Motorcycle Classics 09.10 2023

MOTORCYCLE CLASSICS SEPTEMBER/OCTOBER 2023 1970 TRIUMPH TR6R • 1975 KAWASAKI S3A • 1966 HONDA CL77 • 1955 ADLER
MB250
RIDE ÈM, DON’T HIDE ÈM
September/October 2023
TRIUMPH TR6R
A LUCKY FIND OF AN
AMAZINGLY ORIGINAL
SINGLE-CARB TWIN
PLUS: $6.99 • Vol. 19 No. 1 • Display Until Oct. 2

• RIDING THE 2023 MOTO GIRO D'ITALIA
• KANEMOTO DRAGON: 1974 KAWASAKI
H2R FLAT TRACKER
• CLASSIC SCENE: 2023 QUAIL
MOTORCYCLE GATHERING
C1 News Subs.indd 1 7/12/23 11:29 AM

THE EVENT
100 YEARS
IN THE
MAKING
BMW MOTORRAD DAYS AMERICAS. OCT. 6–8
The first ever Motorrad Days Americas is here. Join us October

6-8 in Birmingham, Alabama at the Barber Vintage Festival.
Celebrate 100 years of motorcycle excellence and test
ride the latest innovations in BMW Motorrad technology.
Don’t miss the three full days of pure #SoulFuel.
Visit www.BMWMotorradDaysAmericas2023.com
to learn more. #100YearsBMWMotorrad
Job14581 BMW Motorrad Days Print Ad_Barber Vintage Festival_16.25x10.8125_r3.indd 1

C2-1 76-79 SO23_Spreads.indd 2 7/11/23 10:50 AM
©2023 BMW of North America LLC. The BMW trademarks are registered trademarks.
6/28/23 1:47 PM
C2-1 76-79 SO23_Spreads.indd 1 7/11/23 10:50 AM
ROAD
MAP Steve Baugrud goes
back in time. See
Page 22.
JEFF BARGER
FEATURES ON THE
Ninja,
10 CLASSIC SCENE: THE 2023
QUAIL MOTORCYCLE GATHERING
38 NOT STOCK: THE MEDAZA WASP
Hand-crafted in Ireland, Don Cronin’s latest
WEB!
mount This year the Quail continued the tradition of creation looks like the sort of bike that Captain
being one of the premier motorcycle-specific America would ride, not a Royal Danish postman. Motorcycle Classics
shows in the country.
44 KANEMOTO DRAGON Ready To Ride
14 THE RESCUE OF THE AVOCADO: Dain Gingerelli looks back at the 1974 Kawasaki
H2R Flat Track racer.
Giveaway
1970 TRIUMPH TR6R Get on the road with
A lucky find of an amazingly original Triumph.
52 TWO-STROKE TEMPLATE: this cool collection of
1955 ADLER MB250 motorcycle gear valued at
22 READY TO RIDE:
The parallel-twin 2-stroke engine has arguably $2,400. Enter for a chance
1975 KAWASAKI S3A delivered more thrilling performance to more to win this package at
Decades after riding a H1 to high school, Steve
people at an affordable cost than any other two- MotorcycleClassics.com/
Baugrud decided to find another Kawi triple.
wheeled 20th century engine format. sweepstakes/ready-to-ride
30 THE 2023 MOTO GIRO D’ITALIA
61 JERRY AND THE JERSEY DEVIL
Roaming Tuscan roads on classic motorcycles.
A half century on a 1966 Honda 305 Scrambler.
DEPARTMENTS
4 SHINY SIDE UP 8 ON THE RADAR 70 CALENDAR
Attend the John Parham We look back at three Where to go and what to
Estate Collection auction desert sleds, the Norton do this fall.
at the National Motorcycle Nomad, the Matchless
Museum in Anamosa, Iowa. G11CS, and the Triumph 72 DESTINATIONS
TR6 Trophy. Visit the beautiful New
6 READERS AND RIDERS Jersey Pine Barrens.
Readers chime in with 66 TEST RIDE
feedback on police Indians, Alan Cathcart tells us all 80 PARTING SHOTS
the Mystery Ships from the about Ultimate Collector Remembering the San
July/August issue of MC, Motorcycles. Jose Mile — THE Mile.
and more.
2 MOTORCYCLE CLASSICS September/October 2023
2 TOC.indd 2 7/12/23 11:30 AM

Cars lie
to us.
MOTORCYCLES TELL US
THE truth — WE ARE SMALL,
AND EXPOSED, AND PROBABLY
MOVING TOO FAST,
BUT THAT’S NO REASON
NOT TO ENJOY
EVERY MINUTE of
EVERY RIDE. from Season of the Bike
by Dave Karlotski
Progressive Casualty Insurance Co. & affiliates.
America’s #1 MOTORCYCLE INSURER

1-800-PROGRESSIVE | PROGRESSIVE.COM
Quote in
as little as
3 minutes
3-C4 SO23_ADS.indd 5 7/11/23 11:49 AM

SHINY SIDE
UP ®
LANDON HALL, EDITOR-IN-CHIEF

lhall@motorcycleclassics.com
CHRISTINE STONER, ASSOCIATE EDITOR
RICHARD BACKUS, FOUNDING EDITOR
The end of an era CONTRIBUTORS

JEFF BARGER • JOE BERK • ALAN CATHCART
NICK CEDAR • KEL EDGE • DAIN GINGERELLI
COREY LEVENSON • MARGIE SIEGAL
W e here at Motorcycle Classics, along

with everyone else in the motor-
cycle community, were saddened a few
Art collection is a life-size bronze
sculpture by artist Jeffrey Decker. The
piece depicts a 1937 Harley-Davidson
ROBERT SMITH • PHILLIP TOOTH
GREG WILLIAMS
ART DIRECTION AND PREPRESS

