35th AnniversAry rAlly - Vintage Japanese Motorcycle Club

OFFICIAL PUBLICATION OF THE VINTAGE JAPANESE MOTORCYCLE CLUB OF NORTH AMERICA, INC.

Inside: • Tempting Suzuki find

• Rust-removing tips

• Vintage show reports

• Hundreds of classifieds

The

Vol. 33, No. 5 October 2012 • $5

1977 2012

Years

35th AnniversAry

rAlly

October 2012 www.vjmc.org 3

08 Tool tips Dealing with broken fasteners

12 Show report VJMC is ‘Classic Club’ at Mid-Ohio

16 XS400 cafe project Custom Yamaha ‘wins’ rally

20 Tempting Suzuki A closer look at the GR650

24 GL1000 project Introducing a new generation to VJMs

26 Tech help Removing rust from tanks

34 Tiddling around Big fun in little packages

37 Show report VJMC at the Gilmore Museum

40 Ride report Storming the S.C. backroads

42 Restored CB400F Bringing a four back to life

46 Show report All Japanese show in Kansas City

48 Show report Hodaka a star in Washington


Inside: • Tempting Suzuki find

• Rust-removing tips

• Vintage show reports


The

Vol. 33, No. 5 October 2012 • $5

1977 2012

Years

35th AnniversAry

rAlly

On the cover

These Kawasakis were just two of the dozensof beautiful VJMs to showat the East Coast rally.

COVER STORY28 VJMC celebrates 35 years in style East Coast rally draws hundreds to Indiana

04 President’s letter06 Letters

50 Classifieds54 Regalia

FEaTuRES

DEpaRTmEnTS

The

4 www.vjmc.org October 2012

VJMC magazineOctober 2012Vol. 33, No. 5

PresidentTom Kolenko770-427-4820

[email protected]

EditorBrendan [email protected]

Art DirectorRhonda Cousin

Classified adsGary Gadd

[email protected]

Display Ad Director/VP

Gordon East864-944-8687

[email protected]

West Coast RepVolunteer Needed

Mountain States RepVolunteer Needed

Central States RepVolunteer Needed

Northeast RepVolunteer Needed

Southeast RepVolunteer Needed

Membership DirectorBill Granade

[email protected]

Mission statement:The purpose of this organization is to promote the preservation, res-toration and enjoyment of vintage Japanese motorcycles (defined here as those 20 years old or older). The VJMC also will promote the sport of motorcycling and camaraderie of motorcyclists everywhere.

© 2012, Vintage Japanese Mo-tor- cycle 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 letters 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 occur-ring as a result of advice given in this publication or for claims made by advertisers of products or services in this publication.

This club has the pedal to the metal. It’s midsum-mer as I write this and we

are in the execution phase of the 35th Anniversary event schedule. I had the privilege of attending the AMA Vintage Motorcycle Days at Mid-Ohio celebration and our East Coast National Rally in the past 30 days. At both events, the hard work, planning and commitment of our members to serve others was truly inspiring. These folks were commit-ted to helping members have fun. Mission accomplished in most ob-servers’ eyes.

Leaving Atlanta for Mid-Ohio at 9 p.m. and driving all night gave me lots of seat time to reflect on the amazing people in this club. El-lis Holman and Pete Slatcoff spent months assembling a cadre of vol-unteers that made things happen. With the belief that you “frontload for success,” these men and their dedicated teams created amazing memories for all our members lucky enough to attend either event. Mid-Ohio volunteers this year signed up more new members than any other single event in our club’s history. The East Coast National Rally also broke club records as the largest national rally in 35 years. Thank you to all the VJMC volunteers who made this happen.

Next on the event horizon are the West Coast National Rally and the Eighth Annual Barber Vintage Festival. The amazing team of Bob Leonard and Jack Stein have gone into top gear to create a rally program in Solvang, Calif., that sets a new standard for the VJMC out West. It’s our first stand-alone VJMC rally in California. Don’t miss this opportu-nity to ride, show, scope out museums and share experiences with fellow club members over this weekend. I hope to see many of you there.

The Barber Vintage Festival

remains one of the best vintage motorcycling events in the USA. The seasoned team of Lloyd Blythe, Gordon East, Bill Granade, Buck Mitchell and Barry Whitley continue to set new standards for a club event. The generosity of George Barber providing free weekend passes to our members bringing show bikes guarantees an amazing field of Japa-nese iron. You owe it to yourself to visit this iconic setting at least once in your life.

The momentum in the club contin-ues to build. In response to my plea for greater local event participation, individual members have stepped up. David Rutherford contacted me to volunteer to represent the VJMC at the Japanese White Rose show in southeast Pennsylvania. I sent him a display banner and some membership signup cards which he put to good use by enrolling 11 new members. David has just become our newest Field Representative in Pennsylvania and we thank him for his hard work. If you are interested in becoming a VJMC Field Representative, please contact me directly.

The best part of this job so far is meeting our members face to face. Some have even become my riding heroes. At the Indiana rally, a trio of 76-year-old members in Russ Bees, John Keele, and the legend-ary Jim Townsend continue to ride at a pace that keeps us youngsters in tow. Diehard Suzuki Katana rider, Koyo Takitani, rode 13 hours through torrential rains and thunderstorms to come to the rally. His colorful Japanese dinner garb and T-shirt gifts provided added entertainment at our Saturday banquet.

Ultimately, this club depends on members interested in service to oth-ers. Whether it’s field reps organizing local events or regular booth work-ers like Steve and Melody Adams, Julie Slatcoff, photographer Debbie

Blythe, bike show specialist Greg Pitt, chefs Gary Rhodes and Steve Searles, and others who donate their time and talents so many others can have fun; you all make this club bet-ter each year. Thank our dedicated club volunteers when you see them at events … it goes a long way.

Perhaps our greatest challenge is to get the word out about this club. It’s impossible to “over communicate” with our members or the motorcycling community. People even approached us at the Rally wanting to know how they could join the club. Raising VJMC awareness is a continuous task. Case in point, Gordon East just sent me the upcoming schedule for the 2012-’13 International Motor-cycle Shows which begin Nov. 2-4 in Atlanta and finish in Charlotte Feb. 22-24. We want to represent at each of their 13 locations and keep vintage cycling alive during the upcoming winter months. We will use email blasts, our website, and excellent magazine to get the word out. Wear your club shirt to motorcycle events, bring a friend along, help your lo-cal field representative to stage an event, volunteer to work a booth, or organize a short vintage ride in your area. Get involved. Help spread the word about our passion for Japanese motorcycles. Ride safe all.

I hope to meet many of you in Solvang and at Barber’s in Octo-ber.

Tom Kolenko

VJMC president

Full speed ahead

PRESIDENT’S LETTER The

VINTAgE JAPANESE MoToRCyCLE CLub boARD MEMbERSPresident: Tom [email protected] VP, Ad director: Gordon [email protected] Secretary: Bob [email protected] Treasurer: John [email protected]

PR director: Roger [email protected]

Safety Coordinator: Lloyd [email protected]

BoARd mEmBERS AT LARGE:Jim [email protected]

Peter [email protected]

Ellis [email protected]

membership coordinator: Bill [email protected]

Webmaster: mark [email protected]

Editor: Brendan [email protected]


Ideas for the VJMCI have enjoyed being involved in the VJMC group. I am currently the Missouri field rep-resentative and the president of KCVJMC. I just thought I would share some ideas and observations which have come to mind!

First, I am surprised as to how many motor-cyclists have never heard of the VJMC club. Secondly, I am surprised as to how many people have joined VJMC for a year or two and then stopped their active membership yet still remained active with local motorcycle events. Thirdly, many people who own older Japanese bikes don’t see them as vintage bikes, and finally, I have found that there is a significant interest in parts and service for the older Japanese bikes with few avenues to get what they need.

If these observations are true, how can my club help resolve these issues locally? If we can succeed, we might have some ideas that could help the VJMC at a much larger level! Here are some ideas:

We are looking for a “non-profit” which we can sponsor a charitable ride for which can give us free local advertising. Many chari-table organizations can get free advertising because TV, radio, and printed media either must provide some space or are compelled to do so. This way, we get the advertising at no cost!

Secondly, we connect “all” of our activities with the VJMC logo to promote the main club; we feel promoting VJMC helps us locally. We also have our members sponsor rides to other shows and events (which we don’t sponsor as a primary event of KCVJMC) and promote VJMC and KCVJMC.

Thirdly, we have connected with other vintage bike clubs in our area and have traded

off promotional space. The local AMCA club gave us space at their last show (2,000 visitors and 120-plus bikes) to promote our club. We had a free VJMC table, fliers with rotating members at the table to promote VJMC and KCVJMC.

Regarding the tendency for people to have short-term VJMC membership; as I meet these people who have been past members, I tell them that our club is there for them! We want to represent VJMC locally for people who like the old Japanese bikes. Every meeting begins with a “soft sell” request for member-ship in VJMC (very soft sell). We also begin each monthly meeting with testimonials. Any member or visitor can tell their story. We are working to be inclusive, interested in people, careful to make sure wives are given credit for letting their husbands be involved, and try to make regular contact with them. We work on being inclusive, not exclusive.

Many people will continue membership for the continuous updates and information about events, parts and service. A computer-accessed library available to members only would be an asset. Many people will continue membership as a “value.”

Regarding the idea that often riders don’t see their bikes as vintage, continual commu-nication is important. We continually com-municate who we are and why we meet. Many of the newer bikes will someday become classic vintage bikes. We have many riders who have newer bikes who are interested in the older vintage. The love of Japanese bikes is the draw, not the specific year of their bikes.

Finally, the issue of parts and service has been addressed. I think VJMC would be a great resource for this sort of expertise. Our

chapter has a list of locals who are proven, honest and reliable. We promote these busi-nesses, people and groups.

Mark [email protected]

High Praise for VJMC MagazineNow I get quite a few club magazines, news-letters, etc., and to be honest I scan though them in a matter of min-utes. Then I read the Au-gust issue of your club’s magazine and found it really informative and entertaining, as we say “a good read.”

Congratulations on producing a much-improved publication.

Brian SlarkTechnical Consultant

Barber Vintage Motorsports Museum

CorrectionOn page 42 of the Au-gust 2012 issue in the “Riding Into History” article, bike builder Earl Harrington (center) was misidentified. The 1983 Kawasaki ZX750 GPZ bike in the photo is a replica of the race bike that was built by Harrington for the RIH event. He is flanked by RIH poster artist Don Bradley (left) and RIH Grand Marshall Mitch Boehm (right).

LETTERS, NEWS AND MISCELLANy


Inside: • TX500 goes ‘all out’

• VJMC show reports

• Goldwing carbs compared

• Hundreds of classifi eds

THE

Vol. 33, No. 4 August 2012 • $5

Deceptive R5

42 www.vjmc.org August 2012

SHOW REPORT

Riding Into HistoryBy Peter Slatcoff

On May 19, the World Golf Village in St Augustine, Fla., hosted the 13th annual Riding Into History Concours d ‘Elegance. This year’s event featured the Landmark

Motorcycles of Japan. Nearly 4,000 spectators were on-hand to view more than 300

motorcycles that ringed the lake at the World Golf Village. The majority of the display was the 120 entries of the featured Japanese motorcycles, and it stretched almost halfway around the lake.

The Grand Marshall for the event was National Champion Racer and Motorcycle Hall of Famer Mitch Boehm. Some of you may know Boehm as the editor and publisher of Moto Retro Illustrated, a magazine focusing on motorcycles of the 1960s-’80s.

A friend of Riding into History for the past eight years, Don Bradley donated his time and artwork to create the feature poster art. His signature art for the 2012 Riding Into History Concours

Poster artist Don Bradley (from left) poses with poster-bike owner Wayne Rainey and RIH Grand Marshall Mitch Boehm.

