you will have to keep reminding yourself, but keep at it until it becomes your normal riding behavior. It could save your life. l


TECH HELP

some of us are very good mechan-ics, however, at one time or another

we all need some help with a problem. Not one of us knows it all. With that in mind, this series will attempt to an-swer your problems and help you with your restorations. Over the next few months, Ellis Holman and I and some helpers will be entering into conversa-tions about various technical problems we all face when restoring vintage mo-torcycles. We have an extensive list of topics which we intend to explore, but if you have a problem that just cannot wait, contact us, and we will get an an-swer for you. Through this club we have a long list of resourceful people from

whom we can get help. Whether it is a tuning problem, rare part you need, or something else, we will attempt to assist you.

What to restore or not to restore

jim: Many times we see guys that want to restore a bike like they had when they were younger. That may not be the best, however. Maybe you wish to restore your father’s vintage motorcycle. An-other possibility is that you were given a motorcycle. Depending on your skills, maybe you should look at your prize and ask yourself some questions, such as: What are my skills? What can I do as

a restorer? Am I a good mechanic? Am I good with painting? What will I have to hire others to do? Do I want a cheap rider or a show bike? And the sixty-four dollar question: how much money am I willing to spend on this project?

The better your skills are, the less you are going to spend. Remember, this bike is over twenty years old and may have suffered from a lot of neglect and probably poor mechanical work. Rare is the bike that does not have some seri-ous problem. It may have sat for twenty or more years under the eaves of a ga-rage without even the benefit of a cover. Be very careful with your assessment of the bike.

by Jim Townsend and Ellis Hoffman

Tech Tip #1:Beginning Your Restoration

54 APRIL/MAY 2014


Ellis: Everybody starts someplace, and for the person who’s decided to get into restoring vintage Japanese mo-torcycles 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, work-ing on a budget, some choices are better than others.

While a Honda Benly “J” looks really nice when re-stored, 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 careful-ly. 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 hob-by, 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

56 APRIL/MAY 2014


by Peter Slatcoff, VJMC Events Coordinator, [email protected] 6

Fantasy of Flight RidePolk city, Florida

may 104th annual KcVjmcspring & swap show

Independence, Missouri

MAY 16-1715th Annual Riding into History

Motorcycle ConcoursWorld golf Village

st Augustine, Florida

JUNE 14-152nd annual

Vintage motorcycle show Yanke Motor Museum

Boise, Idaho

juNe 216th Annual Vintage Japanese

motorcycle show & swap meetIron Pony Motorsports, Inc,

Westerville, ohio

JUNE 26-28Vjmc National rallyspring Mill state Park

Mitchell, Indiana

JULY 11-13AMA Vintage Motorcycle Days

Mid-ohio sports car courseLexington, ohio

july 133rd annual KcVjmc

All Japanese Motorcycle Showoverland Park, Kansas

august 92nd annual KcVjmc

Midwest Regional Rally & Show new century, Kansas

SEPTEMBER (TBD)VJMC West Coast Rally

Arizona (tBD)

OCTOBER 10-13Barber Vintage Festival

Barber Motorsports ParkLeeds, Alabama

OCTOBER 15-19aimexpo

orange county convention centerorlando, Florida

upcomiNg eVeNts

EVENTS

as you can see by the number of events highlighted in this issue of the maga-zine, your event team is extremely busy.

At this point in our schedule primary focus shifts to the National Rally. This year it will take place June 26th to 28th at Spring Mill State Park, Mitchell, Indiana. So far, the number of members registered for the 2014 Rally has surpassed last year.

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 for the event...personally, I think Jim is subsidizing the registration. Hey Jim, I am a Hoosier today–don’t forget to register me.

Once again the VJMC will hold their Board of Directors “Face-to-Face” meeting concurrent with the National Rally. We look forward to meeting each of you at the Rally. l

Events Corner

58 APRIL/MAY 2014

CLASSIFIEDSplease Note: Ads will be run for one IssUe onLY. Please resubmit via www.vjmc.org or contact our classifieds editor gary gadd by email: [email protected] if you wish an ad to run longer. Also please contact gary if your post has been fulfilled. this will help keep our classified ads as current as possible.

