2010 barber was ‘best ever’ · the presentation of the legends of indy awards at the concours...

Vol. 31, No. 6 December 2010 $5

Inside: Pg. 04 Name the magazine contestPg. 08 Alcohol-fueled ‘62 HondaPg. 24 Carb tips from Mr. Honda!Pg. 28 More trailer mishapsPg. 29 Hundreds of classifieds

2010 Barber was ‘Best Ever’

1928Survived a great depression.

1969Cruised through the summer of love.

Be a part of history at the 5th annual Boca raton concours d’elegance.

www.Bocaratonconcours.com | 954.537.1010

From its very inception, the motorcycle has captured our imagination and played a key role in almost every major event in history. To celebrate this distinctive heritage, we invite you to join us over three spectacular days February 25, 26 and 27, 2011, as we com-memorate the 5th Anniversary of the Boca Raton Concours d’Elegance. This year, we are proud to be part of the centennial celebration of the Indianapolis Motor Speedway. During this amazing weekend, guests will enjoy a variety of Indy inspired events, includingthe presentation of the Legends of Indy Awards at the Concours Gala, featuring a live performance by celebrated comedian and America’s number one motorcycle and car guy, Jay Leno. Here, you will see racing legends, famous celebrities and automobile enthusiasts from around the world, as an expert panel judges some of the finest automobiles and motorcycles ever built. So, join us for the 5th Annual Boca Raton Concours d’Elegance and help create a little history of your own.to register your motorcycle or to learn more, please visit us online or call us today.

Featuringcelebrated comedian &America’s number one

“motorcycle guy”Jay Leno.

December 2010 www.vjmc.org 3

08 Alcohol-fueled ‘barn find’ 1962 Honda dragster fired up

after 30 years.

12 Buyer Beware Motorcycle paid for but

never delivered.

14 Restoration Doing good work.

16 Restoration Nutty times in the garage.

24 Rehabilitating tips Classic Honda carburetor repairs.

29 How not to... More trailering tips.

On the cover

Barber Vintage Festival just improves year after year.

COVER STORY18 Weather cooperates for sixth Barber Vintage Festival Some say 2010 was ‘The Best Ever’

4 President’s letter6 Letters, news and miscellany

29 Classifieds32 Help a friend join VJMC34 VJMC regalia order form

FEATURES

DEPARTMENTS

1928Survived a great depression.

1969Cruised through the summer of love.

Be a part of history at the 5th annual Boca raton concours d’elegance.

www.Bocaratonconcours.com | 954.537.1010

From its very inception, the motorcycle has captured our imagination and played a key role in almost every major event in history. To celebrate this distinctive heritage, we invite you to join us over three spectacular days February 25, 26 and 27, 2011, as we com-memorate the 5th Anniversary of the Boca Raton Concours d’Elegance. This year, we are proud to be part of the centennial celebration of the Indianapolis Motor Speedway. During this amazing weekend, guests will enjoy a variety of Indy inspired events, includingthe presentation of the Legends of Indy Awards at the Concours Gala, featuring a live performance by celebrated comedian and America’s number one motorcycle and car guy, Jay Leno. Here, you will see racing legends, famous celebrities and automobile enthusiasts from around the world, as an expert panel judges some of the finest automobiles and motorcycles ever built. So, join us for the 5th Annual Boca Raton Concours d’Elegance and help create a little history of your own.to register your motorcycle or to learn more, please visit us online or call us today.

Featuringcelebrated comedian &America’s number one

“motorcycle guy”Jay Leno.

4 www.vjmc.org December 2010

VJMC magazineDecember 2010

Vol. 31, No. 6

PresidentHal Johnson

[email protected]

EditorBrendan [email protected]

Art DirectorRhonda Cousin

Classified adsGary Gadd

[email protected]

Display Ad Director/ West Coast Rep

Bob Billa760-636-3288

[email protected]

Mountain States RepHal Johnson

[email protected]

Central States RepVolunteer Needed

Northeast RepGeorge Duffy508-210-0176

[email protected]

Southeast RepLouise McCarthy-Dutton

[email protected]

Membership DirectorBill Granade

[email protected]

Mission statement:The purpose of this organization is to promote the preservation, restoration and enjoyment of vintage Japanese motorcycles (defined as those 20 years old and older, until 2011. We will embrace 1990 until then). The VJMC also will promote the sport of motorcy-cling and camaraderie of motorcyclists everywhere.

© 2010, Vintage Japanese Motorcycle Club of North America, an IRS-approved Not-for-profit 501(c)(7) corporation. All rights reserved. No part of this document may be reproduced or transmitted in any form without permission.

The VJMC magazine is published six times per year, in February, April, June, August October and December. The views and opinions expressed in let-ters or other content are those of the author and do not necessarily represent VJMC policy. The VJMC accepts no liability for any loss, damage or claims occurring as a result of advice given in this publication or for claims made by advertisers of products or services in this publication.

PRESIDENT’S LETTER

As we enter into the season here in the north of snow and battery tenders, I

want to let you know that we have established a link on our website to a new VJMC vendor. You can now go to VJMC.org and click on the VJMC Store button to or-der many VJMC logo and design

items such as sweatshirts, long sleeve T-shirts, jackets and more.

We’ve wanted to expand our regalia selection for quite some time without burdening a volunteer with inventory control, shipping and administration of the funds. The new vendor allows us to accomplish that goal by giving you the ability to purchase single garments. Admittedly, there is a price to pay for this convenience so these items are not wholesale lot priced. But all in all, we felt this accomplishes the goal of making

VJMC wearables accessible and introduces all kinds of marketing and distribution possibilities.

Some of the designs are laser printed into the garment. Produced in a wide selection of colors, many of the garments are moisture-wicking microfiber. Our

wearables and regalia selection will continue to grow over the coming months as we enter into spring and summer. Additionally, this opens us up to the possibility of some design contests for VJMC garments. Stay tuned on that.

Name the magazine!Speaking of contests, let’s try

one right now. The VJMC Board of Directors discussed having a contest to name our magazine at our last face-to-face meeting in

March. So I’d like to get it started. If you send your suggestions to PR Director Roger Smith (just email [email protected]), we’ll compile a list of the names. The Board will evaluate the list at our upcoming meeting in March 2011, and then release our top four favorites for a vote by the general member-ship sometime over the summer. We’ll announce the winner with the release of our October 2011 VJMC issue.

Your submis-sion must include your name, mem-bership number and contact information in order to be consid-ered a valid sugges-tion. Also, you must be an “active” mem-ber to participate; any entries from members with ex-pired memberships will not be accepted.

I’ll accept no more than 1 entry per member, so send me your best.

I’ll speak with the board about some sort of reward for the final four, and for the winning sugges-tion. And just so this thing doesn’t drag on, I must have received your entry on or before March 1, 2011.

Winter on…

Hal Johnson,President

VJMC wearables for winter

Roberts Knows Retro!

ISSUE #2WINTER 2010

$10.95 USDKing KennyKing KennyThen and Now

HANNAH!

’75 INDY MILE

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CARLSBAD—THEN AND NOW

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“Someone’s � nally paying real attention to motorcycling’s glory years, a time when the sport changed in so many dramatic ways. Moto Retro Illustrated is a great read, a magazine that takes me back to those exciting years with in-depth research, writing and great photography. If you love moto-culture from the ’60s, ’70s and ’80s, you’re gonna dig it.”

—Kenny Roberts

King Kenny built a career telling it like it is, so we’re obviously jacked to hear his thoughts. He’s right, of course. Moto Retro Illustrated is the only full-coverage—dirt, street and mini—retro magazine around, and because it’s

written by folks with decades of journalism, riding and racing experience from the very eras and categories we cover, you know the stories are gonna be good. We’re more expensive than your average magazine, but we’re worth it. Moto Retro is large-format, glossy and printed on thick, luxurious paper. We dig deep and go behind the scenes on the bikes, technol-ogy, collections, races, events, racers and collectors you remember from the glory days of the ’60s, ’70s and ’80s, and we limit advertising so you get a magazine packed to the sidepanels with great stories, killer photography and hair-raising tales from Back In The Day!

So subscribe to Moto Retro Illustrated today and you’ll soon know retro as well as Kenny Roberts!Moto Retro Illustrated is quarterly (4 issues per year) and available only through our website or by mailing a check or money order to Moto Retro Subscriptions, P.O. Box 202, Palos Verdes Estates, CA 90274. Yearly subscriptions are $39.95 (U.S.) and $59.95 (International). Please email (mitch@motoretroillustrated), write or call (310.849.1845) for info on single copy sales, advertising information or dealer sales packages.

ISSUE NO.1Eddie Lawson, Kawasaki’s ELR, Yamaha’s � rst monoshocker.

ISSUE NO. 2Kenny Roberts, 1975 Indy Mile, Yamaha’s DT-1, Honda’s SL70.

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ISSUE NO. 4Available Dec. '10. Honda’s '83 Interceptor, Suzuki RM125, Honda Z50 and more! www.motoretroillustrated.com

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LETTERS, NEWS AND MISCELLANY

A fan in IraqI’m still in Iraq, but my wife is sending

me the VJMC magazines. With little to do other than work, clean weapons and grab a nap when time allots, I find myself reading every page of the magazine, to include the advertisers. Thanks for all the great info.

I retire from the U.S. Army in 22 months, and plan on attending the Motorcycle Mechan-ics Institute. Maybe we’ll cross riding paths soon. Have a great holiday season.

Respectfully,Staff Sergeant Wynn William

About the CT70 oil line mystery

Regarding the 1970 CT70 with the mys-terious external oil line: My 1966 Honda S65 has the same drilled and tapped bosses to feed oil up to and back from the carb to help warm-up the carb. The 70 series motors are based on the S65, but the ones I have seen only had the bosses, they were not drilled and tapped.

Roy Williams

Winter prep tips This link from Yamaha might help other

riders prepare their bike for winter storage: www.yamaha-motor.ca/tips_and_links/?section=M&page=winterization. Interesting what they say about what fuel to use and why.

As far as draining the carbs, I personally never do. If your carb has the slightest amount of crud in it when you drain it, air gets in and

the crud than has a chance to grow or corrode and clog tiny pilot jets. I had this happen on a bike with a relatively clean carb. I choose to add a fuel stabilizer and run the bike a few miles until it makes it’s way into the carb bowels. Spraying your external metal parts with a corrosion inhibitor is also key while storing the bike. (I personally use either Sea Foam or Star-Tron Enzyme fuel treatment in every tank all year. I use S-100 Corrosion protection on all external metal parts of the bike.) Keeping the tank full of fuel is a must to prevent the tank from rusting.

I have restored three of my vintage bikes with rusty tanks. All I do is fill them with white vinegar and let them soak for one day. I’ve used suggested methods to clean the rust out from putting chains to marbles in the tank that do nothing. Rubbermaid sells a refrigerator coil brush, it’s about 16” long, tapered and flexible. You can get into every inch of the tank from the filler hole. I rinse the tank out with water until clean, blow dry with an air gun or hair dyer. Then I immediately spray the inside of the tank with exterior gun oil; if you wait too long the metal will start surface rusting again. There are many things you can use, but gun oil will mix and burn in your engine when you mix with gasoline. Then add fuel in the tank within an hour. As long as there is fuel in the tank it will not rust.

I think the most important thing you can do for storing any machine is control the humidity year round. My personal garages have heat, air and humidity control units. A

good dehumidifier works well or if you have a one-car garage or small shed, a golden rod like used in gun safes works as well.

Gary Renna

Tame the dragenI loved the road trip article by Mike Fit-

terling, VJMC 10/10. He mentioned traveling south on Rt129 in NC and remarking about the switchbacks. Mike failed to mention that this is the infamous Dragon Tail, 318 curves in 11 miles. I have driven it twice and it is a wonderful road. I, too, traveled south back to Florida. It is a must for any serious rider. You can check YouTube for some amazing rides on Rt129.

Jerry Sira

Maple leaf YR-1 with pics

Any chance you might be able to sneak one of your Canadian subscribers’ bikes in a future edition? That would be great if you could. Here are some pictures of my 1967 YR-1 350 Yamaha to consider.