VJMC members received four of the seven awards presented to the featured Landmark Japanese Motorcycles.

• Japanese Vintage, 1946-1968Ronnie Dale; 1961 Honda CB72

• Japanese Classic, 1969-1980Mark R. Adams; 1971 Suzuki T125SR Stinger

• Japanese Modern, 1981 OnGene Ploeckelmann; 1991 Kawasaki ZXr7-K1

• Competition Classic, 1969-1984Gary McGoron; 1970 Yamaha XS650

presentsVJMC 35th Anniversary

Florida Bike ShowSaturday Nov. 3 at 2 pmWinter Haven City Park

—Classes—20 to 30 Years Old • 31 to 40 Years Old41 to 50 Years Old • Over 50 Year Old

Min/Scooter • Enduro/OffroadCustom/Special/CafeRacer

Best Unrestored • Best of Show

Come out and enjoy a look back at

motorcycling history— For more information contact —Peter Slatcoff at [email protected]

Have a vintage Japanese motorcycle?Talk to us about joining VJMC! Enjoy the comradery of fellow enthusiasts

and join us for one of our vintage motorcycle rides.

®


Inside: • Upgrade your bike’s drum brakes

• Hot times at VMD

• Bikes in the blood


The

Vol. 32, No. 5

October 2011 • $5

Beautiful machines at SoCal concours


Inside: • Historical dealer shots

• Riding to Panama

• Rare Roadpal S


The

Vol. 33, No. 2

April 2012 • $5

Great XS

was a ‘parts

bike’


Inside: • The other ‘Yama’: Yamaguchi• CBX motorcycle diaries

• Build your own restoration workbench• Hundreds of classifieds

The

Vol. 33, No. 1 February 2012 • $5

A Pesky Water Buffalo


Inside: • Show reports from: Motogiro, Rice-O-Rama, Barber, Concours

• Collecting literature• Hundreds of classifieds

CBX Gets Modernized

The

Vol. 32, No. 6 December 2011 • $5

Author guidelines

The VJMC magazine is only possible through member interaction. AND we'll pay you for it, $100 for feature stories (typically at least 2 full pages with 4 or more photos). Text for stories can be sent as .pdf, .rtf or .doc files. Make sure you include photo captions, your byline and a credit for whoever took the pictures. Pictures must be high-resolution color pictures to come out correctly at the press. A typical file size of a .jpg will be at least 500kb for us to use it. Around 1mb to 3mb per image is preferred.The best way this magazine can accurately reflect what the members are doing is if the members, err, tell us what they’re doing. Send your stories and hi-res pics to the editor: [email protected]

SUBMITYOURSTORY


Broken fasteners and re-tapping holesBy Gordon EastVJMC director

TOOL TIpS

Not too long ago, I found a broken 8mm bolt in the frame of a fully assembled bike that I’d missed ear-

lier. The female threads were visible from the outside, but the problem was hidden some 1/2” into the hole.

My decision to center-punch the broken fastener and drill its center was OK. The second choice turned out to be a bad one. After drilling the center, I decided to try an

Easy-Out or extractor tool. The reversing screw “bites” as it turns left and is supposed to be tapped into the hole you’ve drilled to back out the broken fastener.

Snap! Without warning I was looking at a bad situation made a lot worse. The hardened-steel extractor tool was now broken off and lodged where my exhaust bracket needed to hang.

A quick call to a machinist friend gave

me my plan. I got a set of carbide cylinder ball-end bits for my Dremel tool. These spe-cial bits are tougher that tool steel. Within 5 minutes, I had the entire piece of broken tool and the broken fastener out (in bits and pieces). Please wear safety goggles because that carbide bit just disintegrates metal and spins at more than 10,000 rpm.

Once the ugly parts were gone from the hole, my plan included putting new threads


The broken extractor tool and the carbide bits used.

The Time-Sert kit.

The kit’s supplied drill bit is used last to provide the correct hole size.

using the supplied reamer, a re-cess shoulder is cut into the metal

surface of the hole

Threads for the insert are cut into the new hole

The special installation tool and how the parts are assembled.

Ready to make the repair; once installed, new steel 8mm threads will be in the frame waiting on the exhaust bolt.

Insert fully installed, recessed flush, locked in and ready for a little black paint.

into the frame using one of my all-time favorites, a Time-Sert thread insert. Next, I used two drill bits in sizes smaller than the drill bit provided in the Time-Sert kit. Once I had the final hole drilled using the Time-Sert bit, I followed the reaming step that cuts a recess in the new hole so that the thread insert ends up countersunk and flush with the surface. The threads for the insert itself were made next with the provided tool, then compressed air used to remove the debris and shavings.

The insert is tapered on the inside and the special installation tool actu-ally performs two functions: It fully tightens and seats the insert; next, after bottoming the insert into that recess, the installation tool spreads the insert threads at their tapered inside. This mechanically “locks” the threads into the aluminum or steel part you’re re-pairing.

Using oil on the threads of the in-stallation tool is a must and I like to add a few drops of thread locker to the outside of the insert. ●

TOOL TIpS

SUBSCRIBE ONLINE: Get 6 issues for only $19.95www.MotorcycleClassics.com/EMCADCZ2

RIDE ‘EM, DON’T HIDE ‘EM

More than just a magazine, Motorcycle Classics provides a community where gearheads and classic bike fans gather to share their passion and enthusiasm for the power and beauty of the world’s greatest bikes. Every time you pick up an issue you’ll find:

See us on the road:Road America Vintage Motorcycle Classic, June 8-10, 2012

Bonneville Vintage GP, Aug. 31 - Sept. 2, 2012Barber Vintage Festival, Oct. 12-14, 2012

Reliable reviews and evaluations of incredible • motorcycles from around the world, from the greatest classic bikes of all time to the latest retro rides.Profi les of the legendary riders who helped • shape motorcycle culture into what it is today.Inside information on the most incredible • classic bike rallies and events, near and far.Restoration tips and instructions, from minor • tune-ups to major overhauls.And much, much more!•

VJMC-FP.indd 1 4/18/2012 11:37:44 AM


SHOW REpORT

T he AMA’s Vintage Motor-cycle Days at Mid-Ohio is a mecca for vintage motor-cycle enthusiasts. This year’s VMD was no exception and

packed solid with road racing, motocross, trials, bike shows, restoration seminars, ce-lebrities and a huge swap meet.

Typically, the VJMC has supported two locations for our members to congregate, in the swap meet and in the infield area. This year the AMA selected the VJMC as its “Clas-sic Club of the Year,” with help from Katy

Wood, the AMA’s operations manager. This honor included giving VJMC a stellar location in the track’s infield area among the show bikes, complete with a 20’x40’ tent, tables and chairs. As the display bikes began to arrive, the tent’s size shrank rapidly.

We had nearly 30 bikes on display, includ-ing a Honda VTR250, Honda Ascot, Suzuki GS1100, Honda CB750K4, Honda CA77, Suzuki T10, Suzuki GT380, Suzuki GT750, ’72 Honda CL100, Yamaha LT3, Honda CB450 Police, Honda XR75, Honda RC166 replica and more. This display was a magnet all week-

end for visitors. Bikes were also on display at the swap meet booth and included CB350 fours, CA95 and even a Honda GL1000. Jim Townsend even had his Honda 50cc Cub trike back in running order this year and put it to good use getting around the facility.

The VJMC put on three seminars, including Ed Moore’s “Parts Not in the Parts Books - Advice on Details of Finishing Restoration Jobs,” Pete Slatcoff and Lars Eriksson cov-ered “History of the VJMC” and “Norway’s Classic Honda Club,” and Jim Townsend and

VJMC is ‘Classic Club’ at Mid-Ohio

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If you know KR, you know there’s not an ounce of BS in the guy. Which is why this makes us so proud. Look, Moto Retro is more than simply the only full-coverage — dirt, street and mini — retro magazine around. It’s also the most in-depth classic read in existence — and a glossy, oversized one to boot. Call it a time capsule to '60s, '70s and '80s moto culture!

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Ellis Holman presented “When to Restore and When Not to.” All three seminars were filled with many questions and extended well past the allotted time.

One of the new vendors in the swap meet field was David Silver Spares from England. David Silver Spares brought with them some bits and bobs such as the master cylinders for CB400F (that they now reproduce), exhaust systems for the CB750 and various cables systems. Elsewhere in the swap meet, one of our members found an early CL77 front fender for $10. Honda CL125A NOS side covers were dug up for $20.

Recruiting new members has always been a major part of the VJMC mission at Mid-Ohio. This year we recruited 56 members at the swap meet booth and another 22 at the infield tent for our club’s most successful single event total in its history. Regalia queen Melody Adams fully stocked both locations. The new 35th Anniversary shirts and hats were selling well at their first outing. All scheduled booth volunteers received a new red “Team VJMC” hat making them easy to spot.

A Saturday evening cookout tradition was upheld even without grill masters Steve Searles & John McElfresh. A replacement cooking team was drafted consisting of Matt and Don Reither, Norm Felger, and Ray Bayless who

slaved over 5 little grills for 90 minutes to feed the 85+ hungry members. The club pro-vided the burgers, brats, hot dogs, chips and cool drinks as in years past. Having plenty of tables and chairs permitted members to linger, swap stories, make new friends, and renew old friendships.

As with all good things, Vintage Days came to an end on Sunday. The weather had turned warm and humid. We struck our tents in the mid-afternoon and loaded the trucks. An-other Vintage Days was done, but with new friends made, old friends re-acquainted and a whole helmet full of memories gained. We are already planning for 2013 where it will be bigger and better than this year! ●

SHOW REpORT

BIKE BuILD

16 www.vjmc.org October 2012 16 www.vjmc.org October 2012

On Sept. 25, 2011, I was sent a link to a Craigslist ad from a friend titled, “A good café starter.” The ad pointed to

a bright yellow 1980 Yamaha XS400 Special. While I was looking for an XS650, I was curious to see the XS400. After discussing it with Chuck, my significant other, I decided to call and set up a time to see it. I enlisted the help of the friend who sent the ad, and we went to look at it the next day. The owner didn’t have a whole lot of past information

and no maintenance history—just a plastic tub filled with OEM parts that had been removed (blinkers, chain guard, headlight).

After a thorough looking over, my friend confirmed the frame and motor had matching numbers. That was a plus. The bike fired right up without a choke, and ran with no exhaust smoke. It did have some oil seepage from various places on the engine itself. It was confirmed by the owner that it only dripped one drop every so often. It was dropped by the current owner as evidenced by the bro-ken clutch lever. There were also two broken fins on the engine, but no confession there. I

XS400 Café

‘Wins’ Rocket RallyBy Angela Studley

Brown’s Plating Service, Inc.1010 Krebs Station Road • Paducah, KY 42003

Phone (270) 554-1146Web: www.brownsplating.com • E-mail: [email protected]

Make your bike stand out in the crowd

Some say “no we can’t”, Brown’s says “we will try, if it can be done we will do it.”

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decided to sleep on it.While I went to bed uncommitted, I woke

up around 3 a.m. thinking about the XS400. When my alarm finally went off the next day, I made my decision. I had to have that

motorcycle! I called Chuck and told him and he was ecstatic. I promptly phoned the owner and the deal was done. She rode the motorcycle over that evening, and then it was mine. I felt like a kid again. I cannot remember another

time when I was so excited about a purchase. I rolled the XS400 into the garage and couldn’t wait to ride her the next day.

When I geared up the next day for my ride, I thought the motorcycle would feel similar to riding the Honda Magna we once owned. I took it for a spin in the neighborhood and immediately I was fearful it was going to fall over on me. The front was threatening to wash out with every turn. It felt like I had a flat tire on the front. I made it safely back home and pulled it in the garage. I checked the air pressures and the tires were at 32 psi, so that was not the handling problem. In doing so, the XS bit me back by burning my arm in two places. My XS and I were not getting along, so it sat for three days until Chuck came home. When he went for a ride, he confirmed what I was describing in the handling.