A vintage Japanese motorcycle for the VJMc is 20 years old or older and, of course, Japanese.

Please be aware of publication deadlines. For an upcoming issue, ads are due by the 20th of the month of the preceeding issue’s release. For example, ads for the June/July issue are due by May 20.

If you have business related ads, please consider taking out a commercial display ad. contact Display Ad Director guido cardillo at 404-587-0190 or [email protected] for details and rate information.

We can now offer color photos to accompany your ads. Cost is a minimal $10 per photo per issue. Payment via Paypal is available on the VJMc website. For payment by personal check, please address payment to “VJMc” and send to the address below. Photo ads will appear in the magazine issue following payment.

gARY gADD • 3721 HoLLAnD st. • FoRt WoRtH, tX • 76180 / 817.284.8195

for sale

briDgestoNeFor Bridgestone 50/60/90cc, fairly large amount of nos parts. Include cylinders, pistons, rings, covers, etc. Looking to sell as a lot. Lee Lahue, Quebec, canada, [email protected]

For 1969 Bridgestone HS scrambler and Dual twin, Rock-ford Motors parts and service manuals. service manual covers 50/60/90/175 engine models. Parts manual covers 175Hs and Dt models. Bought new from cal cart sales in san Jose, california in 1969, the local Bridgestone dealer. Offers? David Crader, 925-206-5090, Brentwood, cal-ifornia, [email protected]

hoNDa1961 honda ca77. Runs, needs restoration. Have some parts to go with it. All there except tool kit and tire pump. Also have ‘98 XR200, ’85 Ya-maha trials 350 and a ’65 BsA B40. John Balistreri, 928-864-6658, seligman, Arizona, [email protected]

1964 honda 305 Dream touring.

Professionally restored. tD Bash black seat with overall black stock color. needs nothing, has repro www tires. $5995. Email for pics. Lee stewart, 903-797-3465 (leave message), gilm-er, texas, [email protected]

for 1965/68 honda ca/cb/CL160, S65, new and used parts. Fenders, seats, gas tanks, engines, wheels, carbs, elec-trics, plastics and exhausts. Paul, 321-268-5461, titusville, Florida, [email protected]

1968 honda p50. In pretty good shape. Lynn Herreid, 530-244-9370, Redding, california, [email protected]

1969 honda cl125a. over head cam, twin engine, 4 speed trans-mission, single cv carburetor. nos parts include speedome-ter (original comes with sale of the bike), exhaust system, carb, mirrors, front fender, gas tank, tank badges, battery, throttle cable, chrome headlight rim. New tires, tubes fork boots, bright yellow paint. original en-gine has 8000 miles on it, starts right up and shifts correctly. Runs great and all electricals work perfectly. current Louisi-ana state title in my name and a bill of sale, Buyer is responsible for pick up or shipping. Payment can be made by cash, UsPs money order, wire transfer or cashier check. Payment has to clear bank prior to release of the bike. Please email with any questions. Conrad Ledig, 225-610-2233, Baton Rouge, Louisi-ana, [email protected]

1970 honda cl90. survivor. Brass tag JDM, genuine. All

original, dealer sticker, paint seat, 2400 km (1500 miles). Identical to CL100 but is 90cc. Florida title. $1950. Call for info, will hold for Eustis/Day-tona week. Jerry sira, 904-608-6053, Jacksonville, Flori-da, [email protected]

1970 honda cb750 K1. Re-cently completed meticulous nut and bold restoration of this Honda cB750 K motorcycle. the 1970/71 K1 series followed the 1969/70 debut of the K0 sand cast engine series. candy red, all original or nos parts . 9700 miles, documents, own-ers manual, tool kit and origi-nal brochure. DE title. Contact me with questions, photos and more details. Rob gibbs, 302-745-9022 Lewes, Delaware, [email protected]