Thank you,Brad Langston

Vintage Japanese Motorcycle club board MeMbers

President: Hal [email protected]

Vice President, and Commercial Ads Director: Bob Billa760-636-3288 [email protected]

Treasurer: Bill Granade13309 Moran DriveTampa, FL 33618813-961-3737 [email protected] or [email protected]

Classified Ads Director: Gary Gadd3721 Holland StNorth Richland Hills, TX 76180817-284-8195 [email protected]

PR Director: Roger Smith4525 Hillview Shores DriveClarkston, MI 48348248-628-6262 [email protected]

Secretary: Randy [email protected]

Webmaster: Jon [email protected]

Board members at large:

Michael [email protected]

Lloyd [email protected]

David Hellard [email protected]

Tom Kolenko [email protected]

Jack Stein [email protected]

Jim Townsend [email protected]


We will combine shipping!

Phone orders, take 10% off listed price: 858.259.6969

For dealer discount, fax your needs with your sales permit to: 760.591.4118


By William Alcorn

It all started two years ago when I met Carl Bookbinder, who has a shop next to my office. Carl and I had something in common: mo-torcycles. Carl’s interest in bikes started in the early ’60s. He would show me pictures of his street bikes and his dragsters and his collection of magazines from the era.

Carl’s passion for bikes started as a hobby. He began working in a motorcycle shop and eventually became a marketing director for

Benelli Motorcycles. Carl was also involved in motorcycle racing from the mid ’60s to the early ’70s, when a motorcycle crash put his career on hold. Carl’s love was his dragster which he re-built and raced. He would always have pictures and stories to share.

One day I asked him what hap-pened to the dragster. He told me that he had sold it to a friend, Jeff, in the early ’70s. My first question, “Does he still have it?” After 30-plus years, he did. My next questions were, “Does he want to sell it and

RESTORATION

The author with his prize.

Alcohol-fueled ‘barn find’1962 Honda dragster fired up after 30 years

how much?” After two weeks, the answer was “Yes; the price was ... nothing. Carl and I were going on a road trip, how could I go wrong?

The pick-upWhen we arrived at Jeff’s

house, I didn’t know what to expect. The only pictures I had ever seen of the bike were taken 40 years ago. The bike hadn’t been ridden since the ’70s. Jeff lives in Philadelphia’s main line. The 1962 Honda dragster had been stored in a coal bin in the basement. The bike

was complete and together with a 30-year col-lection of dirt and grime. We pushed the bike up the basement stairs, through the kitchen and out of the living room into the waiting van. Upon arriving home and unloading the bike, both family and neighbors thought I had lost my mind and were praying that it would not start.

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The oil pump lines, Lake injectors and Parilla breather.

Vented fuel tanks, alloy triple clamps and Corvair air cooler.


The frameThe dragster frame is a modi-fied 1962 Honda Hawk. Us-ing the Hawk frame gives the bike a low clearance because it lacked the lower frame loops. The frame was also stretched with a rigid hardtail welded on. The stock wheel base is 51”, this one has been stretched to 67”. The front end is from a Honda S90 with an alloy triple clamp and uses flat bars with alloy levers. The rear brake pedal mounts directly to the brake stud, eliminating the brake linkage and allows the

rider to put all pressure directly on the brake pads. The shift linkage is mounted to the rear axle and is drilled out to reduce weight. Both wheels are 18” Borrani alloy rims, rear tire is a 4” Avon slick.

The engineThe engine is a CL77 motor with a 350 Webco kit. The cam is a Harmon Collins roller cam. Fuel is delivered by a pair of Lake injectors. It has two aluminum fuel tanks which are vented. Fuel was a mixture of alcohol, nitro methane and propylene oxide

RESTORATION

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The 350 Webco kit top end and wrapped Dunstall exhaust.

as an igniter. The motor has incorporated an oil cooler from a Chevy Corvair mounted on the front forks. The oil filter was removed to reduce weight, the oil was changed after each race due to running fuel. The ignition is powered by a pair of high voltage coils wired directly from the battery. The stator and the kick starter were also removed to reduce weight. The bike was started by a pair

of rollers at the drag strip. Both engine cases have been cut and drilled to reduce weight. The exhaust pipes are straight Dunstall pipes and are wrapped in heat tape. The engine has a staggered breather from a Parilla.

I was lucky that the engine turned over freely with great compression. Knowing the original owner/ builder provided me with a history of the bike and that was a tremen-dous asset.

I decided to do a basic restoration. I wanted to keep the bike as original as possible. The frame was painted black; all metal parts were polished. All hoses were replaced. I rebuilt the injectors and added a set of fuel petcocks. All wires were replaced along with switches. The spokes were replaced on the rear wheel due to rust. The tires are the same, but I did replace the inner tubes.

Last fall, my friend Throckmorton and I took the bike to a parking lot with 5 gallons of alcohol and a fire extinguisher. We were

able to fire the bike up and nothing leaked. The bike was loud and the smell of alcohol was in the air. The oil pump was working, fluids were flowing and we called it quits for the day.

To me the bike is part of a past era. It raced against some of the greats, like T. C. Christianson, Sonny Rout, Eraldo Ferracci and Larry Welch. The December 1969 issue of Cycle Guide has two pictures of the bike racing at Atco New Jersey. The bike has won the National in E Fuel in its class in 1970. The bike was running a very high 12.

It is great when you come upon a barn find. You never know what you’ve got or what will be the end result. The fun part about this bike was it’s uniqueness. It is fun to tell a guy with a new Fat Boy that your 1962 305 Honda Hawk would destroy him in a race. Then when he sees the bike he believes you. It is like you have a little Burt Munro in you. ●


BUYER BEWARE

This article originally appeared in the Aug. 22, 2010, issue of the Milwaukee Journal Sentinel. Reprinted here under copyright authority for nonprofit use. -- Ed.

Glenn Page of Rosebud, Australia, has been waiting since February to receive a Honda motorcycle he purchased for a friend from a Milwaukee seller for more than $3,000 on eBay. He has tried using two separate motorcycle delivery services, but each had to cancel after multiple failed attempts to pick up the bike.

The vendor hasn’t been returning his e-mails or phone calls since April.

Who is the Milwaukee vendor? Randy Hilger, owner of Appleton Cycle on W. Appleton Ave.

If the name sounds familiar, it’s because

Public Investigator wrote about Hilger last month, after he had held onto 82-year-old Joseph Laur’s moped for more than seven months without fixing it. He still hasn’t returned it, despite 13 calls by Laur since the story ran.

In the same article, Scott Mackai com-plained that Hilger told him his motorcycle had been stolen from the Appleton Cycle property in 2001, but he was never reim-bursed. Mackai later won a small claims judgment, but he still hasn’t received a penny from Hilger.

Page and his friend Peter Nash - who also lives in Australia - haven’t been able to get any satisfaction either, which is why Page contacted Public Investigator after reading the first story about Hilger.

Hilger initially told Public Investigator

he didn’t remember the transaction with Page, but later said he was certain somebody had picked up the bike.

Page provided eBay records showing that when the auction for the candy red, 1970 Honda cb750 ended Feb. 9, Page had the highest bid, $3,149. The money was provided to Hilger through Page’s online PayPal account three days later. Page also paid Hilger $20 to have the title sent via registered mail, according to the records.

After a flurry of eBay messages in Feb-ruary to arrange payment and delivery, Page started to have problems getting in touch with Hilger. And the international delivery company he hired, California-based JC Mo-tors, couldn’t get Hilger to cooperate for pickup.

He conveyed his growing anxiety to

Motorcycle paid for but never deliveredAustralian man bought bike on eBay in February from Milwaukee vendor


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Hilger in an eBay message March 10:“Randy, I am now feeling very uneasy

regarding this transaction. You will not return emails, you will not answer your phone, what is going on? What is your cell number and have you contacted JC Motors?”

Hilger replied with instructions for Page: “Glenn, tell them to call me after 3 p.m. tomorrow. I haven’t been here a lot. My furnace broke down. It’s cold here. I’m waiting on a part.”

JC Motors tried several times to pick up the motorcycle, but employees said they had trouble getting Hilger to answer the phone or door. When they did reach him and scheduled a pickup time, Hilger didn’t show up, according to e-mail messages and an interview with JC Motors representative Mike Lada.

An e-mail from Lada to Page in March said in part: “Please do understand that Mr. Hilger is simply not being responsive nor very cooperative and we can no longer af-ford to spend fruitless attempts trying to run him down.”

Subsequent attempts to secure the bike

failed. JC Motors canceled the order. And Page threatened to seek help from eBay.

A message from Hilger in reply read, in part: “They can pick it up anytime I don’t know what you’re talking about.”

2nd delivery firmPage then arranged for a new company,

Daily Direct LLC of Milwaukee, to pick up the motorcycle. Its office was only a few miles from Appleton Cycle.

Daily Direct didn’t fare any better.Owner Ken Durik said the company

tried to contact Hilger multiple times and had 12 scheduled attempts that fell through and three occasions where workers went to Appleton Cycle to pick up the bike only to have Hilger stand them up.

Durik said the company had prob-lems reaching Hilger in past transactions as well.

Page eventually told Daily Direct to stop trying.

When Public Investigator reached Hilger, he claimed he wasn’t sure about the trans-action because he had been away recently.

When asked where, he replied: “Busy. I’ve been busy.”

By the end of the conversation, he said he was sure the bike had been shipped out a couple of months ago.

“Somebody was here and picked up the bike, I know that,” he said, adding that he would check his records to make sure and then call back. He never called, and repeated attempts to reach him failed.

Page and Nash have contacted eBay and PayPal and reported Hilger to authorities in both Australia and Milwaukee. Nash hired a Milwaukee attorney. No one has been able to get Hilger to cooperate.

Milwaukee police said they would need direction from the police in Australia to take action. But the Australian authorities told Page they wouldn’t get involved in an in-ternational eBay dispute.

The pair haven’t filed a small claims suit against Hilger, unsure whether it would be worth the cost.

“We’ve tried everything we know to do,” Page said. ●


By Glenn Rumburg

In November 2009, Ivanildo Trindade, the outreach pastor at Grace Bretheren Church in Wooster, Ohio, gave a sermon

entitled, “Do the Math.” In it, he said that if he sold his Honda Shadow, four at-risk children could be supported at Grace Refuge Outreach Worldwide in Chaing Mai, Thailand, for six months. After the service, Marianna Lehr told him she would like to donate her late husband’s 1965 Honda S90. He had owned it since the ‘70s and had planned a total res-toration before he passed away at 49.

Our church has a very active bike club. Since I am considered the resident vintage Honda nut and restored a ‘67 Benly S90 the year before, the pastor asked me to assess the bike. When he asked me what it needed, all I could say was “Everything.” Bent rims, poor

repairs and a 1992 license plate are never good. His excitement turned to disappointment. But it was mostly complete, the sheet metal was good and most of the hard-to-find parts were there. Caught up in the moment, I told him the restoration would be my donation.

After just one evening in my shop, I regretted my promise. Years of youthful abuse had taken its toll. But the oil was clean and after a carb cleaning (it came in a coffee can), a quick tank slosh and a new plug, it started on the second kick and settled into a smooth idle. Only a frozen clutch kept me from taking it for a ride.

The clutch was a blessing in disguise. Pulling the side cover to replace the clutch,

a piece of aluminum the size of a pea fell on the bench. The case was full of them! A blown piston was replaced without slitting the case to remove the shrapnel. After a total teardown, there was no damage and everything was in excellent condition. Only cost was a gasket set and valve seals. Another example of indestructible Honda engines.

With parts from Ebay, HondaPartsNa-

RESTORATION

Doing good workS90 restoration begins as a religious endeavor

Marianne Lehr and her grandsons.

The author (from left), new owner Dave Dominick

and Pastor Ivanildo Trindade.


tion, Western Hills Honda and Ohio Cycle, the only non-NOS parts were the Inque tires, seat cover and battery. The Yahoo S90 fo-rum is an excellent reference site. There is a download for the factory service manual and formulas for the original carnival red and cloud silver paint. I had them mixed at a local body shop supply store in DuPont Chroma base/clearcoat and are a perfect match to the original plastic parts.

A warm shop on a cold winter evening is what gets a Midwestern rider through win-ter. By May, it was finished. One chapter in Peter Egan’s book, “Leanings,” is about how a restoration is a pile of pieces bolted

together until the bugs are worked out. How did Honda build thousands daily and it takes weeks to put together just one?