I was planning on riding the XS to our monthly VJMC meeting but was not confident enough to take it out on the street in oncom-ing traffic. Chuck was more than willing to give it a try. The members of the VJMC were

The author with her original XS400.


excited to see a new addition to the club. The XS looked great. We discussed its handling problems, and it was suggested that maybe the handlebars were tilted too far forward. It had a windscreen on it that a member of the club was envious of. I had no intention of keeping the windscreen, so I sold it on the spot. The XS looked great without it. We moved the handlebars back and it brought the brake reservoir back to level. The guys took the XS for a test run, and it felt better, but not fixed.

It was suggested that the steering head bolt might be on too tight. Since we did not have the tools to make this adjustment, it would have to wait until we were home. Once it was safely back home in the garage, we lifted the front wheel off the ground and sure enough, there was a definite flat spot when turning the handle bars side to side. We loosened the steering head bolt until it rotated freely.

Time for a test ride! It was like night and day: I could ride with confidence. The little bike was a blast and handled like a dream. This, however would not be the only fix needed. As we became more familiar with the XS400, we noticed the rear tire was rubbing. A few washers used as spacers, and the problem was solved.

The next thing we did was change the oil, service the brakes, replace the brake pads, add

braided brake lines, and replace the carburetor spacers. These simple maintenance tasks did not go as planned. I was soon to discover a simple oil change is not so “simple” on the XS400. I spent many hours pouring over various Web sites, looking at parts diagrams and ordering the parts I thought I needed to change the oil. I wanted to be thorough, so I also removed the filter screen. I did indeed order the various gaskets needed and the correct filter. It was reassembly time. I replaced the oil filter and the housing it’s in without any issues. So far it was a piece of cake … almost ready to add new oil. I just had to install the filter screen cover … and one of the bolts snapped while torqueing it 5 ft./lbs.!

I felt like a complete failure, making such a rookie mistake. Luckily I know how to use an easy-out. Of course Chuck comes along with the needle-nose pliers and simply backs the broken bolt out.

On the braided brake line replacement, I also bought a master cylinder rebuild kit. When Chuck went to replace that, the brake light switch disintegrated on him. Now I’m rethinking replacing the old original brake fluid reservoir and updating it with some-thing modern.

There’s something very satisfying in bring-ing the XS400 up to spec, and making it bet-ter. There are days when I’m in the garage

alone, working on the bike. The dog sits on guard outside while I clean grease off the frame or try to trace a small oil leak. Every time I go out to the garage, the “Baby Yam” as we affectionately call her, puts a smile on my face.

One year later, and it was time for my XS400 café racer to make its debut. The Rocket Rally was the perfect event. It featured a group ride from the Flying M coffee shop in Nampa, Idaho, to the show destination in Boise. Housed in an old service station, the Flying M is the perfect gathering spot for waking up to your favorite morning cup of joe and the sweet sounds and smells of vintage motor-cycles. There was a great turnout of vintage Hondas, Yamahas, soon-to-be-classic sport bikes, and an interesting rust revelation from Union Cycles.

Members from the Idaho VJMC were there proudly showing their motorcycles and partici-pating in the group ride. I arrived on my 1980 Yamaha XS400, fresh from its café makeover. I was joined by Richard Hinkle on his Honda Nighthawk. The interest in my little project was remarkable and I was pleased with the positive remarks.

When I was gathering ideas and looking at pictures of other café racers, I noticed that no two are alike. Everyone who builds their café racer has their own take and taste, and that’s what I love about them. I had to chuckle when I was asked, “Are you going to paint the tail and fender to match the yellow?,” “Are you going to add racing stripes?,” and on and on. Everyone seems to have an idea and a different opinion and that’s what is great, it really gets the conversation started.

At 9:30 a.m. sharp, we pulled out and took back roads to Big Twin. We only had one mechanical (the rust revelation) and one close call with two dogs playing chase in the street.

other café racers at the Rocket Rally.

BIKE BuILD

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The motorcycle show is open to vintage road racers, cafés, bobbers, chops, customs, dirt and restorations. Entry was free and you compete for bragging rights and a commemorative key chain. Each year this event gets better with the addition of live music, dyno runs and freshly baked wood-fired pizzas.

When Richard and I arrived at Big Twin with the group ride, we were immediately asked to pull our motorcycles inside the show room, rather than show our motorcycles outside. This is an honor and by invitation-only, and in the words of the event sponsor, “We won!” We joined fellow VJMC member Joe Fyie and his beautiful Honda CBX already inside. Honestly, I didn’t know what to think and was very proud to be “inside” with other beautifully restored classics.

There was another excellent turnout this year, and the day quickly passed. I met new café racer fans, other XS400 owners and fellow vintage motorcycle enthusiasts. This event is by far the best one in Boise for the variety of vintage machines on display, and I hope the tradition continues.

I will be back next year, and I’m sure I will have changed something on my little café racer. For now, I am very proud and enjoying the sheer pleasure of cruising around town on my show winner. ●


Imagine the weight and handling of a classic British twin 450cc bike, but with the power of a 650cc, and throw in some low-end torque to boot. Then update the suspension with a rear hydraulic swingarm-style mono-shock and adjustable front air forks. Make the bike look good with

chromed exhaust and fenders, contrasted by black cylinders and frame, pay homage to the classic Triumph twins with a teardrop tank and clean lines, and oh yeah, keep it affordable—very.

That’s what you have with the Suzuki GR650, yet with all it had to offer it failed to catch on in the U.S. I have yet to see another besides the one parked in my garage. The country was gripped in a recession at the time, and U.S. buyers who did buy new bikes flocked to four-cylinder bikes with their wallets, including Suzuki’s own GS models, and in doing so they missed the GR650.

Too bad, it’s a very sweet bike as the many Europeans can testify who snapped them up. I bought my used Tempter in 2004 … I think it’s a terrific bike and it’s a shame the marketplace missed a real gem.

The GR650 was produced in two models, the budget “X” model pictured has traditional spoked wheels, a single color paint scheme and non-adjustable front forks, all out the door for $2,149. The upgraded “D” version got a two-tone color paint scheme, mag-style wheels and upgraded adjustable front air forks for $2,399. Cycle World’s test boasted, “For a little over TWO Grand you can own a real, honest-to-gosh, full-size, brand-new undented motorcycle.” (A solid well-cared-for example with low mileage GR650 now will run a little over ONE Grand!)

But besides the clean retro “roadster” styling, the GR sported some in-teresting innovations under the hood. The engine is a four-stroke twin, with dual-overhead cams on each cylinder, and utilizes a twin-dome combustion chamber first introduced in the ’81 GS650 models, which improves com-

bustion efficiency, and added an air swirl feature to the fuel mixture. Suzuki also made a bold engineering design with a trick two-stage flywheel, that when under 3,000 RPM creates added torque allowing the rider to lug forward in almost any gear without stalling the motor.

Power is delivered to the rear tire by a traditional chain. No kickstart option was offered, but the electric start and handlebar choke adjustment work well. The twin megaphone style exhaust has a sweet subdued sound, and pleasing swept-back lines.

The bike weighs just shy of 400 lbs. dry, making it very agile for a cycle with the power of a 650cc engine. Its 3.4-gallon tank provides a decent distance, as the mileage leans toward the mid-50-mpg mark when not driven hard. The seat is pretty comfortable and relatively low at just under 30 inches, with plenty of space for a single rider, and decent for two. Under

SuZuKI

The brilliant but short-lived GR650 By Dave Reiss

Tempted

The gR650-X Model in red with aftermarket windscreen and backrest/rack.

Preload adjust-ment knob located under the carburetor.

the one-piece seat is a small tool tray and access to the battery, as well as a helmet lock on each side of the frame.

The “full floater” swingarm suspension in-cludes the ability to adjust the preload from 1 (low) to 5 (high) with the round knob located under carbs—useful when riding two-up. The single front disc and rear drum brake provide adequate braking since the bike is so light for its class. The entire package makes for a nice ride on a twisty road, banks and turns with ease, and has plenty of power. The low-end torque makes the bike forgiving in any gear.

Some performance comments rose about the

gearing, which is as a bit low and make the bikes rev high, annoying mostly when cruising at higher speeds. Changing out the rear sprocket from the stock 38 to a 36-tooth model is a popular modification, along with swapping the front 15 to a 16-tooth sprocket. The electrical system is another potential weak spot, with the stock regulator/rectifier unit somewhat underpowered, so another popular modification is to replace the unit with a larger more powerful one. My bike came with the rear sprocket modification already, and in the course of owning it I’ve upgraded the R/R unit, as well as rebuilt the starter motor and added some aftermarket accessories.

When first introduced the bikes were well received by the motorcycle press. Cycle World wrote in their favorable review, “You’ll notice we’ve been carefully referring to this as the GR650, a perfectly good name for this great bike—Tempter is a silly name. This is not a silly motorcycle.”

The magazine would go on to do a long-term report one year and 14,000 miles later, calling the bike “a good and faithful servant.”

I found this original GR on eBay being sold by a very nice guy who had bought it used and kept it in storage, never even tagging it. It had only 7,500 miles, and was in overall very good

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only the u.S. received the ill-fated Tempter badge for the gR650.

The instrument package includes a gas gauge and gear indicator—thoughtful items on a budget bike.

1928Survived a great depression.

1969

Cruised through the summer of love.

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condition. It never received a single bid on eBay back in 2004 when the opening bid was set too high at $1,200. After some research I offered the seller $1,000 for it, and added another $100 to deliver it the 100 miles to my home.

When it arrived I was disappointed to find some parts missing, such as the chain guard and air filter, needed to remove the carbs and clean them both as they were gummed up. During the process the gas tank’s prior rust treatment dissolved into big chunks of plastic “Kreem” crud, and was removed and flushed out before putting the bike back together. I ended up hav-ing to replace that tank a year later so that stuff did not work anyway.

The bike is a bit cold blooded, like many models from the day, and in the states the mixture screws on each carb are covered by brass caps … mak-ing adjusting anything but the idle impossible. I drilled those annoying caps off my carbs, and now can easily adjust the mixture, which is a must in my opinion for a 20-plus-year-old cycle. I’ve found that after a few minutes warming up, with the right mixture, the bike runs well, delivering a smooth pleasant rumble.

For me the bike is a good fit for my 5’-10” frame, and never ceases to give me a great ride, whether it’s for a short hop or long day trip. In Europe where it’s a more common sight, riders commonly adapt their GRs for touring by adding hard cases and windscreens, for which it seems well suited. There is a very active user group at www.gr650-forum.tk.

The GR650 is a straightforward machine for the average shade-tree mechanic, and except for the valves that require shims for adjustment, ev-erything is very accessible. Parts such as gaskets, filters, replacement screws, etc. and such are still available, as the GR shared many basic parts from the GS line. I’ve found BikeBandit.com to be a good source for OEM parts, although most aftermarket accessories passed on the Tempter. When I decided I wanted a backrest/rack, I ended up buying a used one-piece unit from an early ’80s Yamaha, and with the help of a hacksaw,

drill, stainless screws and bolts adapted it to fit the existing grab rails.

The Tempter gave me the confidence to work on bigger bikes by myself, and fulfilled the desire to own a British-style twin, but with Japanese dependability, and some clever engineering to boot. When I park my bike at work, a Suzuki GSX-R sport bike is always right next to mine. I always look at the racing style rear swingarm and note my 23-year-old bike sports the same technology, but fits my 40 years and budget

just fine.Everyone in my town seems eager to drop

over $15,000 on a new Harley. For that I could have bought 15 of these bikes, but I only need one. This allowed me the to succumb to the ulti-mate temptation and buy another used Japanese bike. I’ve come to realize that fixing them up is almost as fun as riding them, and there are many low-mileage bikes just waiting for a new owner. Now that I think of it, 23 years later, the name “Tempter” is somewhat fitting. ●The tool tray under seat provides

limited but adequate storage.