months back at learning the news: EL being ridden by Joe Petrali. The MATTHEW STALLBAUMER, ART DIRECTOR
The National Motorcycle Museum piece was created especially for John
in Anamosa, Iowa, will be closing its Parham in 2002 to honor Petrali’s ADVERTISING DIRECTOR
BRENDA ESCALANTE; bescalante@ogdenpubs.com
doors for good in early September. record-setting Daytona run.
While the museum has been Another famed piece of the Road WEB AND DIGITAL CONTENT
a non-profit since its beginning in Art collection will be a helmet owned TONYA OLSON, WEB CONTENT MANAGER
1989, it has always been the home of and engraved over a period of some DISPLAY ADVERTISING
many motorcycles from John and Jill 30 years by artist Von Dutch. He (800) 678-5779; adinfo@ogdenpubs.com
Parham, founders of J&P Cycle. began engraving the helmet in the NEWSSTAND
What began with 40 bikes in an early 1960s as a sort of history of his BOB CUCCINIELLO, (785) 274-4401
old storefront in downtown Anamosa motorcycle ownership, and it was one
CUSTOMER CARE
grew to a larger, 500-plus motorcycle of his most prized possessions. (800) 880-7567
collection after the museum's move More than 300 motorcycles from
in 2010 to a repurposed larger build- the collection will also be sold, start-
ing near Highway 151. More space not ing on Friday. Highlights include sev-
only allowed for the acquisition and eral Brough Superiors and a handful
display of more motorcycles, but it of Vincents, but mostly a vast collec-
also provided room for exhibits and tion of early American motorcycles.
loans from other collections. And Harley-Davidsons of nearly every BILL UHLER, PUBLISHER
while those cycles will be going back decade since the company began are CHERILYN OLMSTED,
to their homes, many bikes from the represented, including a 1909 H-D CIRCULATION & MARKETING DIRECTOR
Parham's personal collection will go single. A 1915 Flying Merkel, a 1912 BOB CUCCINIELLO,
up for auction. Indian single and a 1939 BMW R12 NEWSSTAND & PRODUCTION DIRECTOR
Mecum Auctions will be presenting are all sure to draw a great deal of BOB LEGAULT, SALES DIRECTOR
the John Parham Estate Collection attention. RANDY SMITH,
at the National Motorcycle Museum, The entire list of bikes can be MERCHANDISE MANAGER
Wednesday, Sept. 6, through Sunday, viewed at mecum.com/auctions TIM SWIETEK, INFORMATION TECHNOLOGY DIRECTOR
Sept. 9. The auction begins with the Cheers, ROSS HAMMOND, FINANCE & ACCOUNTING DIRECTOR
Road Art, some 1,000 lots encom-
MOTORCYCLE CLASSICS (ISSN 1556-0880)
passing more than 6,000 pieces in September/October 2023, Volume 19 Issue 1. MOTORCYCLE
total. One standout piece of the Road CLASSICS is published bimonthly by Ogden Publications, Inc.,
1503 SW 42nd St., Topeka, KS 66609-1265.
Periodicals Postage Paid at Topeka, KS and additional
mailing offices. POSTMASTER: Send address changes to
Ogden Publications, Inc., 1503 SW 42nd St.,
Topeka, KS 66609-1265.
For subscription inquiries call: (800) 880-7567

Outside the U.S. and Canada:
Phone (785) 274-4360 • Fax (785) 274-4305
Subscribers: If the Post Office alerts us that your magazine
is undeliverable, we have no further obligation unless we
receive a corrected address within two years.
©2023 Ogden Publications Inc. Printed in the U.S.A.
In accordance with standard industry practice, we

may rent, exchange, or sell to third parties mailing
address information you provide us when ordering a
subscription to our print publication. If you would like to
opt out of any data exchange, rental, or sale, you may
do so by contacting us via email at customerservice@
MECUM AUCTIONS
ogdenpubs.com. You may also call 800-880-7567

and ask to speak to a customer service operator.
A 1937 Brough Superior SS80, one of three Broughs in the Parham auction.
®
4 SSU.indd 4 7/12/23 11:30 AM

C
CM
MY
CY
CMY
3-C4 SO23_ADS.indd 3 7/11/23 11:49 AM

READERS AND
RIDERS
“I kept the GS1000 and put 130,000 miles
on it over the next 20 years.”
Love for the Mystery Ship was very fair. Not really a great motorcycle, but it had its
Kudos for an outstanding cover and story about Craig features and good points. I enjoyed the time I had with
Vetter and the Mystery Ships (July/August 2023)! As an one as the owner. In May 1978 I had just bought a Suzuki
architect and industrial designer, I have always been fasci- GS1000EC. Later that summer I saw the Honda CBX. WOW.
nated by Craig’s innovative solutions. I could have had that if I just waited a little. Yes, 1978. The
I also enjoyed Robert Smith’s very thorough background first model year CBX was 1979, but it was available in deal-
on the Ariel side hack rig (Something on the Side). I had a ers mid to late summer 1978. There was a story at the time
similar unit when I was living in Denver in the 1980s. I was (it may or may not be true) that the release was delayed
the campaign manager for the election of Federico Peña due to head gasket problems and two additional M6 screws
for Mayor (he won). I frequently drove him to various civic were added. That moved the release from early 1978, so
events in the rig which always got lots of smiles and thumbs it got a model year of 1979 with early release for a 1979
up. I think it was a 600 single. I wish I knew where to look model. Anyway, the 1979 model was available for about a
for some of those old photos. Yes, as Robert points out, it year and a half until the improved 1980 model was released
was dark burgundy! more or less on time.
I was also delighted to read Clement Salvadori’s piece I kept the 1978 GS1000 and put 130,000 miles on it over
about the early Honda Scrambler. Clement was the first the next 20 years. Probably a good choice versus jumping
moto journalist I ever took on one of our Lotus Tours, which ship to the CBX. The CBX I owned was an insurance sale
was to Rajasthan, India, in 1997. bought in the 1990s. So I finally had the CBX I lusted over.
Burt Richmond/Chicago, Illinois It needed some work and was an interesting restoration
project. I rode it some but when it became more valuable
Remembering the CBX than I could afford to keep, I sold it. I got about half of what
I enjoyed the July/August issue of Motorcycle Classics and they are currently going for. Thanks for the article.
the article on the CBX. Like many people, having owned a Ralph Noble/Poulsbo, Washington
CBX I have some experience with it. I thought the article
Police Indians
Several weeks ago I was admiring
a neighbor’s Indian motorcycle. I told
him my father rode an Indian motor-
cycle in the 1930s and 1940s when he
was a member of the Pennsylvania
State Patrol, which became the
Pennsylvania State Police.
My neighbor recently gave me a
copy of your July/August 2022 maga-
zine, and on Page 31 you write that
Pennsylvania purchased 450 Indian
Scouts for various duties. I thought
your readers may be interested in
the enclosed photo taken at the
Pennsylvania State Police Academy in
Hershey, Pennsylvania. I cannot date
the picture, but it is when they were
still Pennsylvania Highway Patrol. My
father, Cpl. Thomas Betsko is in the
forefront, second from the left.
I believe one of the motorcycles is
on display in the museum at the acad-
emy in Hershey.
Robert Betsko/Sun Lakes, Arizona
MCC ON23 1.indb 6 7/10/23 1:52 PM