In August, Fai Sumitra Choemoe from the Thai orphanage came to the U.S. She showed me a picture of her with her school bus on the way to class --- one tiny woman and three little girls on a Honda Cub!

On August 19, we had a poker run that raised $900 and had the S90 on display. When Marianna saw the bike, she started to cry and said, “Mitch would have been so happy to see this. Thank you!” A church member listed the bike the same day on his Ebay store site.

After 3,993 visits and 39 bids, it sold for $2,815. Dave and Janet Dominick of Jordan, N.Y., were the high bidders. On Sep. 3, they made the 7-hour drive to Ohio and joined us for church. Dave’s first bike was a red S90. He told of riding on the high school football field at night with no lights so they would not be caught. In the daylight, their tracks showed he missed the goal post by inches!

After pictures, we loaded their pickup and said our goodbyes. He emailed that they had a lot of waves, toots and thumbs-up on

I-90 going home. It’s official, Honda tiddlers are cool!

We all have been given different talents and interests. When we combine them, we can do a lot to help others. I had a lot of fun doing what I enjoy, met some wonderful people, raised some money for a good cause, and put one more vintage Honda back on the road. ●

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On display the day of the Poker Run

The S90 before.

RESTORATION


It was late in the day when I found the source of the rattle. I had been tearing apart my old ‘71 CB350 Honda for a restoration project that would take three

years, and I had the bike down to its frame and a great many carefully labeled Ziploc bags. The rattle had been noticeable as I was moving the frame around and it had become a subject of

some fascination. What could be down there in the big downtube behind the engine? A stray nut or other fitting? That mysterious 18th ball bearing from the triple-tree clamp? Marbles?

It was, as it turned out, a stray nut. Specifically, a walnut. Still in its blackened dried shell, but all things considered looking almost good enough to eat. I opted not to try that, but instead placed it on the

Honda restoration drives owner down memory lane By Erich Schrempp


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garage windowsill and wondered just how long it had been down there, and how it had come to be inside my motorcycle.

Blaming the previous owner

wasn’t an option. As a junior in high school I had bought the ma-chine brand new off the show-room floor of a gun store/Honda dealership in Nebraska some 39

years ago. I certainly don’t recall putting a walnut in there, and I don’t think squirrels could have tripped the seat latch. Yet there it had been for nearly four decades

of riding, waiting for me to pull it out of its hiding place.

It occurred to me that any-thing you keep around for this long becomes something like a time capsule. You open it up and the memories come rushing back.

The bent step bar where a limousine had backed over the parked bike. Yeah, I remember that. I tracked down the driver and ranted at him, only to have him ignore my pleas, smugly stonefaced. Later I would find out that the limo company was a Mob front, or so the local lore had it. That was the year of my first real job.

The original ignition key, almost completely worn down to the brass blank. I carried that key on my ring all through the first winter I owned the 350 and couldn’t ride it because my dad said, “Nope, not without insur-ance.” You can imagine how that

CONTINUED ON PAGE 22

By Tom Kolenko

The Sixth Annual Barber Vintage Festival was destined to be different ... warmer, dryer, bigger and better on all dimen-

sions. More than 40,000 people shared the best vintage motorcycle festival experience yet in Leeds, Ala., in Ocotober. Mother Nature provided the 80-plus degrees and sunshine that helped draw record crowds to the VJMC

booth all weekend long. We continue to have the best spot at the park due to the generosity of George Barber and his crack team of Jeff Ray and Brian Slark.

Everyone entering the Barber Motorsports Park has to pass by our booth. This vantage point is also the best people watching station in the whole park, providing constant entertainment with the widest variety of vintage folks and vintage vehicles parading by day and night.

This motorsports weekend was jam-packed with AHRMA vintage racing, amazing air shows, a bike auction, huge swap meet, multiple bike shows, celebrity guests and access to the world’s largest motorcycle museum.

The VJMC-Barber onsite team arrived early on Thursday to erect our booth and stake out the area with hundreds of Yamaha flags. The team worked up a sweat driving the marker


COVER STORY

Two 1972 Suzuki GT750 owned by Greg Golias & Charles Gerard (D. Kolenko)

Weather cooperates for sixth Barber Vintage Festival

Some say 2010 was ‘The Best Ever’

Alain de Cadenet awards Gordon East 1st place Suzuki trophy. Debbie Blythe photo.

Kenny Thomas on his Red CL77 Flat Tracker causing Jim Townsend to plug his ears during the sounds of Japanese Horsepower in front of the judges. (Warren Mayes Photographer)

Stu Covington’s 1986 Chrome Z50, a “Kick & Go” scooter, next to a big CBX. Debbie Blythe photo.

Yamaha Kenny Roberts Special RZ350N before its parade laps on Sunday. Debbie Blythe photo.

stakes into the rock-hard ground. The generos-ity of Yamaha Motor Corp. provided us with beautiful red and white logoed popups for our booth. These along with our red VJMC popup created a 10’ x 50’ respite from the hot sun and a great gathering spot. Tables were set up and soon covered with membership brochures and regalia displays, along with many members renewing old friendships with new motorcycle tales. There were already 30-40 bikes parked in the show area for folks to check out. We were a day ahead of last year’s setup agenda and knew this year would be different.

Friday started clear and warm and only got better. This year, our booth was fully staffed from 8 a.m. until dark everyday due to the advance scheduling efforts of Gordon East and his volunteers. The volunteers bagged and tagged T-shirts, answered questions, sold regalia and pitched membership brochures to anyone within earshot. Membership Chair, Bill Granade, reported that 55 new members joined over the weekend, a new single event re-cord for the VJMC. This event also has produced a core following in the VJMC membership who attend annually. Members from California, Wisconsin, Maine, Texas, Florida, Iowa, Oklahoma, Can-ada and most of the East Coast states have become regulars.

In the past, Fridays tended to be a setup day with people slowly arriving throughout the day. This year folks began parking bikes in the show area early and we had 50-60 bikes on display by noon. The “Sweet Sounds of Japanese Horsepower” contest drew our larg-est crowds ever with 19 bikes participating. Entries ranged from a 50cc Honda MR50 to a Yamaha period dragster. The judg-ing team of Kiel Bensheimer, Steve Passwater and Barry Whitley picked finalists in five classes, while Art Bensheimer passed out tro-phies. Friday evening, the Blythe family treated the onsite team to a great spaghetti dinner.

Saturday is always the biggest and busiest day at the VJMC booth. It begins at 7:30 a.m.

with the VJMC Charity Pancake Breakfast. This is the 5th year that Lloyd

Blythe’s family and his seasoned cadre of chefs start

before dawn to brew coffee, stir batter and grill pancakes

until 10 a.m., raising money for the Children’s Make-a-Wish

Foundation. A $5 donation gets pa-trons unlimited hot coffee, warm syrup

and butter on two huge pancakes. More than 310 breakfasts were sold gaining

$1,600-plus for this worthy cause. Bike show registration started at 10

a.m. with 96 stock, origi-nal vintage Japanese mo-

torcycles receiv-ing a judging ID

number. We had 47 Hondas, 22 Yamahas,

14 Suzukis, nine Kawasakis and four competition

class entries (another


Crowded Bike Show display area on Sat. afternoon. Debbie Blythe photo.

Yamaha’s Steve Liberatore and wife, Mary Ann, in red Yamaha gear before the parade lap. Debbie Blythe photo.

John Surtees doing parade laps, only man to win world championships on two and four wheels, riding MV Agusta. Debbie Blythe photo.

Alain de Cadenet awards Steve Pass-water Best 1980s Honda trophy. Debbie Blythe photo.

COVER STORY

new record). Volunteers Warren and Randy Mayes, Ursilina Creel and John McDermott worked the registration tables until noon. We want to thank all 56 club members who brought their best Japanese iron to be judged at this People’s Choice show. Several members like Past President Stu Covington and Art Bensheimer

always bring a trailerful of bikes to the show. Each VJMC member with a pre-registered bike receives two free weekend Barber Fes-tival passes and a VJMC Barber event T-shirt. Our members make this great show possible.

Master Bike Show Stager Buck Mitchell

and Apprentice Greg Murray worked hard in the heat to line up bikes close to the ballot order. Several bikes even had to be lifted into place as some owners left them locked. The

1969 Honda CL350 owned by Doug Mul-lins (D. Kolenko photo)


Sunday VJMC riders on Parade Lap of track. Debbie Blythe photo.

Billy Aldrich Honda RC162 Replica GP Racer. Debbie Blythe photo.

Gordon East’s loaded trailer. Debbie Blythe photo.

Members and wives enjoying Saturday night picnic at VJMC booth. Debbie Blythe photo.

Completed VJMC 2010 Booth. Debbie Blythe photo.

Barber crowd loves to vote on these amazing bikes. Volunteer Coordinator Gordon East had to make more ballots three times before vot-ing closed at 3 p.m. Submitted ballots earned every voter a door prize raffle ticket. Votes were tabulated by Susan and David Kolenko for the 4 p.m. awards ceremony.

This year’s bike show awards ceremony was special, thanks to Barber’s Slark who brought special guest, Alain de Cadenet, to emcee and help present more than 35 trophies and prizes.

The Speed Channel and ESPN commenta-tor, former LeMans racer and vintage bike restorer/rider was a big hit with the crowd. Raffles were held between presentations to reward the voters with very unique prizes. Mitch Boehm, the editor of Moto Retro Il-lustrated, donated bundles of his first issues to use as raffle prizes. Other raffle winners received copies of the book, “The Art of the Motorcycle,” an abridged version from the famous Guggenheim Museum publication.

De Cadenet graciously posed with each trophy winner while Debbie Blythe captured these celebrity moments.

Special pewter motorcyclist awards were presented to the Blythe Family for the Best Motorcyclist Pancakes, to the Granade Fam-ily for the Longest Serving Volunteers, and to Yamaha Motor Corp. for their continued support. Outstanding 2010 Volunteer trophies were presented to Gordon East, Bill Evans, Ursilina Creel, Johnny Jackson and Rebecca, and Scott Stees for their exceptional efforts. More than 25 other VJMC volunteers helped make this event special by staffing the booth in two-hour shifts all weekend long. Thanks to all.

Our traditional Saturday night members’ picnic featured pork barbecue and apple crisp made in a Dutch oven along with assorted salads and drinks for the 40 folks who bought meal tickets. It was a great chance to enjoy a meal with old friends and make new ones on a balmy Alabama night.

Sunday morning brought more great weather and much anticipation for the special VJMC parade laps of the track at 11 a.m. A local TV station filmed the departing bikes and interviewed members. More than 30 members joined the parade lap riding everything from CB92s to CBXes. Yamaha’s Steve Liberatore and his wife participated sharing one hot lap on a Zuma scooter. It’s another one of those VJMC member benefits as other riders have to pay to ride the track laps.

Our booth teardown went smoothly with the onsite volunteer team packing up by 5 PM.

Mark your calendars now for Oct. 7-9, 2011, and join us for the Seventh Annual Barber Vintage Festival.1983 ELR owned by Chip Tucker & 1981 GPZ owned by Brian Olson (D. Kolenko)

Billy Aldrich waiting on deck with his Honda RC162 replica racer while judges: Steve Passwater, Kiel Bensheimer & Barry Whitley compare notes (Warren Mayes Photo)

Early at Saturday Charity Pancake Breakfast. Debbie Blythe photo.

COVER STORY

2011

43rd Annual

May 21, 2011

drove me crazy, with my brand-new bike sitting in the garage with only the miles on it that brought it home from the shop. But I could carry the key and think about the day when the snow would melt and I could roll it out into the sunshine.

The tiny hole in the frame crossbar where I’d installed the switch to turn my 6-volt Radio Shack power supply on and off. That was to run the cassette tape deck in the tank bag, attached to a single plastic earphone that was what we had instead of iPods in the mid-’70s. I listened to that deck on a trip to Bethlehem, Pa., where I first met Kathy. Eight years later I married her.

Some old parking stickers I’d fast-talked my way into getting from the upstate New York college I had brought the machine to. Rochester in winter is no fun on a bike, but I had permission to park right by my dorm. (The fact that I had to ride up an outdoor stairway to get to my spot was something I’d neglected to mention to the campus cop issuing the permits.) When I revisited the place in the mid-’90s, the strangely-worn edges of those cement steps were

still there.My social security number, etched

into the frame and crankcase with one of those vibrating pens. I thought it would be a good way to prove the bike was mine in the event it was ever taken. This was back when motorcycles were stolen more often than identities. I inscribed it the same week Nixon resigned, my trust in humanity having reached an all-time low.