1970s Honda CB750 engines. three 750K engines for parts or restoration. Two are to-gether. one apart. $300 for all three. Jim Reed, 772-468-2144, Fort Pierce, Florida, [email protected]

1974 honda cb750. original paint, new tires and seat, nice exhaust. not running, stored with two stroke oil in the tank.Brent chesser, 334-268-2877, Brundidge, Alabama, [email protected]

1975/76 honda tl125 and tl250. Both bought new, the tL125 was for my wife. Hardly driven. Both in storage last 25 years. norman Roy, 413-531-3699, [email protected]

for 1975/76 honda tl250, parts. several nos parts in-cluding a perfect aluminum fuel tank, side covers, front and rear fenders, muffler heat shield. Used seat in excellent condition and other used parts. Mark gauss, 719-372-6847, colorado, [email protected]

1978 honda cX500. Less than 1000 original miles. As new except for new style tires and replacement instrument clus-ter; original cluster included. Cosmetically and mechanical-ly 100%. carbs professionally rebuilt in nov 2013. owners manual, service manual. If interested email with name and phone and I will follow up with all details. Jon coltune, [email protected]


1982/83 honda cX500 turbo. I have three of the turbos in misc shape. Lynn Herreid, 530-244-9370, Redding, california, [email protected]

1985 honda sabre V65. 1100cc sport tourer, liquid cooled 6 speed, triple disc, shaft drive, V4 with DoHc and 16 valves. this puts 106 RWHP down and makes for an exciting mode of transportation. Averages 40 mpg. Great condition, runs well, 28000 miles. Radiator cleaned, Accel coils, Hondaline fairing upgraded with clear view windscreen. contact me for additional information. $2800 obo. Curtis Hintze, 301-529-9223, olney, Maryland, [email protected]

1986 honda Vf500f. Vintage sportbike with extensive list of upgrades. great shape, runs perfectly. Dynos at 59 rear wheel horse power. Handles su-perbly, 31000 miles. Yoshimura full performance exhaust sys-tem, Barnett Kevlar clutch kit, Lockhart/Phillips windscreen, custom corbin saddle. 50 mpg. Includes spare engine. con-tact me for more discussion on upgrades. Curtis Hintze, 301-529-9223, olney, Maryland, [email protected]

1988 honda hurricane 1000. Mint showroom condition. It has original 405 kilometers. Bought new, original papers and owners manual, etc. needs minor cleaning and waxing. $4500 canadian. Raymond McKelvie, 250-459-7792, clin-ton, British Columbia, Canada, [email protected]

KaWasaKiFor 1969 Kawasaki. 1969 : used oil pump cover, scratched but not cracked. $25. Riders Hand-book for Mach III 500, okay con-dition, small tear in cover, $20. owners manual for 750H2B, Excellent condition, $35. Own-ers manual for 250 s1c and 400 S3A, very good condition, $30. ‘750’ emblem, just one, for 1974 H2 side cover, very good condition, $25. All plus ship-ping cost. Patrick Wilson, 815-232-7084, Freeport, Illinois, [email protected]

1972 Kawasaki H2 750. Mostly original early H2. 10105 miles, original exhaust, clear title. Con-tact me for pictures and more details. Pete Hanson, 717-926-9360, Palmyra, Pennsylvania, [email protected]

1975 Kawasaki H2 750. Purple/purple. engine has been totally gone through from bead blast-ing the inner parts of engine and outside cylinder heads to new seals, pistons, etc. origi-nal pipes. Just had all 3 carbs synched, as well as a new Bar-nett clutch installed. New tires front and back. Paint is excel-lent with extra clear coats. seat cover is nos. Runs like a raped ape. Asking $9000 obo. call or email for pictures. titled in Alaska with current tags. shawn c Dochtermann, 425-367-8777, Atascadero, california, [email protected]

1985 Kawasaki ZL900 Elimi-nator. clean, red, not running. Few scratches on left exhaust. All original. Brent chesser, 334-268-2877, Brundidge, Alabama, [email protected]