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3-C4 SO23_ADS.indd 7 7/11/23 11:49 AM

ON THE
RADAR
Special Sled: 1958-1960 Norton Nomad

The term desert sled has now become
cemented into the motorcycle lexicon
alongside café racer, chopper, bobber,
adventure, cruiser and the rest. But the
desert sled wasn’t born in a marketing
meeting: it was in the Mojave Desert.
America’s western deserts are unforgiv-
ing places full of surprises. Rocks, sand
dunes, sinkholes, dry rivulets, levees, all
with a side of cactus and rattlesnake. But
they also lack speed limits and intersec-
tions, making them ideal for off-highway
racing. Perhaps the highest profile pro-
ponent of desert racing in the classic era
and one of its fiercest competitors was, of
course, Steve McQueen, who espoused
the racer’s philosophy in the movie Le
Mans: “Racing ... it’s life. Anything that
happens before or after, it’s just waiting.”
Perhaps the archetypal desert racer of
the era was the 650cc Triumph Trophy.
The Trophy started out as a rigid-framed
500cc trials bike using the all alloy,
square-barrel “generator” engine that had
been installed as an auxiliary power unit
in Britain’s World War II bombers. The 500
proved itself in the 1948 International Six-
Days event, when the British team won
the top prize on Triumphs (hence the
name “Trophy”).
But trials are relatively slow speed A Nomad (with non-stock seat) brought $13,200 at the 2023 Vegas Mecum auction.
events, and more power was needed for
desert racing. That arrived with the 650cc resulted in the launch of Norton’s own and high compression pistons. In this
Trophy-Bird, using the engine from the Desert Sled, the 596cc Nomad in 1958. spec, the Nomad made 36 horsepower at
Thunderbird. But there was another prob- The Nomad’s engine was developed 6,000rpm compared with the Domi 99’s 31
lem: The Triumph sprung hub frame fit- from the Dominator 99, and featured dual horsepower at 5,750rpm. It featured mag-
ted to their street bikes was unsuitable Amal 276 Monobloc carbs and an alloy neto ignition, 6-volt alternator electrics
at speed on the rough. Then in 1954, cylinder head with bigger intake valves and was topped with a gas tank borrowed
the Trophy specification solidified from the Matchless G80CS scrambler.
around a new swinging arm frame.
With appropriate modifications to
NORTON NOMAD (Norton had been part of Associated
Motorcycles since 1952.)
stock machines by the customer/racer The non-unitized drivetrain with
(relaxed steering rake, a longer swing- Years produced 1958-1960
Norton/AMC gearbox was housed in
arm, removing mufflers and other Claimed power 36hp @ 6,000rpm a new frame developed for strength
extraneous parts and strengthening Top speed 95mph (est.) and based on that of the sidecar-tug
what was left), the desert sled as it Engine 596cc air-cooled, OHV parallel twin, Model 77, but with a tubular engine
became known was born. 68mm x 82mm bore and stroke, cradle rather than the 77’s forged
Meanwhile over at Norton, race 9:1 compression item. A new oval-tube swingarm was
supremo Joe Craig’s focus was circuit designed to fit around a wider rear
Transmission Chain primary, wet multiplate clutch,
racing and the single-cylinder Manx; tire. The front fork was a hybrid using
4-speed gearbox, chain final drive
but his control over the race depart- Roadholder components (long stan-
ment ended with his retirement in Weight N/A chions, short sliders, external springs
1954, freeing up funds for develop- Price now $5,000-$15,000 and alloy damper rods). Wheels were
ment of the Dominator twins. This 19-inch rear and 21-inch front with
MCC ON23 1.indb 8 7/11/23 10:12 AM

“The challenge with finding and restoring a Nomad is the small number produced.”
knobby tires. Alloy fenders, wide handle- (16 for the 500cc, 15 for the 600). The The challenge with finding and restor-
bars, full-width alloy hubs and siamesed 500 Nomad also had a black seat with ing a Nomad is the small number pro-
exhaust completed the specification. white sides, with this pattern reversed duced, and its use of many unique parts,
In all, around 350 Nomads were pro- for the 600. some of which are unobtainable and
duced between 1958 and 1960 almost One of the first Nomads to arrive in the may have to be fabricated. That has
exclusively for the North American market U.S. was entered in the challenging Big limited the appeal of Nomads, and there-
with a limited number going to Australia. Bear Run in 1958, finishing eighth out of fore restricted their resale value. But the
A batch of about 40 were built in 1960 822 starters, proving its off-road chops. rising awareness and collectibility of clas-
around a tuned version of the 500cc But the Nomad only lasted three seasons, sic desert racers means now may be the
Dominator 88 engine. The 500 differed eventually replaced by the 750cc Atlas time to buy! MC
from the 600 in its frame number prefix Scrambler, N15CS and P11.
CONTENDERS More alternatives to the Nomad