Ah, the hand-painted numbers on the odometer wheels-those bumpy fig-ures repaired with Testor’s model car paints and a triple-zero brush. It seems that the speedo bearings burned out at about 40,000 miles and the resulting mayhem and small fire inside the in-strument scorched and ground some of the numbers right off the wheels. I had repainted them painstakingly after decid-ing that I was proud of all those miles and didn’t want to start over at zero by replacing the speedometer. I think that little infinity symbol at the top end of the MPH scale was mine, too. Early ‘80s that was, when that speedometer with no needle got me out of a speeding ticket on Lake Shore Drive in my new

CONTINUED FROM PAGE 17

home town of Chicago.The bent crash bars from that guy in

the blue Pontiac who never saw me com-ing. I ended up skidding along the pavement picking up some gravel and a nasty bit of road rash, rounding off a few corners on the old Honda and wrecking a new pair of jeans in the bargain. A little wiser for the experi-ence, and proud author of a few choice bits of profanity. Kathy and I had a new baby by then, and I knew the bike was going to have to take a long rest while I paid attention to more important matters. That baby is 27 now, and she wants a ride on the back when the old Honda is on the road once again. Her younger brother is 22, and you know what he wants. “Nope, not without insurance.” Where have I heard that before?

Oh, and those carefully re-soldered con-nections at the back of the ignition switch. Someone had done some clumsy vandalism when I was in high school and weakened the connections, though I didn’t know it at the time. I found out the hard way when I was riding up a twisty gravel road in Rocky Mountain National Park in the dead of night and everything (engine, lights ... tape deck)

suddenly shut off, leaving me zipping along in total darkness. Keeping in mind Arlo Guth-rie’s observation about mountain roads, “On one side of the mountain road, there was a mountain.; and on the other side of the mountain road, there was nothin’.” I braked as hard as I dared and turned gently to the left, trying to remember which way the road curved way back when the headlight was still

on. It didn’t take more than a day to get my pulse down under 100.

Still the best vacation I ever had.The bike’s just about finished now, not

that any old motorcycle project like this is ever really complete. New paint, new parts, all shiny and clean. All that’s left to do now is put that walnut back down in the frame. I think I’d miss it if it wasn’t there. ●


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By Bill “Mr. Honda” Silver

It seems that two areas that many vintage bike mechanics avoid are electrical and carburetor problems, whenever possible. We’ll tackle

electrical gremlins some other time, but let’s dive into some Keihin carburetors, just for fun! I’ll address some of the concerns and share some tips about rehabilitating typical Honda 250-305 carburetors, so at least half the battle will be won, when tuning or troubleshooting fuel systems on Super Hawks, Scramblers and Dreams.

Honda supplied Keihin carburetors in 22mm and 26mm sizes, to feed thirsty 250cc-305cc engines in several configurations. There are two basic styles of carburetors featured on these bikes. For the most part, bikes built from 1965-onwards will have the “square bowl” carburetors installed. Previous designs were more rounded at the bowl corners and had rounded floats, as well (illustration). In some rare instances, Honda did use Mikuni carburetors on early CA72s (only).

The carburetors used on the CB/CL72s are 22mm, while CB/CL77 models are 26mm units. The CB72 carburetors are of the “power jet” design. At high speeds, these circuits added extra fuel, drawn through a brass tube from the float bowl. This fuel was metered and mixed with air, which was drawn from the air filters, through small rubber tubes. CB72 “power-jet” carburetors had #35 slow jets and #95-100 main jets, #160 power jets

and #90 air jets.The CB77 carburetors use #42 slow jets

and #135 main jets. Most CL77 carburetors will run #130 mains and #38 idle jets. Slow jets are available from #35-45 and main jets from #90-145. CL72 Scramblers are jetted with #40 idle jets and #115 mains.

For 250-305 Dreams, which both use the same 22mm carburetor; the main jet sizes for a 250 are #115 and #120 for 305s. The jet needles do carry different numbers between the two versions, as well. Remember that these are OEM specifications for stock bikes with original style air filters and mufflers.

CAUTION: The thread pitch for early model carburetor jets is JIS, while later models are ISO (marked with a grooved ring).

Part numbers for slow jets begin with 99134-XXX04 and main jets 99102-XXX04. The XXX numbers determine the jet sizes (i.e. 035 or 135). Float levels were 22.5mm for 26mm carburetors and 26.5mm for 22mm carburetors. There were two styles of carburetor bodies, float bowls and floats. The early (‘61-64) “253” floats, float bowls and gaskets were “round bowl” design, while the later (64-on) “268”-series parts were for “square bowl” configurations. Round float part numbers were superseded to –312- (SL350K1) parts, in the past few years. Floats from the CB350s (286 code) are the superseded parts for “square bowl” shapes. Note: Overflow hoses were not used on the float bowl tubes.

Carburetors for the CB77 and CL77 are interchangeable, with the only differ-ence being the taper of the “Jet Needle” and main/idle jets. The difference between the CL72 and CB72 is a different needle, a 3.0mm slide and the power jet circuit, featured on the CB72s only. The part # for the CB77 needle is 16151-275-004 vs. 16151-278-004 for the CL77. The model applications are generally stamped either on the upper edge of the carburetor-mounting flange and/or some-times on the choke lever arms. The CB77 needles are stamped K24231; CL needles K24304; CA needles K22401; and CB72 needles K22402.

So, let’s take a look at the details of these carburetors and see how each component can be inspected and adjusted in many cases.

In the above photo, the component parts are: Float pivot pin, Float valve needle (float valve gasket below), Main jet holder with main jet installed, Needle Jet, Idle jet, Carburetor “banjo fitting bolt” with brass screen, “Banjo fuel fitting,” Float valve seat, Idle mixture screw/spring, Idle speed screw/spring, Banjo fitting packing gasket/washer.

Float pivot pin needs to be clean shiny and straight, so that the float does not bind on the pin, causing irregular float levels, fuel starvation and/or flooding.

Float valve needle: It must be a clean taper on the tip and spring-loaded end must be functional.

Main jet holder: The long end has cross-drilled holes to help emulsify fuel and air together. Holes must be clean and clear. Use an 8mm socket or closed end wrench to R&R.

Needle Jet: This jet has differently machined ends. The top, which fits into the carburetor body recess first, has a tapered end. The opposite end, which fits against the end of the main jet holder, is squared off. If the needle jet is stuck in place, try a small wooden dowel or even a chopstick to drive the jet down from inside the slide portion of the carburetor body. Use of metal tools will damage the tapered edges of the needle jet, causing metering problems.

Idle jet: Great care must be taken not to ruin the screwdriver slot by using tools that do not fit the full width of the jet head. Like

REHABILITATING TIPS

Classic Honda carburetor repairs


the main jet holder, the end of the idle jet is cross-drilled with emulsion holes.

Carburetor “banjo fitting bolt” with brass screen: Generally the paper packing on both sides of the fuel fitting tend to capture the bolt in place, disguising the fact that there is a brass filter screen wrapped round the fuel fitting bolt. The screen can be easily fouled with rust and debris, shutting fuel delivery down to that carburetor which can lean out the fuel mixture and potentially cause piston seizures.

Fuel fitting (Banjo fitting): Rust and debris, collected by the bolt fitting screen, can be trapped inside the fitting recesses and transfer up to the float valve needle/seat and/or beyond to the bottom of the float bowl, where it can be drawn into the jets.

Float valve seat: It must be installed with the packing gasket to ensure no fuel leaks past the threads. The needle seat must not be corroded or damaged from trapped debris.

Idle mixture screw/spring: Mixture screws often have a small o-ring to help seal out air leaks and to help with retention in the carburetor body. Mixture screw has a

blunter tapered tip.Idle speed screw/spring: Speed screw

has a stronger spring and more rounded tip to ease up the carburetor slide during idle speed adjustments.

Banjo fitting packing gasket/washer: These special fuel resistant paper gaskets can split and leak over time.

The carburetor body photo above shows: A. The Needle Jet in the middle of the car-

buretor venturi throat (tapered end UP) and the brass main jet air bleed passage fitting in the carburetor throat.

To the left of the main jet bleed fit-ting is the air bleed passage drilled into the carburetor body, which feeds air to the idle mixture jet circuit. Recess on the right side is blanked off.

Plugged up air passageways to either the main or idle circuits will cause the mixtures to go way rich, fouling spark plugs quickly, in spite of careful attention to float levels, jet sizing and mixture setting attempts.

Idle air mixture screw settings are gener-ally about ¾ to 1 turn out from being lightly seated into the carburetor body.

Carburetor Throttle Valve (Slide)All 250-305 carburetors were originally fit-ted with chromed brass throttle valves, also known as carburetor “slides.” After years of operation, heat cycles and fuel/air mixture exposures, the chrome plating eventually wears through and exposes the brass base metal beneath.

These carburetors have a history of


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“sticking slides” where the carburetor slide bores have gotten distorted or worn, gener-ally due to over-tightening of the carburetor base flange nuts. Warped flanges cause air leaks at the O-rings and at the insulators in the least cases, and completely stuck slides at part throttle which can cause loss of control of the motorcycle at the worst.

Honda responded by creating new car-buretor slides, made of treated aluminum that seem to help reduce sticking in these cases. The slides are a brown-ish color to make them easily distinguished from the old chromed slides. Slides for the CB/CL77s are all fitted with 2.0mm cutaways on the air inlet of the slide.

The important feature of the photo above is the small brass restrictor fitting at the upper right side of the bowl ceiling. This fitting allows outside air to balance the pressure between inside and outside of the float bowl. There is a small male brass fitting on the outside of the carburetor body, which has a small hole drilled at the bottom, completing the air passage between the inside of the bowl

and atmospheric pressure. When this pas-sageway is plugged up, fuel will overflow the float bowl and run up the air bleed passages and needle jets, flooding the carburetor and adjacent cylinder immediately.

Notice that this carburetor body is the “round bowl” variety. Always check the mounting flanges for warpage or other dam-age before reassembly.

Carburetor setupSo, the first order of business is to identify your carburetor style, disassemble all com-ponents and inspect all the component parts for size, condition and wear. Then, a careful cleaning of all of the carburetor’s air and fuel passages must take place, followed by a compressed air treatment to endure that all passageways are clear and ready to mix fuel and air, once again.

Install the Needle jet into the carbure-tor body, using the tapered end to start the installation. The main jet holder will secure the needle jet in place. Hold the main jet holder with an 8mm box end wrench and install the correct-sized main jet. Carefully, install the idle mixture jet, using a full-width tipped screwdriver. Do NOT over-tighten the jet. A tiny drop of anti-seize could be useful here, if you don’t plug up the jet or cross-drilled holes.

Install the float valve seat/gasket and insert the float valve needle correctly in place. Check the spring-loaded needle end for proper function and install the float and the float pin with the float tang contacting the spring-loaded end of the float valve needle. Set float level as shown below:

The 22mm carburetors have a 26.5mm float level setting, while the 26mm mixers get a 22.5mm level adjustment.

Ensure that the float ends do not contact the float bowl gasket edges when the float is pressed upwards into the carburetor body. The bowl floats can be “adjusted” gently to create space away from the gasket. If the gasket is factory glued into place and has swollen up around the edges, you can trim the gasket away using a razor blade/knife. If the float edges contact the float bowl gasket, the float can hang up, usually in the UP position, preventing fuel from entering the float bowl. The other scenario is that the float hangs up before the float valve can close, causing the float bowl to overflow.

Idle adjustment and part-throttle response – The Bigger PictureGetting the engine to idle at the 1,200 (or so) rpm specification requires very specific adjustments in order to achieve this goal. Starting with the basics: compression and valve timing, the foundation of good carbure-tion performance and operation must come from a sound engine assembly. The compres-sion ratings of 175 psi, should not deviate more than 10-15% from side to side. This figure is measured with a cold engine and the throttle held wide open, while cranking engine over with the electric or kick-starter. If there are significant variations from those specifications, the valves can be checked for proper clearance to see if that has an effect on readings. Honda used hardened valves and seats, so there is not a problem about running unleaded fuels, unlike many of the other manufacturer’s machines of the era.