SUZUKI1960’s Suzuki GT380 engine. For parts or restoration, en-gine is free with compression and has carbs. Missing cylinder head shroud, otherwise com-plete. $100. Jim Reed, 772-468-2144, Fort Pierce, Florida, [email protected]

1964 Suzuki T10 Crusader. First of the 250 suzukis imported to the Us and forerunner of the X6 Hustler. Professional restoration with correct period suzuki blue. Very showy bike with lots of chrome. extremely rare. Ask-ing $4995, appraised at $5300. Buyer arranges shipping. con-tact me for details and photos. Lee stewart, gilmer, texas, 903-797-3465, [email protected]

1966 Suzuki A-100. For parts or restoration. No title, will sell with Bill of sale. $100. Jim Reed, 772-468-2144, Fort Pierce, Flor-ida, [email protected]

1971 Suzuki TS185R. I com-pletely disassembled the bike and serviced or replaced any-thing out of specifications. The frame and all black painted parts have been powder coated. Many new parts, speedo/tack, handlebars, chain sprockets, cylinder and piston, cables, ex-haust and more. the bike runs like new and everything works. I didn’t replace or repaint the fuel tank, which has a few scratches. steve shelton, 803-640-2685, north Augusta, south caro-lina, [email protected]

1976 Suzuki GT550. For parts or restoration. Roller with engine, tanks, side covers and instru-ments. No title, will sell with Bill of sale. $300. Jim Reed, 772-468-2144, Fort Pierce, Florida, [email protected]

1984 Suzuki GS450L. starts and runs good. All original ex-cept seat cover. no rust, clean tank. Must see to appreciate.

Rufus Howard, 509-528-2776, [email protected]

yamaha1970 yamaha rt1 360. nice condition, last started summer of 2013. Have too many mcs and too many projects so time to make someone happy. I’d like $2500 obo. Pictures available. shawn c Dochtermann, 425-367-8777, Atascadero, califor-nia, [email protected]

1971 yamaha r5b 350. I have two R5B.s for sale. one ran last in 2008, the other was nev-er started. I will sell separate or together. they are both in nice condition and would be great to restore. I want $1500 each or both for $2500. Both are titled in Alaska. Shawn c Dochtermann, 425-367-8777, Atascadero, california, [email protected]

1971 yamaha Xs1b. 650 twin, great restoration candidate, fair condition, clean Flori-da title. Runs great. Original Yamaha parts. $2600. nor-ton Muzzone, 321-720-6949, [email protected]

1976 Yamaha TT500 Custom. It has a 650 front end on it with longer custom alumi-num swing arm and aluminum exhaust pipe. Set up for flat tracking. custom paint job. Please contact me by phone or email. $3000 obo. shawn c Dochtermann, 425-367-8777, Atascadero, california, [email protected]

for 1977/81 yamaha Xs750/ 850, Yamaha 900cc big bore kit. Perfect kit includes 3-pistons, 3-ring sets, 3-piston pins, 6-cir-clips, 1-custom Cometic head gasket, 1-cylinder base gasket. $355 plus shipping and han-dling. Paypal or Us Postal Mon-ey order. Also will need an ad-dress with zip code for shipping quote. steve, 814-899-3935, Wesleyville, Pennsylvania, [email protected]

1980 yamaha Xs650 special ii. Rolling basket. engine has great oil pressure, clear Georgia title, original owners manuals. some

CLASSIFIEDS

new carb parts. 7991 miles on the clock. $1600. call for details. Robert White, 864-457-2293, campobello, south carolina

misc. for saleVintage Parts Business For sale: Six figure retail sales. The sale includes: > $2M in nos Ho-daka parts, over $120,000 in re-tail product, 1,700’ of shelving, 7’ x 16’ trailer. non-disclosure form required before informa-tion is exchanged. This business needs 900sq feet of floor space assuming a 10’ ceiling. this is a reasonably priced business that can be easily transferred and it would be immediately prof-itable. We are located near st Louis. Motivation for the sale is retirement. Bill Cook, 636-281-1975, www.Hodaka-Parts.com