SuZuKI


pROJECT BIKE

Teaching the youngsters about vintage bikes is rewarding in many ways. Quality time spent with the younger gen-eration passing on the knowl-edge and love for vintage motorcycles is the future of our hobby. With my grandson staying with me for a month, a vintage bike project was just the opportunity for some male bonding and a great

way to occupy us while waiting on spring and riding weather to arrive.

We started with a 1977 Honda Goldwing I had recently purchased. A large touring bike has little appeal to most young people, but when challenged to transform one into a hot-looking sport bike the gauntlet was thrown down and the fun began.

The old bike had been parked for many years but was always kept inside and pre-served quite well. First we needed a plan and after some input from my young apprentice it was decided we would build a GL1000 Street Fighter-style bike.

After a good cleaning we found that many

things would need repairing to get the bike back to working order after its long hiberna-tion. The brake calipers were stuck from lack of use and would need to be rebuilt before they would ever work again. After that the fuel tank came off for a good cleaning and the carburetors were removed and sent to Pistol Pete’s Goldwing service for a rebuild. Pete worked his magic on some really gummed up carbs as the bike was parked and old fuel left in them for many years. Pistol Pete did a great job on these and while at it he made some upgrades to the stock jetting for a smoother running bike and had them finished in less than a week.

We decided to replace the timing belts while the cover was off for polishing. The bike has only 23,000 miles, but Honda recommended replacing the belts every five years and the thought of a belt breaking was not pretty. While I worked on installing the belts, Austin learned about sanding and buffing the alumi-num valve covers, timing cover and fork legs. With that done we concentrated on the front of the bike replacing steering head bearings and fork seals. New tires were mounted up and the wheels were cleaned and bolted on.

The 7” tall touring bars were replaced with a 2” low-profile set.

A seat was found called a Dark Wing made

From Geezer Glide to Go-GetterBy Buck Mitchell


by Fast Glass and fitted to the frame … af-ter removing the stock rear fender, grab rail and large turn signals. The new seat has the

taillight built in and removed quite a bit of weight from the original set up.

We then replaced the stock mufflers with a universal pair of Emgo megaphone exhaust onto the stock header pipes with some adapt-ers made up at the local muffler shop. These would turn the exhaust up in the rear to give a more sporty appearance and a little growl to the sound.

The points were replaced with a Dyna-S electronic ignition for a better spark and new Dyna coils were fitted to replace the 35-year-old stock coils.

We decided to use the stock front fender after cutting some from the front and rear sections to go with the sport look we were trying to achieve. The original paint buffed out very well and the new seat base was painted and striped to match the tank panels and side covers.

The project was coming together quickly and Austin and I were eager to fire it up and hear the note from the new exhaust. The shop

filled with smoke as oil burned off from the cylinders being oiled down through the spark plug holes to free up the pistons and rings. After running the engine through a couple of heat cycles the smoke cleared up and the old bike sat and idled smooth and had a rich sound from the muffled megaphones. When Austin headed home after his visit, he went with a little more knowledge and the satisfaction he helped build his first vintage bike.

The seed has been planted for many more projects to come. ●


I’m going to reveal a top secret. You must face the West (Japan), lay your right hand on the gas tank of a Japanese motorcycle

and repeat these words: “I will never reveal this secret formula

more than 20 times on the Internet. So help me God.”

Now that you are formally a keeper of the secret, here it is: Phosphoric acid in a dilute solution will remove rust! That’s it. Where do you get this stuff? The most common form of Phosphoric acid is found in cola drinks, but it is so diluted that it isn’t really usable for us. The easiest to obtain is in the chemical used to clean the milk lines in dairies and on farms called “Milkstone Remover.” This MSR is available from many farm-supply stores like Tractor Supply Co.

MSR as it comes from the store is 58-per-cent Phosphoric acid and must be diluted for safety. Dilute it with water to an acid-ity of less than that of common vinegar or roughly 5 percent. To do this, pour 1 gallon MSR into 8-10 gallons of water. (Always pour acid into water and not the other way around.) This dilute solution is safe enough to stick your hands in. A stronger solution, say 1 gallon MSR into 4 gallons of water will not work much better and is not as safe to use. Besides, you need more than you may think and 8-10 gallons will go nicely into a Rubbermaid 12-gallon plastic bucket. You can use this indefinitely as it never loses its acidity. I have used the same mix for more than two years. When you do want to throw it out, just pour it out in your yard, as it is a fertilizer and is beneficial to your lawn!

(Just a note about Muriatic acid. Muriatic acid is basically a form of hydrochloric acid, which is the meanest stuff on the planet. Yes, it will remove rust, but not as well as MSR and it is far more dangerous to have around. You can use diluted Muriatic acid, but do not breathe the fumes as it will eat out your mucus membranes in your nose. Also, if you get any on you, it will burn. I won’t have it

at my place.)

Using MSR MixUsing an MSR-diluted mix is really simple and safe. For your gas tank, plug all the cross-over pipes, cover the petcock holes and fill the tank with MSR mix right up to the top; be careful not to leave any big air pockets in the top of the tank. Leave the MSR mix in there overnight at room temperature and shake it up a couple of times. Pour it out after a day. Light surface rust will be gone and if you still have some heavy rust, fill it again and let it sit another day.

The pictures show a mid-’60s Honda Dream tank that has a very rusty exterior. Since I will powdercoat this tank eventually, I gave some thought to just submerging the whole tank in my bin of MSR. I don’t recommend this for

tanks unless you plan on either painting the tank or powdercoating it. MSR will not harm your paint if you spill some on the outside, but you should wipe it off with a dry rag as soon as possible anyway. Be sure to remove

TECH HELp

Removing rust from gas tanks (and elsewhere)By Jim TownsendVJMC director

A 12-gallon plastic bin will hold enough MSR mix to combat most rusty parts.

use alcohol to clean out old gaso-line and MSR mix.


petcocks as it will ruin the zinc diecastings.After you are satisfied it is OK, rinse it out with water and dry it

inside. I suggest putting in some WD-40 or other oil to stop flash rusting. I don’t coat tanks and have good luck as long as it is being used and is not going to sit. WD-40 is a friend, use it to keep rust at bay.

I use MSR to remove rust from about any part that is rusty. With rusty bolts, just put some MSR in a plastic dish and drop the bolts in after you wash off the oil and grease. For other parts such as rusty sidestands or foot pegs, you can wash off the oil and grease and

hang them in your bin with a wire. Don’t do this with aluminum! It will eat aluminum or zinc if it is left in for more than a few minutes. For rims you can just let the rim rest on the bottom of the bin and just rotate occasionally to remove rust. ●

use plugs to cover petcock holes.

use a wire hook (not aluminum) to suspend parts in the MSR mix.

1977 2012

Years

COVER STORY


The setting was perfect at the scenic 1,358-acre state park surrounded by rolling hills with plenty of curvy roads begging to be explored by vintage motorcycles. Attendees were able to choose camp-ing or reserve rooms at the historic Spring Mill Inn, both within the park boundaries. The huge limestone inn was built in the 1930s and captures the style of stately mansions of the time.

Each evening was capped off with an informal social hour on the huge stone patio in the rear of the inn. Many biking tales were told and new friends made in this comfortable retreat.

A logistical bonus for this motorcycle rally was a two-story parking deck about 200 yards away from the inn. It provided a secure location for

vehicles, trailers and our many motorcycles. The deck’s first floor provided a great backup location for the bike show if inclement weather threatened. Evening meals were held in a dedicated banquet room decorated in VJMC banners.

On Wednesday, the rally committee got busy with banners, tents, pop-ups, registration badges and goody bags. Each registered member got a goody bag with a 35th Anniversary T-shirt, a 35th club pin, a rally program and any additional regalia items ordered online.

Thursday started off dry and warm, and members started rolling in to register. Ride captains Jim Townsend and John Keele led scheduled rides for all comers. The preselected routes provided

plenty of twisties, elevation changes, and inter-esting sights.

Townsend led riders on Thursday and Friday to the majestic West Baden Springs Hotel for lunch in the hotel’s Atrium. This famous hotel is anything but ordinary. It is a National Historic Landmark built in 1902 with a one-of-a-kind domed atrium spanning 200 feet, and it has been called the “Eighth Wonder of the World.”

On Thursday evening, everyone came together at the Pine Hill shelter for a cookout. Our large tent with plenty of tables and chairs provided a perfect setting to meet and greet folks. Gary Rhodes and Greg Pitt grilled brats and kielbasa for the crowd to go with the chips and sodas. VJMC President Tom Kolenko welcomed guests in his opening remarks to the VJMC 35th Anniversary Celebration and National Rally. Next, Townsend and I shared a brief overview of the schedule for our rally events. This cookout was a perfect way for folks to get to know one another and make

COVER STORY

Hundreds of guests turned out to help

the Vintage Japanese Motorcycle Club

celebrate its 35th Anniversary at the

East Coast National Rally at Spring Mill

State Park in Mitchell, Ind., on Aug.

9-11. More than 125 club members and

guests made it our largest rally yet.

new friends. Even I made a new friend, Rick Pope better know to the group as “Ice Cream Man.”

Friday morning started with a slight chill and evidence of overnight showers. It quickly warmed up to a beautiful day for rides. New ride groups were formed. Steve Searles, our Michigan Field Representative, organized a “Big Boy” bike ride on Friday to Nashville. I got really ex-cited about this ride. When I said, “Man, this is my kind of ride,” I was quickly told that a Big Boy bike ride was for big bikes, not big boys. Any-one have a CB1100F for sale?

Terry Sell shepherded another group to Columbus on scenic back roads. Later, John Keele led his trusty band of small bikes for a second trip to the West Baden Hotel, beating Townsend’s group of bigger bikes there. Tim Bender from Texas rode the wheels off his 70cc Honda Pass-port along with Steve Jacobs’ 90cc Suzuki enduro to push the little bike riders to a win.

Getting lost with Jim was part of the fun according to Brian Olsen from Marietta, Ga. Jeff “Deer-Slayer” Suttle had a close encounter of the deer kind on his ride. Luckily he managed to keep his bike upright and ride away unscathed. Rides for smaller displacement and large displacement motorcycles meant everyone got to enjoy the great destinations.

Friday evening we all met in the Lakeview room at the Spring Mill Inn for a traditional pork loin sandwich popular to southern Indiana. Better still was the added opportunity to get to know fellow club members.

Saturday morning was a bit chilly,

but absolutely perfect for the VJMC bike show. Many visitors came to the park just to view the beautiful bikes on display.

“A total of 50 motorcycles had either pre-registered or registered on-site representing six classes on display for People’s Choice voting,” said Greg Pitt. “The Pine Hill site provided a park-like setting where participants could set up canopies, enjoy some hot dogs and drinks on the house, and spend a beautiful day relaxing among old friends, new friends and a wide selection of vintage motorcycles ranging in age from 1961 to 1989.”

Thanks to everyone who brought their bikes out for the rest of us to enjoy for a day, and to Pitt for manag-ing a wonderful show. The club also wants to thank Steve Adams, Melody Adams and John Keele for staying after the show and cleaning up.

Following the bike show, the members mounted up for a two-mile parade ride through the park culminating at the front circle drive of the Inn. This single file parade of bikes was videoed with the help of Julie Slatcoff.

Saturday night’s festivities were well attended and began with a social hour followed by a banquet buffet. Each member was given a ticket for door prize drawings.