1958-1961 Matchless G11CS/G12CS 1956-1962 Triumph TR6 Trophy
Matchless also enjoyed early success in the Big Bear Run, The TR6 Trophy was essentially a grown-up version of the
finishing first, second and third in 1954 using G80CS singles 500cc TR5 with a 650cc Tiger 110 engine. However the TR6 fea-
with Bud Ekins in front. But as a clue to the future, Gene Fox tured a new alloy cylinder head for better temperature control,
finished fifth on an AJS Model 20 “Spring Twin,” sister to the a smaller 3.25 gallon gas tank, a shorter seat quickly dubbed the
500cc Matchless G9 twin. “ironing board,” a 20-inch front wheel and a waterproof Lucas
So for 1958, AMC launched its own Desert Sled, the G11CS KF2C competition magneto. The headlight assembly was quickly
with a tuned 600cc twin developed from the G11 of 1956, detachable, and exhaust was handled by siamesed high pipes on
installed in a motocross-style frame derived from the G80CS the left side.
scrambler. The CS model featured a siamesed exhaust system, Three stock “Trophy-Birds” were entered in the 1956 Big Bear
“western” handlebars and knobby tires. There was a choice of Run with Bill Postel, Bud Ekins and Arvin Cox riding. The trio
small or large gas tanks, and 19-inch or 21-inch front wheels. finished 1-2-3. The TR6 quickly became the winning machine for
The G11CS lasted just one year before being replaced by the desert racing. Cycle magazine tested a 1956 TR6 over the course
longer-stroke 650cc G12CS. of a week and found it to be completely reliable with only an
The G12CS came with a occasional cough from the
• Years produced: 1958 G11CS/
1959-1961 G12CS 3-gallon alloy gas tank, alloy carburetor.
fenders, 5-pint oil reservoir, For Eastern U.S. enduro • Years produced: 1956-1962
• Claimed power: 37hp @
modified front fork based competitors, Triumph intro- (Pre-unit construction)
6,800rpm/42hp @ 6,600rpm
• Claimed power: 42hp @
• Top speed: 100mph/ on AMC’s Teledraulic units, duced the TR6/A with a
6,500rpm
106mph (est.) dual rear shocks and high- 19-inch front wheel, 8-inch
• Engine: 649cc air-cooled, OHV
• Engine: 593cc (72mm level exhaust. But in spite of front brake with air scoop, parallel twin, 71mm x 82mm
x 72.8mm bore and running on three main bear- low level exhaust and mag- bore and stroke
stroke)/646cc (72mm x ings, the crankshaft proved neto with auto advance. The • Transmission: Chain primary,
79.3mm) air-cooled, OHV inadequate for the power original TR6 continued in the wet multiplate clutch, 4-speed
parallel twin
demands made on it, and West as the TR6B until it was gearbox, chain final drive
• Transmission: Chain primary,
future AMC big twins, like replaced by the unit construc- • Weight (dry): 370lb (168kg)
wet multiplate clutch, 4-speed
the G15/N15 CS and P11 tion TR6SR and T120C from • Price now: $5,000-$18,000
AMC gearbox, chain final drive
• Weight (dry): 381lb/390lb were built around the 750cc 1963 onward.
• Price now: $6,000-$12,000 Norton Atlas engine.
DOUG MITCHEL
www.MotorcycleClassics.com 9
8-9 OTR.indd 9 7/12/23 10:10 AM

Robb Talbott’s
class-winning 1956
AeroCapriolo Corsa 75.
THE 2023 QUAIL

MOTORCYCLE
GATHERING
Two-Wheeled Glamour on the Greens
Story and photos by Corey Levenson addition to the traditional categories (American, British, Italian,
T
Japanese, other European, competition, custom/modified, chop-
The Quail Motorcycle Gathering continues as pers and bicycles/scooters), there were three special categories
this year: Italian singles, 1970s Vintage Muscle and “Bring on the
one of the premier motorcycle-specific shows in Baggers.” As in previous years, evaluation of the show bikes was
the country. overseen by head judge Somer Hooker and a team of about 40
judges. Awards were presented by Somer and perennial emcee
The 13th annual event was held on Saturday, May 6, 2023, at Paul “The Vintagent” d’Orleans.
the Quail Lodge and Golf Club in Carmel, California. According to Best of Show this year was an Italian 1939 Miller-Balsamo
the event’s organization, more than 3,000 people attended with 200cc single owned by San Franciso architect John Goldman.
250 or so motorcycles on display. There had been a threat of rain Beautifully restored by Zen House in Point Arena, California, it’s
in the days leading up to the event, but thankfully the weather one of only a handful left intact in the world. The “Spirit of the
cooperated, and it was a perfect day for sightseeing on the lawn. Quail” Award went to Robb Talbott for his 1956 AeroCapriolo
This year, there were 29 awards given in 19 categories. In Corsa 75, which also won the Italian Single class. The AMA
MCC ON23.indb 10 7/7/23 11:33 AM

Clockwise from left: This
fellow is the original owner
of the BSA. He’s been
driving the bike and the
truck for 50 years. A Ducati
single flat-track racer. A
1948 BMW R35 — a fine
example of the high-
quality bikes at the Quail.
This MV Agusta single is
curvaceously Italian. A
pair of participants prep a
Vincent Comet for judging.
Motorcycle Hall of Fame Museum Heritage Award went to Wayne was won by a 2020 custom built by Max Hazan. The bike was built
Rainey for his 1971 Yamaha Mini Enduro 60. It was his first com- around a pair of supercharged 350cc Velocette singles. From con-
petition bike and bristled with go-faster modifications. ceptualization to fabrication, the machine was spectacular and
This year’s honoree as “Legend of the Sport” was Wayne “Bubba” typical of the extremely high quality of Max’s work. His Vincent
Shobert. He’s a three-time AMA Grand National Champion (1985, Rapide-based special won Best of Show at last year’s Quail
1986 and 1987) and the 1988 AMA Superbike Champion, all won Gathering. I wish I could have heard the blown bi-Velo run but,
while riding Hondas. Chris Carter (owner of Motion-Pro) brought alas, ‘twas not to be …
Bubba’s 1987 championship-winning Honda RS750D and fired it If you haven’t been before, it’s worth considering a trip to this
up to the delight of Bubba and the crowd. event. The venue is beautiful, the bikes are extraordinary, and
Wayne Rainey and Eddie Lawson joined Bubba on stage, and the attendees are an interesting bunch. The Quail Motorcycle
they engaged in an entertaining chat, sharing war stories from Gathering is usually held the first Saturday in May, which would
their days on track in the 1980s with Gordon McCall, the Quail put next year’s edition on Star Wars Day, May 4th, 2024. Keep an
Gathering impresario. eye on the event website for further details: peninsula.com/en/
I was on the team judging the Custom/Modified Class which signature-events/events/motorcycle MC
MCC ON23.indb 11 7/7/23 11:33 AM