If the valve clearances are correct and compression figures are normalized, then you can move on to other items on the list. If the compression does not improve after a valve adjustment, then there is a mechanical reason for the disparity (i.e. burned/worn valves, worn/broken pistons rings or worn/seized cylinder walls. If these items are not corrected, then you will never achieve satisfactory engine performance, even if everything else is rebuilt and set to factory specifications. Once you have solved the compression issues, you can work on the ignition timing adjustments.


REHABILITATING TIPS


Ignition timing has a profound effect on the carburetion of any engine. Retarding the ignition tim-ing from the normal 5 degrees BTDC to the T mark (TDC), will change the intake manifold vacuum readings an inch or two of mercury, as seen on a vacuum

gauge or carb synch stick. Changes in the intake manifold tract vacuum will directly affect the amount of fuel being drawn through the carburetor jets. The ignition tim-ing range is normally 5 degrees at idle and about 45 degrees at full-throttle. Going outside the prescribed range will alter the fuel delivery curve in relationship to throttle openings.

The ignition point cam shaft on a 250-305 engine runs through the right side camshaft. They have a tendency to wear against each other, causing excessive side clear-ance between the two parts. This side-clearance affects the point gap directly, which then creates ignition-timing errors. Other than the E-ignition, which is not so greatly affected by the point cam side-play, you must correct the sloppy fit between the camshaft and the point’s cam shaft. If new parts cannot be found, you can bore the camshaft and rebush it

carefully. The point cam shaft is hardened and not easily machined. It could be ground down slightly, hard-chromed again, and followed by grinding back down to correct size. This would be rather costly and time-consuming, but within the realm of possibility if no new

parts could be located. Another wear factor to bear in mind is the cam sprocket assembly. With high miles, the central sprocket, clamped and riveted together can begin to work loose, as the rivets relax. This causes the sprocket to wander back and forth, causing erratic ignition timing, which can generate similar changes in the valve train timing. When they get loose, there is an increase in top end noise, plus the unsteady tim-ing marks, as seen by a dynamic timing light.

Once the ignition timing is set properly (engine running, us-ing an automotive timing light) then you can finally turn your attention to the carburetors for fine-tuning. The carburetors have three main metering circuits which can be adjusted: idle jet (pilot jet) for idle mixture and part throttle transition; jet needle (inside the carburetor slide) for one eighth to three quarter throttle positions)

and main jet for three quarters to full open throttle operation. If you encounter problems when using the stock settings, then adjustments for altitude, temperature and changes to the intake/exhaust system can be made through changes to the above circuits. If you experience hesitation in performance, use the choke to help identify whether the problem worsens or improves, by application of varying degrees of the choke lever.

The choke shuts down the amount of air going into the en-gine, thus causing a temporary “enriching” condition. If the engine responds favorably to a little application of choke, then you need to richen up the needle (raising its position in the slide, by lowering the clip position) or changing to a larger main jet. Because of the overlap of the me-tering systems, you will have to

make one small change, verify its effect and then either undo the change or make further changes, as required. Learning to “read” the spark plugs for signs of lean or over-rich conditions is very beneficial. Take careful notes about each change and you will learn a lot about the cause and effects of making adjustments of any kind to the overall performance of the machine.

NOTE: Any attempts to ad-just the carburetors, BEFORE you verify and properly set the ignition timing will be a futile waste of time! Trying to compen-sate for uneven compression Or incorrect valve (camshaft) timing is a similar self-defeating effort. Don’t forget to start with a fully-charged battery and a fresh set of spark plugs (NGK D-8HA in most cases). ●

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LEARNING TO “READ” THE SPARK

PLUGS FOR SIGNS OF LEAN OR

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BENEFICIAL. TAKE CAREFUL NOTES

ABOUT EACH CHANGE AND YOU WILL

LEARN A LOT ABOUT THE CAUSE AND

EFFECTS OF MAKING ADJUSTMENTS

OF ANY KIND TO THE OVERALL

PERFORMANCE OF THE MACHINE.


By Tim Clark Kurt and I are riding buddies.

Several months ago, I was able to persuade Kurt, and more importantly his wife, Julie, that a motorcycle would be a good addition to their lives. We borrowed a motorcycle trailer from my neighbor, Don, ostensibly to pick up Kurt’s new ride, a 1985 Honda Magna V30, and a Sabre parts bike for me, over the hill in San Mateo. Just onto Highway 280, I heard a funny noise and looked at the trailer. The wheel was on fire! Drivers were passing and honking. We ducked onto the next off ramp and miraculously stumbled into a 76 station that allowed us to

replace the wheel bearing using the stations tools.

No more borrowing trailers, we decided to get our own. After several days searching Craigslist, I found one in Aptos; a stand-up trailer in very rusty condition. Kurt likes the price, and we split it. A few weeks ago, we sanded, cleaned and painted the trailer; in the process we noticed a couple of hinged tabs were missing, or soon to be. I found a local welder that did “several hours” of work to make it un-gnarly.

Our plan for the trailer was to haul Kurt’s Magna and my “whatever is running” to those neat back roads of California and avoid boring slab

rides. We signed for a Vintage Ride Weekend in San Luis Obispo in early October, which leads to a shake-down cruise to Tres Pinos, Highway 25, Flap Jacks restaurant and J1. Kurt showed up at 7:30 a.m. with his truck, that he has never towed anything with (we always used my Dodge Ram). Yesterday he hit up Harbor Freight for one of their adjustable drop down hitches, very cool and $10 off.

Hitch up was great, but the trailer lights didn’t work on the right side. First there was much testing to find a test light that worked continuously. The bulb tested good, but we had very flaky power supply. Following good test procedures learned from working on British sports cars, we worked back to source until we found reliable read-ings. The culprit was in the five-stage connector apparatus under the bumper. We dismounted and dissembled to find severe corrosion. More clean up and it tested good to the plug connector to the trailer, once the six-pin con-nector was rotated through several test positions.

It’s 9 a.m., but still no lights to the right side of the trailer. “Must be a broken wire, eh Kurt?” So eliminating two problems gave us two lights. There was still time to load the bikes and go to Flap Jacks for flapjacks.

We loaded my CB-1 first, then it’s Kurt’s Magna’s turn. Off to Kurt’s house to get his bike. A couple of at-tempts to back down Kurt’s 100-yard driveway fail, as do some U-turns in Capitola’s narrow roadways. I suggest that perhaps it would be easier to bring the mountain to Mohammed. Kurt brings the bike to the trailer, and we notice that my ramp doesn’t really fit the track on the trailer. As we loaded the Magna, the ramp fell on my foot (luckily protected by my motorcycle boot).

After several huffs and puffs,

tilts and jerks, we rolled the Magna onto the trailer. We strapped down and headed for Tres Pinos near 10 a.m. After the first right turn, we noticed that my CB-1 was falling off the trailer. A quick left, no harm-no foul, and we began re-strapping with Kurt’s more heavy-duty ratcheting tie downs.

Now we are definitely good to go. We got through Watsonville and over 129 with a quick stop to double-check straps and heat in the wheel bearings. Rolling through San Juan and skirting Hollister, we rolled into Tres Pinos, hoping Flap Jacks is still serving breakfast. We piled out quickly, in need of flapjacks and a restroom. Hmmm, closed on Tuesdays!

More pained laughter as we sought nourishment and bladder relief nearby. At Racers Corner Motorcycle shop after lunch, the owners suggest we park our trailer down at Paicines on the turnout to J1 where there’re few people around and our trailer is not likely to be stolen during the ride.

We parked in the shade on J1 and unloaded the CB-1 (piece of cake). As we put the ramp down for the Magna, we couldn’t get it under the rear wheel, despite several efforts. I suggested unhooking the trailer and allowing it to tilt back to free the Magna.

Kurt was having none of that and stared off to the West muttering something about “Trying another day.”

With the CB-1 back on the trailer, we headed for home, with only two more stops to correct lash-down de-ficiencies, one causing a peg to break the right-side turn signal unit. Back home as we began repairs on the ramp and recapping our learning experience with a cold beer, my belt broke and my pants fell to my knees.

What a day. Fortunately we are not paid by the motorcycle mile.

How not to ...What’s your ‘How not to’ advice for club members? Send your learning experiences to [email protected].

HOW NOT TO. . .More trailering tips


CLASSIFIEDS

FOR SALEHodaka

1975 Hodaka Road Toad. 100cc, missing head and tail light, over-sized sprocket, otherwise original un-restored. Make offer. Becky, 970-243-4071, Colorado, [email protected]

Honda 1959 Honda C71 250cc. Restored to a very high standard. Buyer to ar-range shipping. Photos and price on request. David Livingstone, England, [email protected] For 1961/67 Honda CB72/77, race kit parts. Too many to list. Just ask if I have it. Also for C72/77 Dream, one pair of NOS mufflers. For C71/76, engine parts. These are used but very good. David Livingstone, England, [email protected] For 1962/69 Honda CA200, complete engine. Good compression and car-buretor, very clean. Also rubber knee pads in nice shape. $100 plus shipping costs or will trade for Honda C110 engine. Mike Moore, 207-284-9766, Maine, [email protected]

1962 Honda CL77 Scrambler. Not numbers matching. 4800 miles on complete restoration. Blue frame, original tool kit, Clymer manual. $5000. Paul Richmond, 740-341-8896, Watertown, Connecticut 1965 Honda CB160. Red, runs O.K. Good bike to restore. $950. Cliff, 209-368-8509, Lodi, California, [email protected] For 1960’s Honda CL77, parts. Mostly complete engine, front and

rear wheels, front fork, exhaust pipes (no heat guards), headlight can with speedo and a ratty chain guard that could be used with some work. Wes Tivel, 719-593-1913, Colorado Springs, Colorado, [email protected] Honda 305 scramblers. 5 restor-able Scramblers. Dennis Harmon, 260-726-8458, Portland, Indiana, [email protected]

1966 Honda CA110 50cc. I bought this bike about a year ago with a locked engine and missing parts. I bit the bullet and took it to my favorite Honda mechanic. $800+ worth of work (itemized bill is available), it is running perfectly, all electrics are ready to go and this baby just purrs. Rebuilt transmission with 3 new gears and shift fork, new battery, horn, new key switch, brake shoes, total top end rebuild with new piston, new valves and new fender. Pictures available at www.youtube.com/watch?v= HQxuL1j-hQ. $1750. David Hellard, 614-975-4488, Columbus, Ohio, [email protected] 1966/68 Honda 305 Scramblers. Rough shape, motors stuck, both have titles. CL125/200/450 scramblers. Motors are free, rough to fair shape. 305 Super Hawk, motor free. $400 each. SL175, rough, motor stuck, $250. SL100, rough, $125. SL125, fair, $200. 2 ½ Bridgestone 90’s, $400 for all. Yamaha Chappy for parts, $100. Allstate Twingle, rough, $350. 1975 Honda 400F, motor stuck from sitting, includes parts bike. $650. 2-1980 Su-zuki GN400 4 stroke thumpers, one title, $500 both. 2 250cc 4stroke Yamaha thumpers, $350 both. Will take Harley Flathead 45 or VL parts in trade. No shipping. Vic Northey, 609-587-9177, 186 Chinnick, Trenton, New Jersey, 08619