Kolenko shared news about the future of the VJMC and how the board of directors was working hard to create a great magazine, exciting Web site, and local events for our members. He invited past president, Jim Townsend, to the podium to re-ceive a lifetime achievement award

35th Rally Show WinnersBest of Show1983 CB1100F; Russell Briney, Lenexa, Kan.

Honda, Pre-19701st: 1967 CL100; Art Bensheimer, Boggstown, Ind.

2nd: 1961 CB92R; Art Bensheimer, Boggstown, Ind.

3rd: 1969 CM91; Rick Pope, Lawrenceburg, Ind.

Honda, 1970 and up1st: 1975 CB750K5; Ray Lezotte, Lawton, Mich.

2nd: 1983 CB1100F; Russell Briney, Lenexa, Kan.

3rd: 1972 CL100; Greg Pitt, Indianapolis, Ind.

Kawasaki1st: 1975 H2C; John Pedersen, Morton Grove, Ill.

2nd: 1975 Z1 900B; Tony Paton, Grandbury, Texas.

3rd: 1980 KZ1000; Jeff Suttle, Auburn, Ind.

Suzuki1st: 1974 GT750; Roy Reynolds, Franklin, Ky.

2nd: 1970 T500; Roy Reynolds, Franklin, Ky.

3rd: 1971 T125R; Terry Sell, Bourbon, Ind.

Yamaha1st: 1973 LT3; Greg Pitt, Indianapolis, Ind.

2nd: 1981 XV750SE; Steve Adams, Lebanon, Tenn.

Competition1st: 1976 YZ125C; Greg Pitt Indianapolis, Ind.

2nd: 1976 YZ125X; Marty Wermeister, Louisville, Ky.

Honorable Mention1985 Suzuki GS1150EF; Tony Paton, Grandbury, Texas.

1975 Suzuki RE5M; Todd Haifley, Auburn, Ind.


COVER STORY

for his 15-plus years of leadership excellence. The room erupted into applause, which Jim graciously accepted before thanking everyone for their support over the years. Then on behalf of Bill Granade I presented Jim with a lifetime membership to VJMC. This was only the second time in the history of the club that a lifetime membership has been bestowed on a member.

Since this wasn’t Tom’s first rodeo, he used door prize drawings interspersed between awards to keep the room awake. Steve and Melody Adams had generously donated two brand new helmets for prizes, past regalia items became prizes, and

member Koyo Takitani donated two Japanese T-shirts for the cause.

While these presentations were going on, I was checking the feedback surveys on the Spring Mill rally site. Based on survey feedback and the overwhelmingly positive comments from members at the rally, a consensus was reached to hold another national rally at Spring Mill in June 2014. So reserve that slot for the VJMC’s return visit to Spring Mill.

Before the evening ended, Jim Townsend requested that all the women in the room pose for a group picture. We all know how important


these supporters of our hobby are to our lives. “The Ladies of the VJMC” photo captured 14 spouses, friends and companions.

On behalf of the club president, board of directors and 35th Anniversary committee, we would like to thank each member who attended the 35th Anniversary Celebration and National Rally. See you all in 2013?

VJMC members Steve and Melody Adams, Greg Pitt, Steve Searles and John Keele con-tributed to this report. Photography by Neil Carpentar, Martha Sells, Debbie Blythe, Terry Sells, Ray Lozette, Melody Adams and Steve Searles.

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Four-point-nine horsepower. That is what the dynamometer printout read, showing an increase from 3,000 RPM until the bike ran out of breath just short of 8,500. The little ‘89 Yamaha YSR 50 could barely muster up enough urge to spin the dyno’s drum. Not exactly an encouraging performance, but under-standable, seeing as how this engine has the piston the size of a shot glass. Still … the ice maker on my fridge has more power. The springs on my toaster have more power. The kitchen faucet sprayer... You get the idea. I just had to know what I was working with if I was to use this bike as an occasional commuter. So, I divided my ready-to-ride weight by the HP reading and got—drumroll, please—82 pounds per HP (yes, I rounded the HP number up). I am going to be asking a lot from this bike if I ride it 23 miles each way to work.

If you’re old enough to remember “You meet the nicest people on a Honda,” you’re also old enough to remember that a great deal of those same nice people made their first motorcycle purchase one with a tiny engine. Most everyone who rides started

off on a tiddler of some sort, somewhere in the sub-100cc engine displacement. Honda saturated the burgeoning small-displacement bike market in the early- to mid-’60s with Cub and Super Cub models ranging from 50cc to 90cc (with other Japanese brands following suit).

Every decade or so, one or two of the major manufacturers decided to test market demand by importing machines such as Yamaha did in the late ’80s with the diminutive YSR. Despite it’s obvious dearth of horsepower, the YSR became the must-have pit bike/neighborhood racer/garage ornament of its day. Spec race series sprung up all over the country. Big bike tuners like Spec II and Stuart Toomey made performance parts. People bought ’em and used them up like tissues. The YSR had an impressive stateside run (for a tiddler, anyway) of five model years before being pulled from

the showrooms in 1992, the only changes across the availability span being Bold New Graphics and small price increases.

In the land of “Bigger is Better,” the tiddler is an anomaly. Besides having just enough horsepower to outrun a full loaded five-yard dump truck across an urban intersection, they have an ergonomic package that could be used in place of waterboarding for torture. Brakes, usually drum at both ends and usually do a poor job with what little speed you manage. Additionally, a tiddler’s diminutive swath means drivers that couldn’t see you riding your festooned Ultra Classic or stretched Hayabusa will have absolutely no idea that you exist until they arrive at their destina-tion and wonder why that plastic bag drag-ging along the undercarriage of their Buick has handlebars in it. The key to being seen is to ride your tiddler in a pack with other like-minded middle-agers trying to recapture their youth. Other motorists will think you and your pack of 40-somethings are simply looking for the tail end of a parade.

Every so often, my co-workers and I engage in a fun commuting activity we call “50cc

Tiddlers!Small displacement, big funBy Don Orton


of Fury,” where we roll my tiddlers out of their climate-controlled slumber and set out to ride 23 miles to work. Thankfully, our work schedule is different than the 9-to-5 weekday slog that most humanoids unwittingly im-merse themselves in, so traffic is minimal. Setting out at oh-dark-30 on a crisp Sunday morning in March, we reacquaint ourselves to the necessity to turn the throttle to the stop just to reach residential speeds, and line up nose-to-tail on the higher-speed arterials, fold-ing into some semblance of a tuck that looks equal parts dirt-tracker on the back straight of the San Jose Mile, a suddenly modest Rollie Free at Bonneville, and a grown man who just got kicked in the [ahem].

Erik, who normally pilots a KTM690, gets the lead slot on a DT50; I slot into the No. 2 position on the RD60; James, who is the heaviest of us all and needs every aerodynamic advantage he can find, wedges himself onto the YSR and takes up residence in the tail-end-Charley position. We take a route that keeps us off any roads with a speed limit higher than 45, which is at the upper mechanical limit of these bikes anyway. Drafting is used judiciously to gain precious momentum, and stop lights are viewed as an evil cast upon us by The God of Traffic Control, and are dealt with by planning well ahead. Rolling off the throttle is tantamount to admitting defeat, and catching anyone in our threesome who makes a killer launch breakaway is nearly impossible.

People stare, children point, bearded bik-ers pull out their cellphone cameras, and all activity at the skateboard park ceases as we scream by. The old guy in the C6 Corvette stopped beside us at a red light launched away like he has something to prove … or

his colostomy bag runneth over. I decided to try an old-skool Gran-Prix running launch with the RD that goes horribly wrong when I overestimate my ability to run more than three steps without getting severely winded; as I pause mid-launch to catch my breath, I momentarily forget that I am holding onto a motorcycle that is accelerating a lot quicker than when I am on it, and I drag it into a wheelie that almost terminates in the rear end of an Xterra that forgot to move when the light changed. James slams the YSR’s footpeg into the asphalt so hard mid-corner that he scares Erik into falling out of the draft.

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We all wonder when this madness will result in a melted piston or engine seizure.

Only 22 miles to go.Momentum is a wonderful thing, and when

you’re astride a tiddler, it’s all you’ve got go-ing for you. You could be riding an older bike like a Suzuki K10 or Honda S90, or a newer bike like a Honda NS50 or an Aprilia RS50, but aside from obvious differences in engine design, output and accoutrements, you’re still on a motorcycle that is at a disadvantage any time acceleration is needed.

You learn to scan ahead and plan your course of attack well in advance, things that benefit you as a rider on any size bike. Going back to the near-impossibility of any other driver to see you, the lessons you will learn about being conspicuous and not hiding in blind spots will also carry over to your piloting of a larger motorcycle, where you also have the added benefit of throttle manipulation to squirt past a trouble spot. In short, riding a tiddler could be construed as educational.

Hold on now, so what’s the allure of riding one of these pint-sized death ’sickles, again? Besides the obvious lessons in momentum and conspicuity, is there any reason for one to succumb to the charms of a bike that would lose a drag race to a reasonably-fit woman on a Trek road bike and folds the rider up like a giant paper clip sitting on top of an upholstered Altoids box?

Yes. Fun.You can take an all-day trip on a tiddler

and never leave the neighborhood. Empty shopping center and school parking lots or abandoned subdivision streets make great

ad-hoc racetracks. Laguna Safeway. Willow Springs Junior High. Sears (and Roebuck) Point. Put some sand in a few red Solo cups to mark turns and rip it up. Just be careful of speed bumps (tumble), curbs (vault), medians (crunch), and light poles (clang). I’m not advocating this type of behavior, but it sure is—you guessed it—fun.

The proprietor of the local motorcycle sal-vage yard called me on a Saturday morning. “I just got in an MB5! I know you’re into this stuff. It’s pristine! You want it? If so, I’ll hold it for you, but you gotta come get it soon. I’ve got three other people who want it!”

I take my lunch hour to go retrieve the bike before the vultures descend. Upon arrival, I’m directed to the corner of the yard that holds my prize, which, upon inspection, reveals a one-owner, complete, but decidedly un-pristine 1982 Honda MB5. The saving grace is that it does run well and has an open title.

“Uhhhhh, you said pristine over the phone. That isn’t quite what I had envisioned.”

“Dude, I work in a JUNK YARD. Take a look around you. Compared to everything else around here, that is pristine. You want it or not?”

Yes. After the necessary quibbling over the price, it is loaded and taken to my garage for a—ahem—re-pristining.

The advent of Craig-slist and Ebay has opened up the market for tiddlers,

but it has also driven up asking prices to lu-dicrous levels. Bikes, such as my Kawasaki AR80, which retailed for around $900 new, are now fetching $2,000 and more, and these are prices for bikes that are about as rough as jail time. Will the madness ever stop? Not likely, but they’re still cheaper front-end purchases than collector cars, and they take up less space. You can fit eight or more tiddlers in one-half of a two-car garage and still have room for the kids’ beach bikes. Your time is spent in the garage instead of the local watering hole or topless joint, and beer/cigarette/PowerBall money is channeled into bid-sniping for an NOS headlight ear or footpeg rubber that you just gotta have to fin-ish the resto-mod on your Kawi G3SS. The family knows exactly where you’re at and what you’re doing … in the garage, working on a bike. What could be more comforting to a spouse and little ones who like to see their daddy on occasion?

True Grits Fun Run. MotoGiro. Lap of the Lake. Organized tiddler rides, one and all. I’ve got a plan to have a little get-together here in Phoenix for the fans of the under-powered. Only rules: gotta be street-legal, licensed and insured, and no bigger than 100cc. I’ve got a route picked, just need to find some volunteers to help with the orga-nization and running of the event. My mind is made up—even if my friends and I are the only ones to show up, we’re going. Should be an awesome, kick-ass time, flat-out, 10 mph under the speed limit.