Left: Frank Scurria with his homebuilt 350cc Ducati race bike. Right: Max Hazan and his blown twin 350cc Velocette
— the Custom/Modified Class winner.
Left: Admiring a lovely 1940 5T Triumph Speed Twin. Right: Bubba Shobert’s Championship-winning Honda RS750D.
Below: Wayne Rainey, Gordon McCall, Bubba Shobert and Eddie Lawson reminiscing.
MCC ON23.indb 12 7/7/23 11:33 AM

Clockwise from left: John
Goldman’s 1935 Motoconfort
M5C Grand Sport 500 — a
French beauty. Former World
Roadracing Champions Wayne
Rainey and Eddie Lawson. Left
to right: Somer Hooker, Paul
d’Orleans and owner John
Goldman with the Best-of-
Show-winning 1939 Miller-
Balsamo 200 Carenata. A sharp
Norton 750 Commando S
heading a nice line-up of classic
BMWs, including a R90S.
MCC ON23.indb 13 7/7/23 11:33 AM

THE RESCUE
OF THE
AVOCADO
MCC ON23.indb 14 7/7/23 11:33 AM

1970 Triumph TR6R
Story by Margie Siegal
Photos by Nick Cedar
T The knights, resplendent in shining armor (they

spend eight hours a week polishing) dismounted
and walked to the door of the shabby warehouse.
Knocking loudly on the door, they shouted they
were there for The Avocado. The door was opened
a crack, and a beady eye was seen. “Whaddya
want,” a voice snarled. The first knight stuck a
mailed foot in the opening. “We are here for the
Avocado,” he repeated loudly.
Enough of Dungeons and Dragons. The actual story of
how Dennis Etcheverry rescued a green 1970 Triumph TR6R
from the clutches of a strange and sketchy individual is
entertaining enough.
Dennis is a master welder who is a partner in Norman Racing,
a service facility for high-end sports cars. After hours, he collects
motorcycles, mostly British. Even if he is not actively interested
in buying, Dennis likes to look at the motorcycles for sale adver-
tised in Craigslist. Some five or six years ago, Dennis was idly
scanning the Craigslist ads. He saw a green 1970 Triumph that
looked promising, and called the number listed in the ad.
A TR6R is a single carburetor version of the Triumph twin.
“When I was a kid,” says Dennis, “Everyone wanted a Bonneville,
the dual-carb twin with splayed intake ports. But the single-carb
machines are much easier to maintain. There’s no carburetor
synching. People who bought them used them for transporta-
tion, not racing, so when you do find a single-carb Triumph, it
is less likely to have a worn out engine.”
Dennis says that the 1970 Triumph twins were “the last of the
good ones.” Triumph motorcycles had become popular in the
United States after World War II, and the British firm increas-
ingly geared its offerings to the U.S. market, which bought style,
chrome and horsepower, unlike the English, who wanted fuel
economy and weather protection. Triumphs were sought after
for desert racing in the Western states, and getting around and
general mayhem everywhere else. In the 1950s, Triumph put out
a quality product: warranty claims were low.
Looking back
The ancestor of the TR6 was the 650cc Tiger 110, introduced
in 1954. It had swingarm rear suspension, a beefed up bot-
tom end, a racing camshaft, and could top 100mph. It was
followed in 1956 by the first of the TR6s, (sometimes known
as the Trophy-Bird), which had an alloy head, a slimmer gas
tank, a shorter seat, a wider rear tire and a waterproof Lucas
magneto. This bike was aimed squarely at the Western desert
campaigner, at a time where if you weren’t riding a Triumph
in the hare and hound, you were not serious. Triumph started
making East Coast models for enduro competition and wetter
conditions and West Coast models for desert racing and drier
conditions. As the Fifties progressed, most models got an easier
to tune and more reliable Monobloc carburetor. Triumph also
introduced tanks with stylish two-tone paint jobs. The TR6 came
in two versions: a roadburner with low pipes, and a scrambler
MCC ON23.indb 15 7/7/23 11:33 AM

1970 TRIUMPH TR6R
Engine: 649cc air-cooled 4-stroke vertical twin,
71mm x 82mm bore and stroke, 9:1 compression
ratio, 43hp at 6,500rpm
Top speed: 103mph (period test)
Quarter mile: 14.2 seconds @ 92.1mph
(period test)
with high pipes, which were sometimes Carburetion: 30mm (930) Amal Concentric single advantages. Honda’s company culture
joined by an offroad competition weap- carburetor was to reinvest profits in the product,
on with no lights and straight pipes. Transmission: 4-speed, right foot shift, chain instead of distributing them to stock-
By 1957, Triumph was selling 13 final drive holders, as did Triumph. Honda had a
Electrics: 12-volt battery and coil
different models in the U.S. In 1958, Frame/wheelbase: Single downtube cradle frame,
great deal more leverage over its sup-
Triumph outsold all other motorcycle swingarm rear/55.5in (1,410mm) pliers than Triumph, who was treated
manufacturers in the U.S. To put this in as a sort of a stepchild by Lucas and
Suspension: Telescopic forks front, dual Girling gas
perspective, nobody was selling a lot of shocks rear other companies whose largest custom-
motorcycles — Harley-Davidson only Brakes: 8in (203mm) TLS drum front, 7in (178mm) ers were automobile manufacturers. As
sold 12,676 that year — but Triumph SLS drum rear a result, Hondas were built on state of
Tires: 3.25 x 19in front, 4.00 x 18in rear
dealers were doing better than most. Seat height: 30.5in (775mm)
the art machinery, and had bright lights,
Weight (dry): 387lb (176kg) electric starters and no leaks. Honda
Honda comes to America Fuel capacity: 3.5gal (13.2ltr) could build 1,000 lightweights a day,
At this point, Honda entered the U.S. Price then/now: $1,280 (est.)/$5,000-$15,000 while maintaining quality control stan-
market, just as the first Baby Boomers dards. Honda also spent a lot of money
reached driving age. Life completely on general interest advertising.
changed for the U.S. motorcycle retailer. Honda had deep At first, the appearance of Honda, and then Suzuki,
pockets as a result of its sales in Asia, and a number of other Yamaha, and Kawasaki, improved life for the American
1970 TR6R (left) vs.