1967 Honda CL77 Scrambler. 13000 miles, ridden weekly. Asking $5700. Ask for photos. Will deliver up to 300 miles. George Fickett, 804-541-6264, Prince George, Virginia, [email protected] 1967 Honda CB77 305cc. Rebuilt engine, mechanical restoration, lipped saddle with all trim and no rips. New OEM parts include air filters, grips, mirrors and kick start gear. New af-termarket brake shoes, cables. The rest is original. Jack, 615-790-0723, Franklin, Tennessee, [email protected] 1968 Honda CL90. Very nice over-all, original red and silver paint, has original California black and yellow plate and CHP inspection sticker. Has sticker, key ring and license plate frame from original dealer, Fairfield Honda of Fairfield CA. New seat cover, new battery, tank lined, 8521 miles. Everything works. Clear title. $1200, you arrange shipping. Larry Anderson, 719-338-1684, Colorado Springs, Colorado, [email protected] 1969 Honda SS125. 8000 miles, limited production, original owner, runs good, stored inside, original paint. $1750. George, (586) 286-3793 Macomb, Michigan 1969 Honda Dream CA160. Red, 3065 miles, original paint. Motor is rebuild, motor serial # CA-160-E-1012821, bikes serial # CA160-1012808. Needs restoration and a good home. $1600. Pete Geisler, (407) 688-1966, Osteen, Florida, [email protected] 1969 Honda CB450. Mostly restored (est 95%) but engine has issues requir-ing top overhaul. Trans and clutch good. Lost interest. Complete, many new parts. Expecting about $1700. Dave Walker, 204-636-7803, Mani-toba, Canada, [email protected] 1969 Honda CB750 Sandcast. Very nice original with old repaint. Runs perfect. New Dunlop Gold Seal tires. 18000 original miles. $11000 firm or I plan to repaint the tank and side

covers in the next few weeks. Price will go up. Jim Hoffman, 360-600-6388, Vancouver, Washington, [email protected] For Honda CT70, Parts. NOS exhausts, front fenders, NOS rear shocks, new two sets, many misc parts including frames, wheels, etc. S65 NOS chain guard, new side cover. CL90 engine guard in show chrome, tank rubbers. S90 NOS tank, repainted in black. SL70 NOS tank. Bob Brandner, 561-776-6212, North Palm Beach, Florida, [email protected] 1971 Honda SL125cc. Converted into a vintage road racer. 1854 miles. 750 Honda piston in fresh rebuilt motor (now 150cc), fiberglass tank and seat, rear sets, custom made exhaust megaphone, drilled front brake drum, lightened frame, total loss ignition, steering damper, clip-ons, fresh silver powder coating on frame , red tank and seat, needs only safety wire to be installed to go racing. 10 minutes on motor, runs great. Polished hubs and forks. Bill of sale only. $1200, you ship. Larry Anderson, 719-338-1684, Colorado Springs, Colorado, [email protected]

1971 Honda CB450 K4. All original, 22500 miles, drives great, looks great. Fresh tires, tubes and battery. Chrome is in excellent condition. Everything works. Have original owner’s manual, Honda brochure, tool kit and shop manual. $2500 obo. Email me for additional pictures. Scott Roos, (772) 631-7244, Stuart, Florida, [email protected] New Parts: 7 sets of CB/CL450 OEM Honda front brake shoes $25.00 set or $125.00 for all. 1 set CB175 front brake shoes $25.00. One set, used 1979 Kawasaki KZ1000 MK II OEM exhaust system 2 into 2. Excellent condition, no rust. $200. Paul Lango,

A ‘Vintage Japanese’ motorcycle is 20 years old or older and, of course, Japanese. Please be aware that ads may be edited. Don’t

feel reluctant to use punctuation and proper case in emailed ads.Be aware of publication deadlines, also. Ads are due by the 20th

of the month in which a newsletter is issued for the NEXT release. For example, ads for the April 2011 magazine will be due to the editor by Feb. 20, 2011.

If you have business related ads, please consider taking out a com-mercial ad. Contact Bob Billa 760-636-3288 ([email protected]) or me for details and rate information. We can now handle color photos to accompany your ads. Cost is a minimal $10 per photo per issue. Please address payment to ‘VJMC’. In either case, please send to Gary Gadd, 3721 Holland St., Fort Worth, Texas, 76180, 817-284-8195, [email protected].


CLASSIFIEDS

Easley, South Carolina, 864-220-3245, [email protected]

1972 Honda CB 175 K6. Gold/black, 6580 original miles, excellent condition, stored in A/C garage. $2000 obo. Herbert Selbach, North Carolina, 910-794 9350 [email protected] 1972 Honda CL175. Stored inside since 1966. 12k miles, some rust, dings and character. Started it with no problem, rode it through its gears and have parked it. Shop manual included with a few extras. Nice restoration or runabout project. Email with questions or pic-tures. Rob Hall, 509-997-0360, Twisp, Washington, [email protected] 1972 Honda CL350. Two bikes. One is a complete barn fresh project bike. The engine is free and it does try to run. Needs points, plugs, paint….Second is a complete barn fresh project that was disassembled for restoration. It is still in a box with no restoration work done to it. The engine is free and I do have a title. Aaron Canfield, 479-790-8540, Bella Vista, Arkansas, [email protected]

1972 Honda CB750. This bike is an all original survivor and it has solid original pipes. All of the chrome is in good shape. The bike has not been run for several years, but it still turns over. Asking $5000 obo. 815-233-0152/815-275-0306, Illinois 1973 Honda CB500 Four. Original paint. Was running when it went into storage 10 years ago. They didn’t drain the gas! Needs cleaning. Clear title. $1200. Jim Hoffman, 360-600-6388, Vancouver, Washington, [email protected] For 1975 Honda CB360, NOS gas tank. Rivera Blue. Only been out of plastic wrap for photos and inspection.

In perfect condition. #225 with free shipping to US addresses. Roger Cole, 304-379-2497, Bruceton Mills, West Virginia, [email protected] 1976 Honda XL350. Black, great restoration project, all original, $500. Scot, (586) 468-8472/(586) 484-6939, Macomb, Michigan 1976 Honda GL1000. complete bike not fully assembled. Frame powder coated, engine back in, wheels on. Correct parts for stock look. Have pictures. $1000 obo. Ray Izzon, 727-505-3897, Tampa, Florida, [email protected] 1978 Honda CB125S. Red, 1970 miles, all original except tank primer on the right side. Minor damage hap-pened during the 2004 Hurricanes. Repair started, just needs paint and re-decal to the one side of the tank. Bike is in excellent condition. $1700. ete Geisler, (407) 688-1966, Osteen, Florida, [email protected]

For 1978 Honda CB750K, 3-piece Samsonite detachable bags with back rest. See photo. Good condition. $250. Vetter fairing and lowers with Cycle Sound with Motorola AM/FM/40 ch CB. Good condition. $250. Mick North, 740-808-4408, Lancaster, Ohio 1980 Honda CT110. Looks like new, only 650 miles, approx. in k’s. Canadian model. Asking $2100 obo. Ask for photos. George Fickett, 804-541-6264, Prince George, Virginia, [email protected]

1980 Honda CB750K. Own a classic un-restored 750K, one of the first double overhead cam models. Carbs were rebuilt by a Honda mechanic. Seat professionally recovered and sewn like the original molded seams. Chrome Mack four into one header and the original exhaust. 18000 miles with original paint that is with some

sun fading but no dents. Missing right hand plastic side cover. Chrome is OK, original wire front wheel has been installed. $1200, buyer must pick up with cash or arrange ship-ping. Call for more information. Also there is a 1982 parts bike available for an additional $150. It is a rolling chassis with engine but no body work. Doug Mantooth, 828-586-3495, Cherokee, North Carolina. 1981 Honda CB750 Custom. Clean original bike, rare Japanese import, dry stored, runs sweet. Petrol tank professionally blasted, sealed and primed, needs top coat. Spare ex-haust and box of bits. Ideal winter project. Open to offers. Malcolm Elliott, 01434382261, Cumbria, UK, [email protected] 1982 Honda CBX. Mint six cylinder. None nicer. New tires and brakes. 14000 pampered miles. Spotless. $5500. Jim Hoffman, 360-600-6388, Vancouver, Washington, [email protected]

1983 Honda CL200R, Only 760 miles. New tires and battery. Excellent condition, like new. $2500. Richard Marshall, 253-275-6739, University Place, Washington 1983 Honda CX650 Turbo. 11500 original miles, runs excellent. Very rare bike, 1777 made. 100 hp from factory, top speed 140 mph. Don Ju-lian, 619-733-2980.Santee, California, [email protected] 1983 Honda CB1000C. One year only CB1000 Custom. Inline four, ten speed trans, air shocks, driveshaft, etc. 25k original miles. Runs great. Taking best offer. Pics at http://s969.photobucket.com/home/FXHammer/recentuploads?view=slideshow.Lonnie, Wisconsin Dells, Wisconsin, [email protected] 1985 Honda XR350R. 100% origi-nal, restored, engine reconditioned by Poweroll. No MSO. Ready to roll. This is the rare single carb model. Jim Mann, 903-729-4440, Palestine, Texas, [email protected]

1985 Honda GL1200I. 31,351 miles, needs stator, runs great always garaged, new tires (400miles). $2000 obo. John, [email protected] 1986 Honda XL250. 3000 original miles! Great condition. Art Sirota, 650-363-9277, Redwood City, California, [email protected]

kawasaki 1960’s Kawasaki Omaga Super 150. Bought as a project, bike is all there. Blue in color, 1619 original miles. Rough, has rust on chrome. Not as bad as some I have seen, not as good as others. A good project. Best offer gets it. Have pictures upon request. Greg McCaskey, 803-632-2428, South Carolina, [email protected] For Kawasaki A1/7, lots of gaskets, plus some complete kits. Email me with PN’s or you needs. Maybe I can help. Also, new carb float bowl gaskets for Kawasaki H1 H2 S2 and S3. $2 each plus shipping, while they last. ran Golden, (661) 822-7149, [email protected]

Kawasaki F7 175cc. Great original condition. It has some bumps and nicks, but you can tell this bike hasn’t seem much off road use. It still has its original lighting, mud flap, unbent steel fenders, luggage rack and Brush Chains. I just had the tank cleaned and red coated. Starts and runs great. Pictures at www.youtube.com/watch?v=HQxuL1j-hQ. $1750. David Hellard, 614 975-4488, Columbus, Ohio, [email protected] 1973/75 Kawasaki Z1 900 and Turbo KZ900 Dragbike. Not running but you can fix. Need to sell due to health. $5000 cash for both and parts. Charles, 706-459-0526, Dalton, Georgia, [email protected]


CLASSIFIEDS

1975 Kawasaki F-11. 250cc, good original condition. Runs well, $950. Chuck Perkins, 217-392-2547, 306 E Green, Augusta, Illinois

1978 KZ1000 Z1R. Less than 10k miles. All original except for pipe. Currently has Vance and Hines 4 into 1 system, original excellent condition exhaust is available. Bike has won several trophies in various shows. I am asking $10000 or best acceptable offer. Motivated seller. Shawn Slaughter, 410-868-0257, [email protected] 1983 Kawasaki Ltd 1000. Only 17k miles. Nut and bolt restoration. Will come with full MOT new discs and pads. Frame, centre stand and swing arm powder coated. Genuine Kawasaki exhaust. Rides like new. Pictures do not do it justice, must be seen and ridden. Will never lose its value. PX for smaller bike considered. £1995 British pounds. Any questions or suggestions, call. Mark Melia, 07548 477971, Walsall, UK, [email protected] 1986 Kawasaki Vulcan 750cc. The bike is very clean and runs well. 15k miles, new AGM battery, saddle bags and extended back rest. Has current inspection. Asking $1900. Ron Cline, 717-838-9632, Palmyra, Pennsylvania, [email protected]

Planeta 1976 IZH Planeta Sport 359. Rare Japanese first series model in good condition. 340cc, 32 hp, 2T. All questions to email, please. Eugene, Russia, [email protected]

suzuki 1969 Suzuki T350. Titled in 1970. Very good original condition, 10400 mile,

pearl white, manual, parts book. $2500. Steve Lindley, (479) 846-3949, 122 N Ozark St, Prairie Grove, Arkansas, 72753, [email protected] 1972 Suzuki TS185. Old classic enduro. $450. Scot, (586) 468-8472/(586) 484-6939, Macomb, Michigan 1975 Suzuki GT750M. In good condi-tion. Send me your email and I will send a photo and info. Juan M. Madriz, 506-226-8327, San Jose, Costa Rica, [email protected] 1976 Suzuki GT250. This bike runs and has 10010 miles on it. Two minor dents and a two stroke oil leak. Other than that it is very clean and complete. Aaron Canfield, 479-790-8540, Bella Vista, Arkansas, [email protected] 1977 Suzuki GS750/850 Café. Totally rebuilt. It’s a 1977 GS750 with 850 cylinders, head and carbs, Dyonjet kit, chrome Vance and Hines 4into1 pipe, K&N air filters, café fairing, single seat, CB900F shocks, new paint, tires battery, o-ring chain. Featured in Cycle Canada last August. Comes with extra parts and manuals. It’s a must see one of a kind bike. Asking $2900 Ca-nadian. Tony Hitchen, 519-865-9589, Paris, Ontario, Canada, [email protected]