What kind of tiddler bike fuels your fire? Care to revisit why you started riding in the first place? This sub-genre of motorcycling may be the place to start. ●

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SHOW REPORT

Sunny skies and temperatures in the 90’s greeted enthusiasts at the Gilmore Vintage Motorcycle Show in Hickory Corners, Michigan on

June 10th. The Gilmore Show grounds,

where lush lawns and authen-tic antique barns add to the vintage atmosphere, hosted about 6500 participants, ac-cording to Jay Follis, Public Relations Manager for the Museum.

The Vintage Japanese Motorcycle Club Canopy was in attendance and was manned by Michael Blevins, Western Michigan Regional Coordinator, of Scotts, Mi

VJMC at the Gilmore Car Museum Vintage Motorcycle ShowWords and Pictures by Mark Husa, Michael Blevins, and David Lower

There were 218 entrants shown at the Gilmore Vintage Motorcycle Show.

Steve Searles (right) and Michael Blevins (middle) discussed VJMC Western Michigan Region activities with show participants under the VJMC canopy.


SHOW REPORT

and Steve Searles, Michigan Representative, of Marshall. They handled club membership information, handed out copies of the VJMC Club magazine, and answered ques-tions regarding the group.

According to Scott VanLeuwen of the BMW Club of Battle Creek (sponsor of the event) there were 218 entrants for showing, 211 of those participant ballot judged, and 7 Masters Class entries. There is no criteria provided for the participant judging. The participant judged catagories were: England, 500 cc and under, and 501 cc and over, Germany, all displacements, Japan, 299 cc and under, 300-599 cc, and 600 cc and over, and USA, 1000 cc and under, and 1001 cc and over. Completing the catagories were: Other Countries, Competition, Custom, Scooters and Mopeds, and Sidecars/3 Wheelers. The club also recognizes the

Oldest Cycle, Director’s Choice, People’s Choice, and Best of Show.

The Masters Class is judged by a panel of expert judges that use a criteria that the BMW club has developed exclusively for the show. The criteria includes “Workmanship/ Condi-tion/Cleanliness”, for (1) Finish, paint decals striping, (2) Brightwork/Plating, including bare metal, (3) Mechanical, engine, frame, suspension, (4) Operability, machine and components, which is optional but must be demonstrated, and (5) Other, wheels, rubber, cables, instruments, controls, saddle, accessories, and display. The second part is “Judges Assessment”, including, (6) Overall Appeal, (7) Styling, Design, (8) Historic Significance/Rarity, (9) Engineering /Innovation, and (10) Authenticity/Originality/Preservation.

Larry Rix, of Battle Creek, Mich., won second place in “Japan: 600cc and over” with his 1983 Suzuki GS1100E.

127 riders participated in the prior day’s Vintage Bike Ride that started

from the Gilmore Car Museum.

Ronald Struble, of Battle Creek, Mich., won 2nd place in the “Japan: 300cc-599cc” with his 1973 Kawasaki Mach III.


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The Saturday before the show the BMW club sponsors a Vintage Bike Ride through rural Allegan county. This 70 mile ride had 127 participants for the all day event. Bikes ridden are given points towards judging for the Sunday show. ●

Ray LeZotte, of Lawton, Mich., showed his 1975 Honda CB750 in the Masters Class and won a 2nd place for the class.


RIDE REpORT

The Appalachian Mountains are well known for their thick, dark green forest, their natural rivers, majestic waterfalls, and mild late spring and summer temperatures. Hundreds of small, historic

towns and communities dot the landscape of north Georgia, and the western region of the Carolinas that are connected by some of the best motorcycling roads.

On April 28, the VJMC held it’s sixth annual Seneca Ride and Bar-beque event that let members experience and enjoy those connecting sections of asphalt. The ride included a 114-mile loop through the twisting, winding, scenic roads of Highway 130, Highway 64 and the locally famous Highway 28 while a major spread of barbeque and fixings were being prepared for our return on Lake Keowee.

Lake Keowee is located near Seneca, S.C., and has played host to

Seneca Ride Tackles TwistiesBy Gordon EastVJMC Director

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Just before the pre-ride meeting.

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the last two events. Oconee County’s South Cove Park provided space for trailer parking and ride set-up. The large pavilion and tables are used for our morning meet and greet, then our pre-ride safety meeting, lunch and afternoon conversations. The park offers both tent and RV camping with full hook-ups and designated swim areas so the family can come enjoy the weekend too. ●

Vintage yamahas are waiting for their turn to rumble up and down the mountain.

both riders and bikes stop for a refuel near the 90-minute mark.


RESTORaTIOn

I had completed a full restoration of a CL350K4 in the summer of 2008 and was thinking about the next project for

2009. I have a mostly original ’77 CB550K and really like that cycle. That winter I started considering another SOHC four as my next project. I had seen a few 350 fours, but I had only seen pictures of a CB400F. I started look-ing at ones that came up on eBay and ones I found searching the Internet.

In February of 2009 I was looking at Craigslist and saw a 400F listed about 90 minutes north of where I live in central Indiana. It was real rough and being sold as a parts bike. It had been sitting outside for years and it showed. The good news was the price at $75, which made it worth the drive. I headed north that Saturday morning with my trailer in tow. It turned out to be a terrible winter day, cold and very windy. The further north I went, the more snow on the ground.

I finally found the seller (thank you, Map-quest), and he told me that he bought the 400F to rob a few parts to get his CB500 running. For $75 I thought I might as well jump in. I encountered 50 mph cross winds coming back home and it was not a fun trip with a trailer, but I made it. I drove over to a friend’s shop who is a professional cycle mechanic. He asked what brought me out on such a nasty day. I told him the story so he came outside to have a look. He just shook his head. It did look pretty sad all tied down to the trailer. He agreed though that $75 wasn’t much to lose.

Not much happened for a few months and I continued to monitor eBay and Craigslist. I saw another ad on Craigslist for a CB400F being parted out, again north of me. So I headed north again the following Saturday. He bought it from a friend and it was not run-ning. He took it apart, decided it was too much to tackle, and was selling the parts. Someone before me had “cherry picked” some of the nicer parts. I made the guy an offer for all remaining parts. We negotiated back n’ forth for a while and ended up on a price. No title

for this one either. I knew from other restorations I would be

replacing most parts so I wasn’t real bothered by about some missing parts. I was concerned though about not being the one that took the cycle apart. I normally bag and tag everything so I know what goes where. This cycle was in boxes and tubs, including the part of the engine that had been dismantled.

My first chore was to lay out all the parts in the driveway and then attempt to group them. The nuts and bolts were in coffee cans, so most of them remained a mystery. I could tell most of the larger parts were there. Tank had a dent in it. Seat would not be usable. Rims had some pitting and so on.

I took the engine parts over to my me-chanic friend, Pat Singleton, at Singleton Performance in Kokomo, Ind., where I live. The carbs were obviously missing, some scor-

ing in the cylinders, head was not bad, but we could see at least one bent valve. Based on what we were seeing and what we could not see (bottom end), I decided to look for another engine. I saw one on eBay, but it was in Pennsylvania. I talked to the seller multiple times and he said it was from a running cycle that he was parting out. The price ended up being reasonable, but of course the shipping wasn’t so nice.

After many phone calls and transportation arrangements, the engine arrived. Not very pretty, but Pat checked the compression and it was good as the seller stated. It looked like we had something to work with, so I took the engine home and started the degreasing, cleaning, painting and detailing.

I continued my daily eBay searches for carbs and new parts. I knew from past experience I would not be satisfied with used chrome parts,

A CB400F brought back to life, part oneBy Paul McMain

I purchased a parts lot from a guy that was parting out a ’75 Cb400F. I purchased all remaining parts. The engine was disassembled and in boxes (frame and wheels not pictured).

The frame after the sandblaster and prior to painting.


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so I kept searching eBay and contacts that I had made during prior restorations. Part by part I found what I was looking for.

I took the frame to a friend that does media blasting to get it all prepared for paint, which saves a lot of paint prep time. Then it was off to the body shop for paint. I did not want high gloss black on the frame. Originals have more of a semi-gloss sheen; at least I think so. I worked with the painter and we ended up using a Nason enamel with a de-glosser added. After multiple trial pieces to get the sheen to my liking, the frame was painted. Finally at least one piece of the puzzle was done.

I found bronze bushings for the swing arms, which I thought would be a good addition at this point of the assembly. The search and procurement of other parts continued. I found an original seat still in a plastic bag. It was a barn find from a guy who raced 400Fs that he must have removed the seat to replace with a solo

The low-mileage engine from ebay required some work; overall it was good, but very dirty.

Engine after a thorough cleaning and a new paint job.


seat for racing. It was like new. That was one more key part off the list.

My next assignment was to order every-thing still available from Honda. I printed off the schematics for every section of the cycle then identified the parts that were No Longer Available. I ordered most of the other available parts. For the NLAs, I checked West-ern Hills Honda and a few other sources that

stockpile vintage parts. I found some. I next turned to David Silver Spares in England. I found the complete OEM exhaust system and other really hard-to-find parts. The search continued with a smaller list. One by one I checked them off.

When the OEM parts arrived from Honda, the tedious task of bagging the parts for each section of the cycle began. This is not an easy

job when you have hundreds of nuts, bolts, washers and so on. Once bagged, then the as-sembly could begin. I found some period-correct tires and continued to look for a new tank and some odds and ends, like new gauges.

Pat, the mechanic, and I both worked on the reassembly. I am the first to say that I am not a mechanic. I can take parts off and put new ones back on, but when it comes to the engine and carbs that is definitely Pat’s area of expertise. I can find parts and do detail work, but the engine is off limits for me.

The reassembly continued through the sum-mer and fall of 2009. I still had not found a tank so I took one of the used tanks and sealed the inside so it could be temporarily used. I tried Kreem and that did not go well at all. Many people swear by it, but I swore at it, and vowed to never use it again. It did not stick to the inside tank walls after hours of swishing it around to cover all surfaces. I let it sit overnight and it all moved to the lowest point. I scrapped that tank and wrote it off as a bad experience.

I sealed a second tank using the kit from KBS coatings and that attempt went much smoother. I at least had a tank to use to get the cycle started.

It was sometime in October 2009 that the pieces came together for the initial ride. The engine had good compression, but unfortu-nately also had some timing chain chatter

Re-assembly continues.

Most parts back together, except for the engine.

RESTORATION


that bothered me. I got some expert advice from Pat and another 400F expert, Terry, who lives in Wabash, that the timing chain issue needed to be addressed at some point, but it would be OK to ride. By the time the cycle was ready to ride, the riding season was over in Indiana.

Since winter was coming and I had not found a tank, I decided to have the tank I sealed painted. To make a long story short, I took it to a guy in October and ended up pleading and arguing with the guy the following April to get it back. I finally did. I was not happy with the results and he wasn’t happy either. Chalk it up to a bad experience.

In the process of prepping the tank he found a pinhole on the front underside. He decided JB Weld would be a good choice. That turned out for me to be a very bad choice. I did learn the hard way that I should not have had the tank media blasted, even lightly. I sealed the tank to use it temporarily and then decided to just have it painted. At that point I had it media blasted (after sealing) before going to the painter, which was a bad idea.

The summer of 2010 I did ride the “new” 400F. I wasn’t happy with the tank so I had some downtime to wet sand the paint and I hand polished it to make it acceptable. It turned out much better and I got a summer of riding it. That timing chain noise continued to bother me, so I knew it would be going back to Pat for some repairs.

Now fast forward to the winter of 2010-’11. On one really cold day I went into the detached garage and the smell of gas was really strong. It didn’t take me long to find the culprit. That JB Weld patch gave way and the gas blistered the paint on the lower portion of the tank. It didn’t leak on the engine and ruin that paint, so I am thankful for that.