1970 Bonneville:
simplicity vs. speed.
14-20 Triumph 3.indd 16 7/12/23 10:07 AM

A well-tuned Triumph
is a joy to ride.
Triumph dealer. For the first time since the 1920s, motorcycling offerings to concentrate on what it thought would sell in its
became socially acceptable. Small Hondas were easier to ride overseas markets, the largest of which was the U.S. However,
and maintain than the Triumph Cubs that had been the entry it did not upgrade its machine tooling, which limited what
level motorcycle sold by Triumph. could be produced. Over the decade,
Many retailers started selling both management began to change from
Hondas and a British make, such as people who knew and understood
Triumph or BSA. Riders would start motorcycles to people who knew
on a small Japanese motorcycle and nothing of either bikes or the peo-
graduate to a larger British twin. ple who rode them. Management
Triumph sales boomed. In the 1960s, and labor became increasingly
America’s Triumphs made the grids antagonistic.
of flat track races and road races, got Cycle World arranged a test of a
their owners to work and school and TR6SC in 1965. The magazine was
went cow trailing and touring. enthusiastic about the power gener-
ated by the bike (45hp @ 6,500rpm).
Triumph soldiers on The bike came without a headlight,
The situation was different in but with stiff suspension and long
England, where motorcycles had travel forks. Muffler-free pipes exit-
been used for decades as a cheap ed above the rear axles. In 1963,
car substitute. With the advent of Triumph had gone to unit construc-
inexpensive small cars and Japanese tion of engine and gearbox, which
imports, the get to work rider Cycle World liked because there were
switched from the home product fewer joints to leak, and its report
to either a four-wheeler or a two- noted the fact that the test bike
wheeled import. As the Sixties stayed leak free in 600 miles of hard
progressed, Triumph pruned its Big drum brakes effectively stop the bike. desert riding. Testers praised the
MCC ON23.indb 17 7/7/23 11:33 AM

The official name for
this color is Spring
Gold, but everyone
refers to it as Avocado.
TR6SC’s ease of starting and designed a new, and very tall

ease of shifting. “But what we frame and changed the look of
liked most about the Triumph the Triumph twins. Customers
special is that it is such fantas- did not like the look of the 1971
tic fun to ride.” Triumphs, and objected to the
Three years later, Cycle report- excessively high frame. No one
ed on the road going version of had checked to make sure that
the TR6, the TR6R. Although the the engine components would
single-carburetor machine was fit in the frame, resulting in a
not the beast to beat in drag hasty redesign and delays in
races, testers stated that it was getting bikes to dealers.
the most manageable and the The 1970 Triumph TR6R is
most durable of the Triumph therefore of interest to peo-
twins. Testers did not like the ple who want to actually ride
new Concentric carburetor and their vintage machines, like
suggested it be replaced by Dennis, which is why he fol-
either a Monobloc (the previ- lowed up on the ad. There was
ous edition of the Amal) or only an answering machine on
a 30mm Japanese instrument. the other end when Dennis
They did like the strong but called. A day passed with no
light frame, the good handling return call. Dennis mentioned
and the double-leading-shoe the Avocado, as he began to
8-inch drum front brake with an think of the bike, to his friend
air scoop. Scott, who runs a motorcycle
1969 marked the debut of dealership by day and also col-
both the Honda 750, a power- lects Triumphs by night. Scott
ful but well-mannered machine called, also got the answering
with a front disc brake and machine, and left a message
an electric starter, and the with the shop number.
Kawasaki H1, a screaming The person whose phone
500cc 2-stroke, nicknamed “The was listed as the callback num-
Widowmaker.” Triumph had a ber called the shop, and got
triple-cylinder design ready to Scott’s wife, Juliana. “Oh s@#$,
go in late 1963, but dallied another Triumph!” (She is actu-
around with styling changes ally a good sport about Scott’s
and corporate inertia. Triumph Triumph habit.) Juliana passed
was selling more bikes than the phone over and Scott and
ever — about 28,700 in 1967 Dennis made plans to see the
— but failed to pay attention bike, although the person on
to quality control. Tooling was run until completely worn out. the other end sounded more than a little weird. The address
Warranty claims mounted. was not in the best part of town.
Cycle revisited the TR6R in 1970. Its report on the 1970 TR6R
was, in the main, positive. The starting was as easy as it had The adventure begins
been in 1965, and the bike stood up to side winds, had almost Scott and Dennis showed up to find the bike in a damp garage.
no noticeable vibration up to 70mph, and was a pleasure to They were glad they had decided to go together. The hairy and
ride on twisty roads and around town. Over 70mph, the engine greasy person showing the bike (who turned out to not be the
transmitted vibration through the seat, although rubber mount- owner) was the sort of person who, if there is more than one in a
ings on the bars quelled the tingle to the fingers. The tester bar, any thinking person backs out slowly. The actual owner was
commented that the taillight stopped working during the ride the mother of the girlfriend of the person showing the bike. Mr.
and there was a small leak. The color was Spring Gold, “a trans- Greasy was trying to ingratiate himself with Girlfriend’s family,
lucent avocado green.” who was not too thrilled about Girlfriend being seen with this
guy, and was going to be a hero by selling the bike for the family.
Last year before big changes Problem was, he didn’t know the first thing about Triumphs, and
1970 was the last year for the desert-racing-proven frame. couldn’t even start it.
The parent company in England had spent millions of dol- The bike itself, however, made up for the seriously weird per-
lars on an R&D center staffed by non-motorcyclists, who son who was trying to sell it. It was absolutely 100% original. The
MCC ON23.indb 18 7/7/23 11:33 AM