1982 Suzuki Katana GS550M. This bike is very rare, the small Katana was only produced for 2 years. I am the second owner. I have owned the bike since 1985. This bike is in excellent condition. It has all original paint and exhaust pipes.Has been stored last couple of years. Asking price is $4700 obo. 815-233-0152/815-275-0306, Illinois

1982 Suzuki GS750T. 16000 miles, full Vetter fairing, Vetter side bags, rear storage compartment. Good

seat and all instruments work. Al-ways kept inside, not sun faded. All chrome pieces are good, paint real good. Have some spare parts. Very good road bike. I’m the 2nd owner, owned since mid-90’s. $2000 cash. Fred Hart, 865-661-8831, Knoxville, Tennessee

YamaHa 1964 Yamaha YA6 Santa Barbara 125cc. Very nice overall condition, good original blue paint with slight spots/stains on the front fender, ex-cellent chrome, new tires, new seat, new battery. Starts and runs well. Clear title. Electric starter, lights and horn work. 1418 miles from new. $1200, you arrange shipping. Larry Anderson, 719-338-1684, Colorado Springs, Colorado, [email protected]

1967 Yamaha YM1 305, red and white and has great potential, stored about 15 years. Have not run it lately, have title. Possible trade for RD400’s. $1500 is a firm price. Possible delivery between MN and AZ. Jeff, 218 766 8193 [email protected]

1967 Yamaha YR1 350, blue and chrome and has great potential. Runs and is titled. Am interested in RD400’s or cash. $1500 is a firm price. Possible delivery between MN and AZ. Jeff, 218 766 8193 [email protected] 1968 Yamaha YAS-C 125cc. Twin street scrambler. Blue and white. Recent tune-up. Runs great, looks great. Pics on request. $1800. 616-638-5193, West Michigan, [email protected]

1972 Yamaha DS7 250cc. All original with some NOS parts. Mechanically sound. Nice condition with the ex-pected patina for its age. Has been dry stored since 1994. 11727 miles, with title. Great basis for a restoration or a great parts bike. Email for pics. $1600. Steve Liberatore, 770-420-5901, Kennesaw, Georgia, [email protected]

1975 Yamaha 80cc Enduro. Good condition. $400 or best offer. Good title. huck Perkins, 217-392-2547, Augusta, Illinois For Yamaha YHA 143 SAE M79, complete set of lights, turn signals, speedometer and assorted. Best offer. Chuck Perkins, 217-392-2547, Augusta, Illinois 1976 Yamaha XS650. Street tracker with all of the Omar goodies. Runs great, fun bike to ride, always draws a crowd. $4000. Ben, 843-424-2061, Myrtle Beach, South Carolina, [email protected] 1977 Yamaha XS400. 13,700 miles. All original, except for aftermarket mufflers. Red original paint. Factory mags, and 6 speed trans. Disc brakes front and rear. Bike has new battery, rear brakes and rear chain. Ride anywhere. Always garaged. AMCA legal in2012!! $1,500. Email me for pictures. Paul Lango, Easley, South Carolina 864.220.3245 email me at [email protected] for pictures.

1978 Yamaha XS650. Great condition, only 7k miles. $2000. Plus I have the original exhaust pipes which are A++, rear grab bar, manual, tool kit, original 1978 OH title, etc. I can send pics of those. Sean Carrigan, 859-391-8736, Cincinnati area, [email protected] For 1979 Yamaha SR500, frame and


If you enjoyed this issue of the VJMC magazine, why not pass on the legacy to a friend. It is easier than ever to join our great organization. Simply go to www.vjmc.org and click the “Join the VJMC” button. Our dues are $30 per year, which entitles you to a year’s worth (six issues) of the club’s bimonthly magazine, and our event schedule is growing monthly for the benefit of members.

If preferred, your friend may fill out the form below and send it along with the dues to Bill Granade, 13309 Moran Drive, Tampa, FL 33618-3011.

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Dues: $30 one year; $55 two years; $80 three years

CLASSIFIEDS

set of wheels only. There might be a few extra parts on the frame like battery box or rear brake parts. Aaron Canfield, 479-790-8540, Bella Vista, Arkansas, [email protected] 1979 Yamaha XS1100SF. Needs fin-ishing, head work completed, head installed, but needs the rest of it put back together. Repaired engine after cam chain failure. Café style flat bars, chrome grips. No delivery, no checks. Can email pictures to interested parties. Bike is very complete, very clean, comes with two boxes of spares, wiring harness, relays, new seat cover, etc. Russell Therrien, 301-481-3390, Hollywood, Maryland, [email protected] 1980 Yamaha XS400. A+ condition with tank and side covers professionally painted gloss black. New sprockets, chain, battery, plugs, oil and filter. Carbs cleaned and tank sealed. If you like black and chrome this is your bike. $1200. Can email pics. Sean Carrigan, 859-391-8736, Cincinnati, Ohio, [email protected] MISCELLANEOUS ITEMS FOR SALE Magazines. Old Bike Journal, Wan-leck’s, many others including manuals

and owner manuals going back past 10 years. Call for price. William Gorski, 609-965-5893, Mays Landing, New Jersey, [email protected] Selling a few cycles from large private collection.1982 Kawasaki GPZ1100, 4900 miles, red, runs well. $4500. Also 1982 Suzuki Katana 550 with 20000 miles. Runs great, medium shape, $2000. 1978 Honda GL1000, 10000 miles, black, needs carb service other-wise very nice. $2900. 1979 Kawasaki KZ1300, 1100 miles, needs very little, $6000. Ken, 602-390-3375, Arizona, [email protected]

1960’s and 1970’s Japanese Bike Posters. Very nice colour blowups from original brochures. Email for lis of models and my brochure & parts list. Rick Seto, Ottawa, Canada, [email protected] For Yamaha and Kawasaki, Parts. Recently bought from dealership. Yamaha parts from the early 1960’s to present. Kawasaki parts from 1971 to present. All NOS and still sorting thru. If you are in need of early parts, try email and I will check for them. Rob Oliphant, [email protected] Magazines. Anybody interested in UK

VJMC magazine, ‘Tansha’? Complete years 2003-2009, all in perfect condition. Drop me a line if interested. Dave Cullen, 00441506433000, Livingston, Scotland, [email protected] 1972-76 Kawasaki, Yamaha, Suzuki. I need to sell off a 15 year hobby collec-tion of 2-stroke bikes. 1975 Kawasaki H1 is complete with many extra parts. Ready to be put together and enjoyed. 1972 R5 Yamaha 350cc is a basket case, but complete. 1976 Suzuki GT550 ran when parked. Many extra parts for all. Please call or write, all must go. 615-459-9054, Smyrna, Tennessee, [email protected] Vintage Motorcycle License Plates. Arizona 1966/71/72. $125 each. New, never used. Dick, 253-273-6739, Ta-coma, Washington For Vintage Japanese bikes, parts. I have a large lot, 2 large storage units, of Japanese motorcycle parts for bikes dating from the late 1960’s to early 1990’s. Parts are being distributed as decedents’ property, and will be sold as one lot for resale. Parts are split between used and remanufactured to new OEM and aftermarket replacement. Includes engines, electrical, drive train, body, fuel, exhaust, etc. Serious inquiries

only please. Andy, 631-767-5620, Long Island, New York, [email protected] Tires. For Honda CB/CL350, CA/CB/CL77, CA95, CA/CL160, CL125A, CL175, etc, Cheng Shin tire sets. I have a large supply of new Cheng Shin tire sets for 1964-73 Hondas. Specific sizes I have in ribbed tread: 3.00x16, 2.25x17, 2.50x17, 2.75x17, 2.50x18, 2.75x18, and 3.00x18. Specific sizes I have in Universal tread: 3.00x16, 3.25x16, 2.25x17, 2.75x17, 3.00x17, 2.75x18, 3.00x18, 3.50x18, 4.00x18, 3.00x19 and 3.50x19. Email me with your zip code for prices and shipping costs. I will be at Mid-Ohio if you want to save on shipping. Swap meet spot R-20. Bill Gray, 615-941-1751, Nashville, Tennessee, [email protected] 1965 Yamaha Big Bear, two bikes. For 1978 Honda Gold Wing, parts. Lots of plastic side covers. 2 rear drive units, two radiators with fans, front fenders with emblems, oil filter cover, fuel pump, carb and manifold set, misc small parts. $300 for the lot or separate. 1978 Honda 400 twin with good engine, $200. Parting out 50 Hondas, 1969/80, $75 each. Yamaha and Honda mopeds. Lots of seats. 4 CB750 4-cyl gas tanks, $50 and up.


CLASSIFIEDS

Located near Rhinebeck, New York meet site. Ken Krauer, (845) 266-3363, Salt Point, New York Japanese Street Bikes. I recently bought a large lot of vintage bikes and parts. Mostly old Japanese 2 stroke. Most of the stuff is in rough shape, but having restored bikes for over 30 years now, I know how hard it is finding some of this stuff. I hope to my bikes and parts can find good homes and help others with their projects. This is a partial list of what I have. Let me know if you need photos. 1967 Yamaha R 350cc, complete, original, been sitting for years, 10k miles, s/n 11678, $800. 1967 Bridgestone 175cc Dual Twin, complete, rough, $300. 1967 Yamaha RCD1 Electric 180cc, red color, rough, complete $350. 1986 Suzuki GSXR 750 (1st year), crashed, with seat, fairing, wheels replacement forks, $600. 1967 Suzuki X6 Hustler 250cc, with tank, no bodywork, rough, $200. Pallet of Suzuki Triple 2 stroke motors from 380-550cc, $250. Pallet of Kawasaki Triple engines, 250-400cc, plus miscellaneous parts, $200. 1975 Suzuki T500, complete, original, no paperwork, $700. 1978 Suzuki GS1000C (only year produced), spoked wheels, rough, complete, $600. 1972 Suzuki T500, rough, has expansion chambers, Mikuni Carburetors, Mulholland shocks, $300. Don McGregor, 714-746-5713, Anaheim, California, [email protected] Parts. Many older classic Japanese parts. Call and let me know what you need. William Gorski, 609-965-5893, Mays Landing, New Jersey, [email protected] For Honda, Yamaha, Kawasaki, huge selection of NOS items. We are a Honda and Yamaha dealer from the early 1960’s. All our parts are by part number, NOT by bike. If you are interested please call or email with the part numbers you are looking for. Please list year, make and model. Scott, 860-886-2407, Taftville, Connecticut, [email protected]

Original motorcycle magazines con-taining road tests for your 80’s vintage Japanese motorcycle. $2.00US plus $7.77US s&h (incl air mail for anywhere in Canada or US). email your year, make and model to me and I’ll see if I have a copy for you. I am clearing out my motorcycle magazine collection to benefit VJMC people. Canadian Stu at [email protected] Factory manuals. New, not reprints or photo copies. Printed in Japan: EF1800 portable engine: 1980. XR200R: 1981, 82,

84 3 copies, 85, 86 2 copies. CB900F: 1981. GL1100 1982 2 copies. CB900C: 1982 CB900C. ATC70: 1982 2 copies. ATC250R: 1984. CM450E: 1982 2 copies, 83. CM450 Custom: 1982 2 copies. CM450A: 1982 4 copies. CB450T Hawk: 1982. CB750F: 1982. XL80: 1983. Honda Big Red: 1983. XL600R: 1983 3 cop-ies. CB650S Night Hawk: 1983. NC50 Express: 1983 3 copies. NU50/NU50M: 1983 2 copies. VF500F: 1984. EF600 portable engine:1984 #LIT-19626-21-04. XR600R: 1985 4 copies, 87 2 copies. NQ50 Spree/Spree Iowa: 1985. CB450C Hawk: 1985. RM125F: 1985 #99011-14521-03A. V500C: 1986. CH1500/Elite 150: 1986. Honda Fourtrax: 1986. NB50/Aero50: 1987. 250R: 1987. TRX350: 1987 2 copies. SB50/SB50P/Elite 50 ES/EL: 1988 2 copies. TRX125: 1988. TRX200 SX: 1988. TRX300 FW: 1988 6 copies. RM125J: 1988 #99011-01B22-03A. YP20GA/30GA & TP20TA/30TA: 1988 #7JU-28199-70. EF600/EF1000 Generator: 1988 #LIT-19626-21-00. YP20GA/30GA & YP20TA/30TA: 1988 # LIT-19626-00-17. $25.00 including shipping. 1980/81/82 CBX, $75 including shipping. Printed in USA: 1983 VT750C Shadow. 1984 CB700SC, 3 copies. 1984 VF500C/V30 Magna. 1985 VF500C. 1985 CH250/Elite 250. 1985 CB650SC Night Hawk. VT700C Shadow 1985, 86. 1986 XR600R. 1986 XL600R 3 copies. 1986 CMX450C 2 copies. 1987 CH80/Elite 80 4 copies. 1987 SE50/SE50P/Elite 50S 4 copies. 1987 CMX250C Rebel. 1987 CMX450C Rebel. 1988 VT600C Shadow VLX. 1989 SB50P/Elite 50E 2 copies. 1989 SA50/Elite 50LX, $25.00 each including shipping. Dougal House, 805-961-9991, Fax 805-961-4611, Go-leta, California, [email protected] Parts and Accessories. Send SASE for list. Ed Allyn, 845-679-2051, 30 Millstream Rd, Woodstock, New York, 12498, [email protected]