By June of 2011, Pat had the cycle for the timing chain repair and I was doing the bodywork on the third tank, which was an eBay find. (I will not be going back to the painter I used previously.)

Stay tuned for the rest of the story. ●

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VJMC ad2.indd 1 12/31/10 8:38 AM

N.O.S.PARTS

DISCOUNTPRICES

60’s — Mid 80’s

Paul Miller Motorcycle72 Whispering Brook Dr.Kensington, CT 06037

Phone (860) 828-1771Fax (860) 828-7490

Email: [email protected]

N.O.S.Parts

DiscountPrices

60’s - Mid 80’s

PAUL MILLER MOTORCYCLE“when your dealer says no

give Paul a call”

72 Whispering Brook Dr.Kensington, CT 06037

Phone (860) 828-1771Fax (860) 828-7490

E-Mail: [email protected]

The day of my first ride on my ‘new’ 1975 Cb400F.


The Kansas City Chapter of VJMC, not counting our monthly meetings, is involved in about six yearly rides or show events. We also sponsor two major events of our own.

The first show/event is our “First Sunday Show and Swap Meet.” The second event strongly promoted by our club is the “All Japanese Motorcycle Show,” held this year on July 8 at the Kansas City “City Market.”

The City Market is a modern shopping area which houses the largest open fruit and vegetable market in a 400-plus-mile radius, a dozen restaurants and coffee shops and a string of retail shops. The market also sponsors “The Art of the Ma-chine” series of car and motorcycle shows. We chose this area because it is free, easy to find, somewhat indoors, modern, safe and attractive. There is parking all around the structure, and a no-curb access area which allows bikes to enter the area without jumping the curb. The structure is very modern and allows two rows of bikes to be parked on either side of the structure with plenty of space down the center for traffic. We had to make an event proposal which required that we show that we were a legitimate motorcycle club which was serving some public interest and that we would be family friendly; I do believe that our association with VJMC was a significant part of the approval process.

The event was scheduled from 10 a.m. to 4 p.m.; by 9 a.m. we had at least 30 bikes. By 9:30 a.m., the bikes were coming in streams. By 10:30 a.m., we had one side completely full and we were working on the other side. From 11 a.m. until 2 p.m., we had

the building full and some motor-cycles were relegated to the curb next to the building. I am sure we reached at least 100 bikes.

We had one man show up who had worked in the Hodaka factory (substantiated by a local motor-cycle activist), and many old-time dealers, mechanics and an array of enthusiasts among the 1,500 to 2,000 estimated attendees. The local motorcycle enthusiasts came

out of the woodwork and we made quite a presence. I was told by two sources that this was the largest motorcycle event the market had ever sponsored. From a distance, the crowd looked impressive and the rows of motorcycles stunning.

What made the show so great was its casual atmosphere and enthusiast-centered theme. We saw old friends, a few local motorcycle personalities, a few VJMC members who don’t attend regular meetings (they are certainly welcome), and hundreds of newbies we would like to reach out to in the future. In the end, the City Market gave all of the participants

SHOW REpORT

All Japanese Motorcycle ShowBy Mark H.Bayer KC chapter president


Name __________________________________________Address_________________________________________City________________________State________Zip_______Mail to: Antique Motorcycle Club of America, Inc.® AMCA/Cornerstone Registration, Ltd., P.O. Box 1715, Maple Grove, MN 55311-6715, U.S.A.

U.S.A.....$30 Canada & Mexico.....$34 All other Countries.....$40

Join online! It’s secure and safe at: www.antiquemotorcycle.org

Join the Antique Motorcycle Club of America! The largest organization in the country devoted to antique motorcycles. Membership includes a full-color quarterly magazine loaded with feature articles, restoration tips and a free Want Ad section.

Interested in Old Motorcycles?

Sign me up!

Untitled-3 1 8/17/10 9:32 PM

a great brass plaque and invited us back for next year. The motorcycle pictured on the plaque was a vintage Moto Guzzi, I suppose we can wish for an old Japanese bike at some point in the future. We are already planning the 2013 event in the market area.

We want KCVJMC to reflect the highest standards of showman-ship and character to give our club and VJMC a good reputation

in the community. Above all, we want to best reflect the sport of motorcycling, VJMC, motorcycle safety, and to compliment the event in which we are involved! Check out our activities at www.kcvjmc.org and www.midwestcruisers.9f.com. ●


SHOW REpORT

Unlike last year’s great “North’wet,” we were greeted with 70 degrees and no rain for our July 14 Show

and Shine at member Ron Orr’s Hin-shaw Honda. This was the third year of this event and was the biggest and best yet!

There were about 70 vintage bikes on hand; the vast majority of them were Japanese. The local Vintage Motor-cycle Enthusiasts club was invited to participate and brought some British, German and Italian bikes, as well as vintage Japanese.

One bike that stole the show was mem-ber Ben Schenk’s 1977 250cc Hodaka. Hodaka built the 250 for only two years in 1976 and 1977, so they are a real rar-ity. This bike won Best of Show at this year’s Hodaka Days in Athena, Ore., and Schenk brought the trophies with to prove it. (Last year at Hodaka Days, Ben won Best of Show with his 175cc Hodaka, so he is on a roll!)

Member, Harvey Beaver displayed his red Honda S90 that idled like a Swiss watch. I brought my newly restored 1967 Honda S90 (the first bike I ever rode) and my 1975 Kawasaki H2C.

Ron Orr brought out quite a few bikes from his vast collection of vintage ma-chines and had an Open House at the dealership that included grilled hot dogs and beverages for all the attendees and spectators.

We had a great time “kicking tires” with fellow VJMC’ers and introduc-ing the public to what the VJMC is all about. ●

Hodaka Stars at Washington ShowBy Mike AshfordWashington Field Rep


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CLASSIFIEDS

For Salehonda

1959/79 Honda collection. 49-1047 cc. Selling 50 year collection. From junkyard to museum pieces. Paul Crippes, 707-894-3174, Cloverdale, California, [email protected].

For 1964/69 Honda 160cc, new and used parts. All mod-els, engine, frame, electrics, bulletins, parts, books, fiche copies, owners manuals. S65 stuff too. Email or call. Paul Enz, 321-268-5461, Titusville, Florida, [email protected].

For 1968 Honda CL350, parts. Gas tanks, wheels, all engine parts, frame, handle bars and more. May have what you need. Gene Mc-Daniel, 334-365-1997, Prat-tville, Alabama, [email protected].

Honda Parts. For 1970 CT70, two sets of new chrome exhaust guards. Two new trail wing tires and as-sorted other parts. For 1966 S90, excellent seat. Has minor tear on the lower rear. For NSR 50, NOS speedom-

eters in the box. For NS50F, excellent body panels. For MB, front fender. For RX50, misc parts. Robert Brandner, 561-776-6212, North Palm Beach, Florida, [email protected].

1973 Honda Cb350 K3. Very clean, garage kept, all original. 14k original miles, all paint/chrome in very good condition. Seat is very good. Includes owner’s manual, tool kit, extra parts, new battery. Ready to go cross country if you want. Asking $4500. A.D. Smith, Philadelphia, Pennsyl-vania, [email protected].

For Sale: 1975 Honda Cb360T. Frame up res-toration. Carbs rebuilt, brakes rebuilt with DoT 5 fluid. Fenders and pipes rechromed. JetHot coat-ing on mufflers. Tank lined and repainted. New forks, chain, battery, cables, seals, clutch. upgraded ignition coils and shocks. Non-stock wrinkle coat

on cases and non stock reflectors. Clear title. 4000 original miles. Pete Shaginaw, 919-568-8216, Mebane, North Carolina, [email protected].

1975 Honda Cb400F. 0 miles on rebuilt motor (in-stall available). 13K miles on spare good running mo-tor in bike. Blue, all original. Lots of spares: wiring har-ness, matching blue paint, performance manual, parts manual, points, condensers, etc. Possible delivery. Roger Mansfield, 317-844-2265, Carmel, Indiana, [email protected].

1978 Honda CX500 Deluxe, restored. under 11000 miles. New tires, battery , mufflers, seat cover and $700 in correct paint. Runs well. Carbs were profes-sionally rebuilt by george in Texas. Needs nothing.Email for additional details and photos. over $3000 in-vested, $1975 obo. Randy

Travelbee, 517-673-5531, Quincy, Michigan, [email protected].

1981 Honda Cb900F Super Sport. All original. 14400 original miles, Runs good and all electrics work. No title, bill of sale only. Not restored. Has slight clear coat peeling and small crack on rear tail section. Small scratch on front fender. good tires and rides like a true vintage Honda. $3000 firm. Duane Segas-sie, 770-820-1548, Doug-lasville, georgia, [email protected].

1982Honda Mb5. Decent condition with 1840 original miles. Stock except for club-man bars and mirrors. Well

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

Be aware of publication deadlines. Ads are due by the 20th of the month in which a magazine is issued for the next edition. For example, ads for the February 2013 magazine will be due to the classifieds editor by Dec. 20.

If you have business related ads, please consider taking out a com-mercial ad. Contact VJMC ad manager Gordon East at [email protected],

or me (contacts below) 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” and send to the address below. Send all classified ads and money for photos, to Gary Gadd, 3721 Holland St., Fort Worth, Texas, 76180; call 817-284-8195; or e-mail: [email protected].

**PLEASE NoTE: Ads will be run for one issue only; please resubmit via the VJmC website or email if you wish an ad to run longer. Also contact the classifieds editor Gary Gadd if your post has been fulfilled, again via the VJmC website or email. This will help keep our classified ads as current as possible. **


CLASSIFIEDS

kept. Includes recent title from Massachusetts. Also have original Honda factory service manual. Ruckster1, 401-523-5321, New England, [email protected].

Free to good Home: Honda PA50 Moped. No paperwork. Gordon Bass, 985-807-6581, New Orleans, Louisiana, [email protected].

1982 Honda CX500T Turbo. Rare and super clean. 24000 original miles. Beautiful bike, rides great, very comfort-able. Won 3rd place vintage Japanese class at 2011 Pro Italia Café Desmo show. $5500 obo. Cash only, no trades. Brian, 818-231-0179, Los Angeles, California, [email protected].

1984 Honda VT500 Ascot (V-Twin) all original with 4,700 miles, motorcycle is a federal specification model and black in color. I am looking to trade this motorcycle for a recent model Honda or yamaha 4 stroke dirt bike in the 250-400CC range, or I will sell for cash offered at $3,500. gary Treadwell, 562-537-5624, [email protected].

1988 Honda Hurricane 1000. 405 kilometers. Bike is virtu-ally new. $5000. Raymond, 250-459-7792, Clinton, BC, Canada, [email protected].

KawaSaKI

For 1960’s/70’s Kawasaki 125/175/250/350, F5/F6/F7/F8/F9/F11, NoS piston kits. Each kit includes 1 piston, 1 ring set, 1 piston pin and 2 circlips. Kits are $40 each plus shipping and handling. Email with size needed, standard or oversize. Steve Lloyd, 814-899-3935, Erie, Pennsylvania, [email protected].

For Kawasaki Triples S2/KH400/H1/H2, NoS carb kits. Kits include main jet metering rod (needle and cir-clip), pilot jet, main jet, mixture metering screw and spring, washers, float bowl gasket and float needle and seat. $15 each plus shipping and handling. Steve Lloyd, 814-899-3935, Erie, Pennsyl-vania, [email protected].

1985 Kawasaki ZN700 LTD. All original, has 11000 miles. Great bike for collector, no work is necessary, just keep it clean. Asking $3000. Troy Woomer, Allentown, Penn-sylvania, [email protected].