“We have a ramp, tie-downs, a truck and CASH. And we are not coming back.”
paint and bodywork looked strangely dull, which on investigation for the taillight. This TR6R has the original (and rare) taillight
turned out to be due to a quarter-inch-thick coat of paste wax all extension, increasing the value of the bike.
over the chrome and paintwork. The paint and chrome under the Scott and Dennis opened negotiations. The sketchy seller
wax was absolutely perfect. There was no rust anywhere. Dennis seemed uncertain if he even wanted to sell the bike at all. The
was able to start the Triumph on the third kick. It sounded won- conversation went back and forth for a while. Finally, Scott lost
derful. It had the original license plates from 1970. patience. “Look,” he said. “We have a ramp, tie-downs, a truck and
One special item on the 1970 Triumphs was the taillight exten- CASH. And we are not coming back.”
sion. The U.S. Department of Transportation decreed in late 1969 At this point, Mr. Greasy realized that Girlfriend’s family would
or early 1970 that motorcycle taillights had to extend beyond the be furious if he botched the deal, took the cash and handed the
end of the fender. Honda spent millions to reengineer the tail- bike and its pink slip over. Dennis and Scott loaded the Triumph
light assembly and fender. Triumph simply designed an extension as fast as possible, jumped in the truck and ran.
1970 Triumph Bonneville

In 1970, if you were the typical Bonneville was good for more ponies (46 Dennis’ friend Scott found this unrestored
Triumph fanatic eyeing the latest and horsepower vs. 43 horsepower) and more and very original 1970 Bonneville in
greatest from the Meriden factory, you top speed (108mph vs. 103mph) than Oregon. The prior owner had used the
would probably have walked right past the single-carb machine, and those with bike as a template for a restoration, then
the TR6R featured here and gone for the a need for speed overlooked the extra decided to sell both the unrestored and
Bonnevilles. The twin-carb setup was orig- maintenance. “When I was a kid,” says restored machines. Another friend wanted
inally an accessory offering, but when the Dennis Etcheverry, “Everyone wanted a the restored bike, and Dennis ended up
splayed port head kits sold out, Triumph Bonneville.” Bonneville lust has not gone with the Bonneville.
decided to incorporate the new head in away with the years, and the market for a Dennis has been taking the two bikes
a new model. The first T120 Bonnevilles classic Bonnie in good shape continues to to shows, enjoying the reactions of admir-
appeared in 1959 and quickly became be strong. ers. “No one can believe that both bikes
wildly popular Stateside. The 1970 model Shortly after he acquired the Avocado, are unrestored! — Margie Siegal
The twin-carb version

of the 1970 Triumph.
MCC ON23.indb 19 7/7/23 11:33 AM

Even better news the sales records, in 1970, the cost to finance a motorcycle
A couple of days later, Girlfriend’s mother called. She was 16-18%. (Think about that when you complain about
ranted for a couple of minutes about how she disliked financing charges!) The last service on the bike was 40 miles
Sketchy Boyfriend, and stated she was happy that the before it was parked.
Triumph had gone to someone who would care for it. The “It’s a very simple bike,” says Dennis. “Once you get the
bike had belonged to her father, now passed, who kept the drill down, you can start the TR6R on the first or second
bike in his living room and waxed it when he had noth- kick. It needs premium gas. You turn on the gas, free the
ing else to do. As he got older, his eyesight got worse, clutch, give it half choke and kick. The carb does not go out
which explains why the bike was covered with paste wax. of tune. Change the oil every thousand miles. Parts avail-
Girlfriend’s mother had the complete service records and ability is better than it was 20 years ago — Bloor (owner
was happy to send them over. of the modern Triumph factory) sold the tooling to the
Meanwhile, Dennis went over his new prize. It took two right people.”
days to get all the wax off. The bike needed tires, fuel lines “The Avocado gets ridden a little bit — I have a lot of bikes
and a change of oil. Under the wax, the bike was perfect. — but what I mostly do with it is take it to shows. It has won
The service records arrived, with the original bill of sale. Per at a lot of shows. No one believes it is that original.” MC
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MCC ON23.indb 20 7/7/23 11:33 AM

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READY
TO RIDE
MCC ON23.indb 22 7/7/23 11:33 AM

1975 Kawasaki S3A
Story by Greg Williams
Photos by Jeff Barger
R Riding to high school aboard his brother’s 1974

Kawasaki H1 500 triple ensured Steve Baugrud
was one of the coolest kids in class. By the time
he was in 10th grade, Steve had been riding
since he was 5 or 6 years old and he’d already
earned plenty of motorcycle memories. But the
2-stroke H1 he rode to school was the first real
street machine he’d spent much time on, and he
wouldn’t soon forget the experiences.
Decades after last riding the H1 to classes, in 2021 Steve
was actively in the market for a Kawasaki triple he could call
his own. So, when an ad without any photos appeared on
Cycletrader.com for a reasonably priced 1974 Kawasaki KZ400,
he didn’t initially think anything of it — as the KZ is a 4-stroke
twin-cylinder model. Inquisitively, though, he clicked and read
the listing.
He was glad he did. “It said something like the bike had
low miles and was from an original owner,” Steve recalls. “And
then, it said something to the effect that ‘this is a beautiful
3-cylinder bike.’ And I was thinking, wait a minute, is this really
a KZ400 twin?” Apparently, a dealership in Pennsylvania had
taken the Kawasaki in on trade and posted the ad, and Steve
called them up. “I asked if it was a triple, and he said, ‘Oh
yeah, it’s a triple.’ Long story short, he texted me photos, and
it was definitely an S3 400cc triple.” With that visual confirma-
tion and with the bike still reasonably priced, Steve sealed the
deal, hired a shipper, and had the Kawasaki delivered to his
home in Waukesha, Wisconsin.
While not the larger 500cc triple like his brother Jeff’s
machine, the S3 400 is in some respects a better motorcycle.
A January 1974 Cycle World test of the then-new S3 said, “In our
mind, the 400 is Kawasaki’s best three-cylinder buy. It handles
much better than the 750 — in fact there is no comparison.
It’s more economical than the 500 by a wide margin and still
has enough performance to get you excited in the mountains.”
Looking back
Kawasaki’s line of triple-cylinder machines can trace their
history back to 1969 and the powerful 500cc H1 Mach III. At
that time, the H1 became a best seller thanks to the fact it
could hit 60mph in just 4 seconds and offered a blistering top
speed of 120mph. Based on that success, Kawasaki followed
up with more triple-cylinder machines in 1971 with the 750cc
H2, 350cc S2 and 250cc S1.
By 1974, the 350cc S2 became the 400cc S3 when Kawasaki
enlarged the engine by taking the bore from 53mm to 57mm.
A pressed together crankshaft in horizontally split cases turns
on six bearings. Connecting rods mate to the throws via roller
bearings, while the piston gudgeon pins are in needle bear-
ings. “Oil for lubricating the engine’s internals is supplied by
a plunger-type pump whose delivery rate is controlled by the
amount of throttle opening and the engine rpm,” the Cycle
World test notes. “This oil under pressure from the pump is
delivered through check valves into the cylinder intake ports
MCC ON23.indb 23 7/7/23 11:33 AM