WANTED:

Bridgestone For 1970 Bridgestone GTR350, need frame with a valid title. Dave Isacco, 440-483-7628, Northeast Ohio, [email protected] For Bridgestone GTR350 or GTO350, I need a right hand carb cover in good shape, not skinned up. Richard Blue, 979-324-8043, College Station, [email protected]

Hodaka For 1977 Hodaka 250SL, need ex-haust pipe with or without silencer/

spark arrestor, and mounting hard-ware. Doug Bottalico, 386-943-9690, Deland, Florida, dvbottalico@gmail

Honda 1962 Honda 19cc Cuby Engine. Look-ing for any engines, parts or literature on this little engine. Especially need the assembly manual, a copy will do. Tom Kolenko, 770-427-4820, Atlanta, Georgia, [email protected] For 1966 Honda CA160, looking for an ignition coil. Trying to get goth of my CA160’s on the road for my wife and myself! Karl J. Hetzel, 740-815-8242, Ohio, [email protected] For 1960’s Honda P50, I need the tool Honda had to grind/cut the valve seats. These seats are so small that none of the usual tools will work. Has anybody serviced P50 valve seats? Jerry Havenhill, 816-686-5338, Mis-souri, [email protected] For 1967 Honda Dream 305, I am look-ing for an original (not recovered) seat. Must be in excellent shape. Mathew Capriotti, 360-385-1246, Port Townsend, Washington, [email protected] 1968/72 Honda CL/SL350. I’m look-ing for one already done or original. Would consider a 305 or 450. Gary Surgeon, 314-276-8208, Dow, Illinois, [email protected] For 1968 Honda CL450D, looking for chrome tail light bracket and chrome rear fender to complete a D model conver-sion kit. Dave, 334-347-9002, Alabama, [email protected] 1969 Honda CL350. Looking for com-plete bike or basket case. Any condition, will travel 300-400 miles to pick up. Mark Thibodeau, 860-868-1766, Connecticut, [email protected] 1970’s Honda CB. Looking to buy a CB350 or CB360 in great condition. Please forward pics to above email. Toronto region preferable. Enzo, 416-745-5977, Toronto, Canada, [email protected] For 1973/73 Honda SL350, need misc parts to restore an 1971 model. Side covers, seat, kick stand, mufflers, etc. Give me a call anytime. Also I will consider to buy a 1970 whole bike in superb shape. Many, 480-252-5898, Arizona, [email protected]

For 1974 Honda CB350F, looking for any good used or NOS parts. Needs lots of stuff, so tell me what you have.

Mark Oates, 310-403-5851, Los Angeles, California, [email protected] For 1976 Honda CB200, I’m looking for an engine for a bike I already have. Phinnie Gehl, 727-434-2068, Clearwater, Florida, [email protected] 1979/81 Honda XL500. Seeking XL500, or possibly XL250 in original, not restored, complete condition. Particularly interested in the first year XL500. I will pay cash, or possibly consider trading my 100% original 1981 Kawasaki GPz550 for the right Honda XL. Prefer within 300 miles of Atlanta. Gary, Atlanta, Georgia, [email protected] For 1979 Honda CB750 Super Sport, need right side exhaust. Would prefer OEM but excellent condition may be considered. Jim Dressander, 616-443-8212, [email protected] For 1980 Honda CM200T Twinstar, looking for a sissy bar/luggage rack. Doesn’t have to be fancy, just practi-cal. Tim Klein, 402-618-4799, Omaha, Nebraska, [email protected] 1984 thru ‘86 Honda Nighthawk S (CB700SC). Looking for any NOS or mint used parts and possibly complete bikes (depending on price). Lost everything in a huge house fire and looking to rebuild. Joe_Angelucci, (216) 382-8965/(216) 381-3169 12-11 pm EST, Cleveland, Ohio, [email protected] For 1986 Honda VT700C Shadow, battery side cover. With or without the Shadow decal. Louis Cefaloni, 973-214-7355, New Jersey, [email protected]

kawasaki For 1971 Kawasaki F1 175cc, I am looking for front forks, rear shocks and a good bottom end (I have a good top end), or a complete engine that turns over and doesn’t have bearing noise. Also need correct handlebars and signal lights. I’m trying to get m dad’s bike restored for him for Christmas. Daren Bell, 865-654-1438, Sevierville, Tennes-see, [email protected] 1972/75 Kawasaki H2 750. Parts or bikes. Email me pics and price. Steve, 260-466-1154, Pierceton, Indiana, [email protected] For 1973 Kawasaki KZ100 G5B, need a headlight. Possible part number is 23007-023-7299. W.D. Snowden, [email protected],


Add shipping & handling:All items sent Priority Mail with delivery confirmation $5.50 first item and $3 each additional item USA only. Canadian orders multiply US Mail rate by 1.5 to determine shipping.

Regalia Order FormT-Shirts:• White 100% cotton, printed front and back. Available in sizes S, M, L, XL, 2XL ... $15Polo Shirts:• Red or white Polo shirts with embroidered club name & logo on left chest,• 100% cotton. Available in sizes M, L, XL and 2XL ................................................ $25Hats:• Black or grey, cotton, baseball style, embroidered club name & logo ................... $15Coffee Mugs:• White ceramic 12 oz, with club name & logo ......................................................... $52002 VJMC Calendars:• 8.5”x11”, nice photos: H1, C100, CB350F, UM1, CB77, H2, X5, etc..................... $5Quantity Item Description Size Price Total

Shipping Charges $_______Enclosed is my check or money order made out to “VJMC” for the total of $_______

Ship to:

Name:

Address:

City, State, Zip Code:

SEND YOUR ORDER TO: Tom Kolenko-VJMC • 2443 Elmhurst Blvd. • Kennesaw, GA 30152Regalia Questions?: Email me: [email protected]

CLASSIFIEDS

For 1983 Kawasaki ELR, set of tires. Looking for NOS or reproductions of the Dunlops, Front was 100/90-19, Rear was 120/90-18. Ed, 586-872-3839

suzuki 1963/64 Suzuki T10 250cc. I’m look-ing for the right bike. Please send full information, contact info, and pics to my email. Lee Stewart, 903-242-7617, Gilmer, Texas, [email protected] For 1965 Suzuki S32-2, need a seal kit and fork seals. Will travel to meet or go through the mail. Paul Taylor, 562-980-2253, Long Beach, California, [email protected] 1969/72 Suzuki T125 Stinger twin. Anything considered, preferably com-plete bike. Any condition considered. Email with photos if possible. Ian Easton, 951-789-1523, Riverside, California, [email protected] For 1970 Suzuki T500 Mark 3, looking for owner’s manual. This is the small handbook that comes with the bike when purchased. Paul Miller has reproductions of these manuals for

every year EXCEPT 1970. I would like to purchase an original manual but a photocopy or PDF version would be a good start. [email protected] For 1975 Suzuki GT185, Micron expansion pipes for the 185 twin or equivalent. Eugene McKay, 978-473-4673, Boston, Massachusetts, [email protected] For 1982 Suzuki GS450E, looking for a new or NOS instrument cluster cover (black cover/housing), headlight housing and sealed beam headlight. Ryan Whitt, 402-306-2289, Omaha, Nebraska, [email protected]

For 1984 Suzuki GS550, need a CDI igniter. Jeff Chartier, 931-707-9818, Ten-nessee, [email protected]

toHatsu Tohatsu Owners and Fans. You are invited to join our new Tohatsu Support Group at, HTTP://groups.yahoo.com/groupTohatsucycles. A site to share knowledge, experience and parts to help keep these old bikes alive! [email protected]. Cal Stender

1960’s Tohatsu RunPet Sport 50cc. Seek complete bike. Non-runners OK too. Tom Kolenko 770-427-4820, Atlanta, Georgia, [email protected]

YamaHa For 1973 Yamaha Enduro DT3 250cc, I am in need of a Dunlap 400 18 Trail Universal for the rear. I have the correct Dunlap 300 21 for the front (like new). A new one would be great but slightly used (no cracks in the side-walls) would be acceptable. Any help locating one would be appreciated. Thanks from a new member, but a long time rider. Tom Janes, 317-848-9634, Carmel, Indiana, [email protected] For 1974 Yamaha RD200A, need air cleaner elements or any available source you may know. Carl E. Sharp, 863-675-0556, Florida, [email protected] For 1980/84 Yamaha YB100 or DX100, looking for a seat. David Webster, 0418 227 873, Perth, West Australia, [email protected]

MISCELLANEOUS ITEMS WANTED Japanese NOS mopeds and motor-cycles from the 60ties and 70ties for our showroom. If you have anything to offer please contact me. Mike Buttinger, [email protected] Dealer Memorabilia. Collector seeks 1950’s-1980’s Japanese dealership items including banners, signs, ash-trays, lighters, hats, clocks, promos, etc. Rare, weird and old is good.Tom Kolenko, (770) 427-4820, Atlanta, Georgia, [email protected] Honda CBX 1000cc 6 cyl memora-bilia for Museum and the ‘CBX Book’ I am presently writing. Any brochures, adverts, posters, owner’s manual, workshop manual, set-up manual, toys/models, old photos, etc. related to the 1979-1972 CBX. Also period aftermarket fairings/bodywork. Let me know what you have and how much you need! Ian, 626-444-9358, California, [email protected]

WE KEEP IN STOCK MOST OF THE PARTS REQUIRED FOR BOTH ENGINE REBUILDS AND COMPLETE RESTORATION PROJECTS

ORIGINAL MUFFLER SPECIALS:CB750K0/K1 ‘300 TYPE’ SET OF 4 EXHAUSTS CB750K2-K6 (72-76) ‘341 TYPE’ SET OF 4 EXHAUSTSCB750K7 ‘405 TYPE’ SET OF 4 EXHAUSTSCB500F/550K/K1/K76 ‘323, 374 TYPE’ SET OF 4 EXHAUSTSCB350F ‘333 TYPE’ SET OF 4 EXHAUSTS

AFTERMARKET MUFFLERS:CB750K0-K6 4:1 CHROME COMPLETE EXHAUST PLUS MANY MORE

ORDER ONLINE:VAST COMPREHENSIVE AND EASY TO USE, SECURE ONLINE STORE – THOUSANDS OF GENUINE HONDA AND AFTERMARKET SPARE PARTS LISTED FOR HUNDREDS OF MODELS

WE STOCK MANY LARGE COMPONENTS:CYLINDERS, BARRELS, CRANKCASES, WHEELS, TANKS, EXHAUSTS, FAIRING PANELS, SEATS, FRAMES, etc.

PARTS SUPPLIERS FOR ALL HONDA MOTORCYCLES:FROM THE EARLY 60’S AND 70’S CLASSICS TO THE LATEST MODELS

SPECIALISTS IN PARTS FOR HONDA

ALL AT DISCOUNTED PRICES

“The world’s largest Independent Stockist of New Old Stock for Honda Motorcycles”

We receive huge deliveries of old and obsolete Honda parts throughout the year. Check out our website for your model.

DAVID SILVER SPARESUnit 14, Masterlord Industrial Estate,

Station road, Leiston, Suffolk, IP16 4JD, United KingdomWeb: www.davidsilverspares.com

Email: [email protected]: 011441728833020 Fax: 011441728832197

DAILY UPS SHIPPING TO THE USAHONDA ~ HONDA ~ HONDA ~ HONDA

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2010 barber was ‘best ever’ · the presentation of the legends of indy awards at the concours...

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