SuzuKI

For 1965/68 Suzuki b100P/b120 K10, NoS seat. Has later pattern on seat for B120 but fits both models. Also have NOS complete front fork assembly including triple tree for a Suzuki K10P. Pics available on request. Fred Sauter, 905-640-2851, Ontario, Canada, [email protected].

1966 Suzuki K15 Hill billy. Perfect bike. Missing rear rack and glass from speed-ometer. All else is original and

in beautiful shape. True col-lector quality. Many pictures available. Terry Smith, 720-422-5490, Denver, Colorado, [email protected].

1968 Suzuki M12-2 50cc. I have a good running M12-2. Color is red, everything is operational. The chrome is pitted in areas, but really in great shape overall. The seat has no rips, the paint is in excellent shape. 2000 miles, still being ridden. Kevin Quinn, 913-341-1255, Lee’s Summit, Missouri, [email protected].

1972 Suzuki J Sebring 380cc. 13k miles, stored 25 years. NOS ignition switch, air intake boot, points. New chain, battery, air filter, plugs, fuel and oil lines, tires, tubes. Carbs rebuilt, gas tank sealed. Original paint, chrome and upholstery. Factory service manual and owner’s manual, Clymer repair manual, tool kit. Current title and regis-tration. Have original blue and yellow Pa plate. Con Wallhausen, 724-216-5941, Greensburg, Pennsylvania, [email protected].

1980 Suzuki gS850gL. Well maintained, garage kept, never down, in running con-dition. Has original paint and seat. Asking $975. Mike Say-er, 215-801-6183, Flourtown, Pennsylvania, [email protected].

yamaha

For yamaha yR2/yDS3/DT1/yA6/yL1/yF1, NoS piston kits. YR2/YDS3 sets of 2 each, $75. DT1/YA6/YL1/YF1 set of 1 each, $35. Plus shipping and handling. Steve Lloyd, 814-899-3935,

Erie, Pennsylvania, [email protected].

1966 yamaha yM-1. Com-plete restored 305cc. 20000 original miles. Email me and I’ll send you pictures. Scott Hunter, 612-501-1093, Min-neapolis, Minnesota, [email protected].

yamaha TD1C 250cc road-racer. Complete, last raced in 2001. Unrestored, includes some engine spares. Norm, 888-811-2232/909-883-2232, California, [email protected].

1973 yamaha RD350. Pro-fessionally built streetfighter bobber. Total rebuild, hot rod black/yellow, Toomey chambers, clean title, needs nothing, pictures available. $1990. Scott Ferrecchia, 508-397-0747, Hudson, Massachusetts, [email protected].

For 1976/81 yamaha XS750/850 triples, 900cc big bore kit. Includes hi-perf head gasket, base basket, 6-circlips, 3-pistons/ring sets/wrist pins. $325 plus shipping and handling. Steve, 814-899-3935, Erie, Pennsyl-vania, [email protected]

1982 yamaha IT175. Roll-ing chassis only. No motor. Includes tank, seat, good wheels and general parts bike. Free, just come and get it. R. Gangle, Acworth, Geor-gia, [email protected].

MiSc. iteMS For Sale

unassembled plastic mod-els. 1969 Honda CB750 by Nagano, $100. Kawasaki Z-1 by Revell, $50. Honda


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.

New Member Name: ___________________________________________

Date: ___________ Address: ____________________________________

City:_____________________ State: _____ Zip: _______

Preferred Brands: _________________________________________________________________________________________________________________________________________________________________________________________________________

Phone Number: ________________

Email: ___________________________

Referred By: ___________________________________

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

CLASSIFIEDS

750 working engine by Mini-craft, $100. Vince Tidwell, 678-358-0963, Dunwoody, Georgia, [email protected].

Japanese bike parts supply. 10’s of thousands of parts, new and used. Reasonable price in order to make a speedy deal. Gene Crump, 662-369-4542, Aberdeen, Mississippi, [email protected].

For 1958 through 1980, Vin-tage Japanese carb kits. Buy them all for $3.50 each or best offer. Or individual kits from $5 each. Shipping and handling extra. Email with make, model and displace-ment of bike. Steve, 814-899-3935, Wesleyville, Pennsylva-nia, [email protected].

Vintage Japanese Parts. Selling off my spare parts

and brochures. Many gems, some NOS bits. Email for a list. Rick Seto, Ottawa Cana-da, [email protected].

1970 Suzuki 250 cc Hustler, $300. 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. Located near Rhinebeck, New York meet site. Ken Krauer, (845) 266-3363, Salt Point, New York, [email protected].

over 4000 Honda keys. All new and numbered. Through the decades, Hondas came with four keys, sometimes 5. The dealer gave the buyer 2 and he kept the others! These are some of the ‘kept’ keys. $10 each for any quan-tity including postage sent anywhere in the world. Email preferred. Barry Sulkin, 310-569-1383, Culver City, Cali-fornia, [email protected].

over 1000 Kawasaki keys. All new and numbered. Through the decades, Hon-das came with four keys, sometimes 5. The dealer gave the buyer 2 and he kept the others! These are some of the ‘kept’ keys. $10 each for any quantity including postage sent anywhere in the world. Email preferred. Barry Sulkin, 310-569-1383, Culver City, California, [email protected].

original motorcycle maga-zines containing road tests for your 80’s vintage Japa-nese 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 ben-efit VJMC people. Canadian Stu at [email protected].

Wanted:honda

For 1949 Honda Dream, looking for photos of original 1949 Honda Dream. Jojo Johnson, 619-718-1928, Idaho, [email protected].


CLASSIFIEDS

For 1953 Honda Dream 3-E, information. The first 4 stroke bike Honda built. Any part sources, info or contact with anyone knowledgeable with these bikes would be most appreciated. Michael Howarth, 760-218-3410, [email protected].

1962 Honda Cuby. Look-ing for 19cc engine and any parts or literature. Tom Kolenko, (770) 427-4820, Atlanta, Georgia, [email protected].

For 1963 Honda T10 Cuby 19.7cc, looking for the Honda book ‘Cuby Engine’. The booklet explains in-stallation of attachments: water pump, circular saw, generator, dust blower, drill-ing machine. Volker Wolff, 004961742577959, Germany, [email protected].

For 1962 Honda Cb72, parts. I am restoring an early matching numbers CB72. Have frame and case, need the rest. Rolling bike pre-ferred but will consider any parts. Mark Wentz, 408-420-9613, Milpitas, California, [email protected].

For Honda CL72, informa-tion. Need help with resto-ration of a domestic CL72. If you had one or have one, contact me. Cliff Vaughn, 814-490-0212, Edinboro, Pennsylvania, [email protected].

For 1964 Honda C100, look-ing for anyone who has or sells repro side cove decals

or anything related to the Roadster Kit that Honda of-fered in the mid 1960’s. Also need seat for the roadster kit. Honda or any related reason-able items. Bob Barron, 740-546-3968, Ohio, [email protected].

For 1970/71 Honda SL175, looking for rolling frame or SL175 with a non-running engine. Incomplete bike is OK. Let me know what you have. Thanks. Ellis Holman, 317-691-4242, Indianapolis, Indiana, [email protected].

1971/71 Honda SL175. Any shape, does not have to run. Frank Mowrey, 518-673-3483, Canajoharie, New York, [email protected].

For 1971 Honda CL450, looking for a motor or some-place that will rebuild the mo-tor I have. If anyone can help out, I’d appreciate it. James Houlbert, Coventry, Con-necticut, [email protected].

For 1972 Honda CL175, need exhaust pipe for the scrambler. Bob Williams, 608-751-0731, Clinton, Wis-consin, [email protected].

1972/73 Honda XL250. David C, Rhode Island, [email protected].

1974/75 Honda Elsinores. CR125 and CR250. James Neill, 662-417-5295, McCa-rley, Mississippi, [email protected].

1974/78 Honda XR350. Any condition for restoration. Bob Hicks, 978-774-0906, Wen-ham, Massachusetts, [email protected].

1976/78 Honda XL350. Looking for decent runner or semi-restored bike to put inusable condition. For trail/road use, not show. Clear title, Ny/New England prefer-ably. Rich Whyman, 207-563-5262, Damariscotta, Maine.

For 1984/86 Honda Night-hawk, NOS parts for any year/color Nighthawk S. I’ve lost all my parts in a huge house fire, and am still look-ing for anything I can find NOS for these bikes. Please contact me if you have anything you’d like to sell. Thanks! Joe Angelucci, 216-382-8965, Cleveland, Ohio, [email protected].

SuzuKI

1975 Suzuki RM125. James Neill, 662-417-5295, McCa-rley, Mississippi, [email protected].

yamaha

1967/68 yamaha yg1T. Would also consider YL5T. All conditions considered, the closer to Pennsylvania the better. Fred Klopp, 717-273-0141/717-421-4287, Lebanon, Pennsylvania, [email protected].

For 1975 yamaha XS650b, looking for a pair of exhaust headers with the chrome muffler joint nuts. Thanks. John Chaves, 813-391-5407, Lutz, Florida, [email protected].

For 1977 yamaha TT500D, advice. I am about to start

working on my TT500D. If anyone has completed one of these and has advice or suggestions and is willing to share knowledge, please contact me. Bruce Casey, Alabama, [email protected].

1992/93 yamaha TDM850. Looking for ready to ride bike. No project bikes, no broken up bodywork or heavily modified bikes. Please email description and photos. Steve Huggins, 407-927-4835, Orlando, Florida, [email protected].

MiSc. iteMS Wanted

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

Dealer Memorabilia. Col-lector seeks 1950’s-1980’s Japanese dealership items including banners, signs, ashtrays, 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 memorabilia for Museum and the ‘CBX Book’ I am pres-ently 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/body-work. Let me know what you have and how much you need! Ian, 626-444-9358, California, [email protected].

Buy frOM VJMC adVErtisErs whO

suppOrt yOur CluB


Short Sleeve t ShirtS:• White 100% cotton, printed front & back, Available in sizes: S, M, L, XL, 2XL, 3XL .................................................................... $15• Gray 100% cotton, 35th Anniversary shirts, Available in sizes: S, M, L, XL, 2XL, 3XL................................................................. $20

long Sleeve t ShirtS:• Light Gray 100% cotton, printed front & back, Available only in sizes: L and XL ........................................................................ $20

Polo ShirtS:• Black, red, or white embroidered with club name & logo on left chest in 100% cotton.• Available in M, L, XL, 2XL ......................................................................................................................................................... $25

Sweat ShirtS:• Gray heavyweight cotton, printed front & back, available in L, Xl, 2XL ...................................................................................... $25

hatS• Black or Gray, cotton, baseball style with embroidered club name & logo ................................................................................. $15• Red cotton “TEAM VJMC” embroidered baseball style ............................................................................................................ $15

Club MedallionS:• White/black or Black/Gold metal with 1/4” top tab mounting hole ............................................................................................ $10

Coffee MugS:• Black ceramic, 12 oz. with club name & logo ............................................................................................................................. $6

drink kozee:• Red foam with white club name & logo screenprinted .......................................................................................................... $1.50

keyChain:• White soft vinyl with club name & logo screenprinted fastened to chrome ring ......................................................................... $1

vJMC Pin .................................................................................................................................................................................... $7

vJMC PatCh ............................................................................................................................................................................. $10

VJMC Regalia ORdeR FORM

Add shipping and handling costs to order:• All items sent U.S. Priority Mail with

delivery confirmation; $6 for first item and $4 each for additional items for USA only.

• Canadian orders multiply U.S. Mail rate by 1.5 to determine S&H charges.

Quantity 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: Melody Adams • 3516 Hickory Ridge Road • Lebanon, TN 37087Regalia Questions?: Email [email protected]

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35th AnniversAry rAlly - Vintage Japanese Motorcycle Club

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Transcript of 35th AnniversAry rAlly - Vintage Japanese Motorcycle Club