For Japanese Bikes, 1960s/ 1990’s. thousands of nos parts from old dealer inven-tories. thousands more used parts. call or email with re-quests. Badger cycles, 920-682-2127, Manitowoc, Wisconsin, [email protected]

Vintage Japanese Motorcycles. Kawasaki, suzuki, Yamaha. Pric-es vary. sold separately. over 60 antique motorcycles. CB100, cB125, cB160, cB175, cB200, cB350, cB450, cB400, cB550, cB750, cB400F, cB77, cL200, cL77, cL350, cL450, cL70, cL90, s90, cB350, cL360. RD60, g7, 1969 cL2 200. Kz650, Kz400. Buy and sell old vintage motor-cycles. steve Burns, 302-449-2582, Middletown, Delaware, [email protected]

Parts for Japanese bikes. I have about 7000 individual parts. email for a PDF list. Lists are broken down into Honda, Kawa-saki, suzuki and Yamaha. Please request only one list per day due to my time constraints. Mark Ak-samit, 928-202-8654, Arizona, [email protected]

Back, issues of the Vintage Jap-anese Motorcycle Magazine be-ginning with issue #2 and ending with the current issue. not an entirely complete run, but more than 150 interesting and infor-

mative issues. $185. Bill Trible, 703-759-5912, Vienna, Virginia, [email protected]

Manuals. thinning out my 30+ year collection of early vintage Japanese service literature and parts manuals. I have manuals on most everything and will be listing them on eBay, seller name hirev. If you need a man-ual that is not listed, contact me through eBay email. Also an extensive collection of owners manuals and dealer brochures that I plan on listing in the fu-ture. Jim smith, 270-273-3382, Kentucky, [email protected]

Honda Manuals. over 100 orig-inal Honda service manuals for many various models, cBX, MB5, cB750, etc. email for spe-cific needs. Prices on request. Bob Brandner, 561-776-6212, north Palm Beach, Florida, [email protected]

Japanese Bikes. Retiring, selling my 4000+ lines of Kawasaki, su-zuki, and some Honda nos vin-tage parts. Listed at my site, Vir-tuallyJunk.com. Asking $10k for it all, including rights to my site and contents. Bruce Mangels, 520-457-3035, tombstone, Ari-zona, [email protected]

1968/81 Hondas. Parting out 50 Japanese bikes, mostly Honda. $75 each or will part out. Includes Yamaha and Honda Mopeds, lots of seats and side covers. 4 cB750 4 cyl gas tanks, $60 and up. Bridgestone 100/150 seat, very nice, $100. Located near Rhinebeck, nY, AMc super meet site. Ken Krauer, 845-266-3363, salt Point, new York, [email protected]

1959/79 Honda collection. 49-1047 cc. selling 50 year collec-tion. From junkyard to museum pieces. Paul crippes, 707-894-3174, cloverdale, california, [email protected]

Japanese bike parts supply. 10s of thousands of parts, new and used. Reason-able price to make a speedy deal. gene crump, 662-369-4542, Aberdeen, Mississippi, [email protected]

WaNteD

hoNDa

for 1961 honda c111, look-ing for parts and information. Looking for early taillight brack-et and lens, early blue rear shock, nos rear winker lenses, plus heaps more. sam sandell, 0882841010, south Australia, [email protected]

for honda cb450 K0, right and left air cleaner elements. Part numbers 17211-283-010 and 17311-283-010. Have nos K1 elements still in boxes, 17211-292-014 and 17311-292-014 for trade. Also looking for 38mm Betor fork parts. Rick Fisher, 250-744-3818, Victo-ria, British Columbia, Canada, [email protected]

for 1967 honda cb77, engine or engine cases. Rick taylor, 416-223-8196, toronto, cana-da, [email protected]

for 1967 honda cb450 K0, looking for complete turn sig-nal assembly. need all four lights and stalks, rear turn sig-nal mounts, flasher, correct wiring harness and handlebar turn signal switch assembly. Rick Fisher, 250-744-3818, Vic-toria, British Columbia, Canada, [email protected]

for 1969 honda sl90, need complete exhaust. norm stallings, 386-585-4164/352-572-8038, Dayto-na, Florida, [email protected]

1972 Honda Z50 K3. Look-ing for excellent original bike in candy gold color. Would like to find an original paint bike. sean Morphew, 562-698-7484, Whittier, California, [email protected]

1973/74 honda st90. Look-ing for a restored and rideable st90. I’m interested in the Mighty green model, with han-dlebar mounted turn signals and the handlebars that swivel and fold as a unit. I think these

features were on the K0 model. Kaelynn Bates, 435-979-2483

for 1973 honda cb450, look-ing for a crash bar. Jack Mace, 281-471-2808, Houston, texas, [email protected]

1974 honda cr125. Also 1978 Kawasaki KX125. In good con-dition. James Neill, 662-417-5295, Mccarley, Mississippi, [email protected]

for 1978 honda gl1000, look-ing for experienced gold Wing mechanic to work on my 1978 gL. Located in central Louisiana. I will transport the bike to you if not too far. Asa e Wright, 512-483-1941, Alexandria, Louisi-ana, [email protected]

honda cbX 1000cc 6 cyl memo-rabilia for museum and the ‘cBX Book’ I am presently writing. Any brochures, adverts, post-ers, owner’s manual, workshop manual, set-up manual, toys/models, old photos, etc. related to the 1979-1972 cBX. Also pe-riod aftermarket fairings/body-work. Let me know what you have and how much you need! Ian, (626) 444-9358, california, [email protected]

for 1983 honda cb1100f, look-ing for nos painted parts for this bike. Both blue and red. Also looking for any parts for these bikes. conrad Ledig, 225-610-2233, Baton Rouge, Louisi-ana, [email protected]

KaWasaKi

For 1970 Kawasaki A7SS avenger 350cc, need high pip-er exhaust heat shields and some smaller parts. Would con-sider a full bike. steve taylor, 0044 1224 894841, Aberdeen, scotland, stinkerandbigbird @btopenworld.com

1972/75 Kawasaki Z1. Look-ing for an early z1 to restore. open to any projects and even bikes in bits. steve taylor, 0044 1224 894841, Aberdeen, scotland, stinkerandbigbird @btopenworld.com

60 APRIL/MAY 2014


CLASSIFIEDS

For 1980 Kawasaki Z1R, look-ing for nos or decent seat for Z1RTC restoration. Don’t mind a unit needing a new seat cover. Hope you can help. steve taylor, 0044 1224 894841, Aberdeen, scotland, stinkerandbigbird @btopenworld.com

For 1984 Kawasaki ZN1100Ltd, looking for a gas tank and start-er clutch assembly. charles Keel, 850-376-5027, shalimar, Florida, [email protected]

1986 Kawasaki ZL900 Elim-inator. Looking for good to near new condition bike. Will travel to get it. Ron Lappe, 515-291-4501, Iowa, [email protected]

Kawasaki Tank Emblem. Look-ing for one tank emblem, con-dition not critical. I just want one to mount on my tool chest. Jeff Felton, kawamx2003 @yahoo.com

yamaha

1962/66 Yamaha Trailmas-ter 80 step-through. Looking for a complete running bike. Mike Hagel, omaha, nebraska, [email protected]

for 1974 yamaha Dt250a, look-ing for a buddy seat. I have the rack, just need the seat pad it-self. Alan singer, 904-262-8991, [email protected]

misc. WaNteD Japanese NOS mopeds and motorcycles from the 60s and 70s for our showroom. If you have anything to offer please contact me. Mike Buttinger, [email protected]

Dealer memorabilia. collector seeks 1950s-1980s Japanese dealership items including ban-ners, signs, ashtrays, lighters, hats, clocks, promos, etc. Rare, weird and old is good. tom Ko-lenko (770) 427-4820 Atlanta, georgia, [email protected]

Documents

DANIA BEACH VINTAGE MOTORCYCLE SHOW - VJMC · 2017-04-06 · the Vjmc booth on barret avenue in the historic Highlands section near downtown t he first-ever Kentucky Kickdown vintage