1975 KAWASAKI S3A
Engine: 400cc air-cooled 2-stroke triple-
cylinder, 57mm x 52.3mm bore x stroke,
6.5:1 compression ratio, 42hp @ 7,000rpm
Top speed: 97mph (period test)
Carburetion: Three 26mm Mikuni VM
Transmission: 5-speed, wet multi-disc clutch,
chain final drive
Electrics: 12v, battery and coil ignition (stock);
Accent solid-state electronic ignition
(upgraded)
Frame/wheelbase: Mild steel double front
downtube/53.7in (1,365mm)
Suspension: Telescopic front fork, swingarm rear
Brakes: 8.9in (226mm) single disc front, 7.1in
(180.3mm) drum rear
Tires: 3.25 x 18in front, 3.50 x 18in rear
Weight (dry): 339lb (155kg)
Seat height: 31in (780.7mm)
Fuel capacity: 3.7gal (14ltr)
Price then/now: $935/$4,000-$11,000
where it mixes with the incoming fuel/air mixture to lubricate Rubber mounting debuts
the connecting rods and piston pin bearings.” Kawasaki chose to rubber mount the revised 400cc triple-
Handling intake chores is a bank of three Mikuni VM 26mm cylinder engine in the double cradle frame in an overall
carburetors. Given substantial amounts of throttle, Cycle package that weighed 339 pounds dry. Prior to 1974, all
World’s tester said there was a significant amount of “intake Kawasaki triple powerplants were solidly mounted in the
roar,” something they felt could be handled with “better chassis, causing significant amounts of vibration. The rub-
baffling at the air cleaner intake.” Ensuring sparks arrive at ber mounting arrangement in the new S3 virtually quelled
the correct moment, the S3 400 Kawasaki uses battery and the vibes. “At low rpm, as when sitting at a stop light, you
coil technology with three sets of ignition points. Straight can see the engine moving around a little,” the Cycle World
cut gears, meanwhile, transfer power from the crank to the story continues, “but practically no vibration is felt through
5-speed transmission. Cycle World’s tester claimed the gears the footpegs at any speed.” When riding down the highway,
were closely spaced and allowed “the engine to be kept in its the tester explained, there was a slight “tingle” in the rubber
power band while accelerating or blasting down a curvy road.” mounted handlebars. The stock handgrips exacerbated the
MCC ON23.indb 24 7/7/23 11:33 AM

tingle, they said, and that would have been an easy fix with a test, went through all of the systems, got the Kawasaki
pair of aftermarket grips. running, and rode it the summer of 2021.
The front brake was a single disc while a drum followed at “I got a reproduction side panel and my painter did a
the rear. These were laced into 18-inch rims front and rear 98-percent job matching the green paint,” Steve says. “I had a
and the machine was suspended by a hydraulic front fork running bike that looked decent, but at the back of my mind,
and twin rear shocks. A 3.7 gallon gas tank sits atop the the pipes didn’t look great and it wasn’t the right color.”
well-triangulated frame and 1.6 quarts of injection oil is car- Another thing he learned was the Kawasaki was incor-
ried in a tank on the right side of the bike. Produced for just rectly identified on the title by the Pennsylvania DMV as
two years, the 1974 S3 and 1975 S3A, 400 triples became the a 1974 S3. His research showed it was in fact a 1975 S3A,
KH400s in 1976 and lasted until 1977 in the United States. and Steve petitioned the Wisconsin DMV to change it. He
says, “I had to fight with
Our feature S3A them about that and
Steve knew from look- they required all sorts
ing at the pictures prior of documents and a let-
to buying his 400cc ter from Kawasaki USA.”
triple that the 3-into-3 He won, however, and
exhaust pipes and muf- the machine is now cor-
flers weren’t in great rectly titled as a 1975
condition, and the Kawasaki S3A.
paint, in a lime green Also noteworthy is that
color, was incorrect. A the engine and frame
side panel was missing, numbers match, which
and rather uniquely, pin- isn’t very common on
striped across the top of Kawasaki triples. “Rick
the tail section was the Brett [Kawasaki triples
sentiment “Happy 50th guru] has a registry of
Dad.” As delivered to triples from around the
Steve, though, the 400 world, and he says that’s
appeared to be an hon- a one in one thousand
est low-milage machine; chance that the engine
one that he could sim- and frame numbers will
ply clean up and ride. He match — and mine do,”
performed a compression Circa 1987, Steve rode his brother’s Kawasaki H1 to high school. Steve explains.
MCC ON23.indb 25 7/7/23 11:33 AM

Recapturing some of his
youth, Steve found and
sympathetically restored a
more rider-friendly 1975
Kawasaki S3A triple.
Movin’ on up In 1975, the stock colors were

To take his S3A to the next Candy Green and Candy Super
level, Steve spent the late winter Red. I liked the red the best and
of 2021 and early 2022 sourc- went with that.” Working with
ing parts. He located two NOS painter Nicholas Brouillard at
exhaust pipes, and a third one HeavenlyCustoms in West Allis,
in really good condition that he Wisconsin, the replacement tank,
had re-chromed. Instead of work- tail section and aftermarket side
ing with the gas tank — which covers were sprayed the correct
had a scratch and a tiny dent — Candy Super Red. Nicholas also
sidecover and rear tail section laid down a decal set that Steve
of the Kawasaki, Steve removed ordered from Rick Brett.
them, sold them, and acquired During this time, Steve stripped
a tank and tail section that were the Kawasaki completely down.
in better shape. The side cov- He needed to repair a bracket on
ers are reproduction, and Steve the right side of the frame that
notes, “purists might not agree, carries the mount for the footpeg.
but I think the reproductions are “Notoriously, on the 400s, those
probably a little more durable. would bend and mine was bent
I’ve had so many old side panels in at about a 30-degree angle,”
with broken mounting tabs.” Steve says. With the engine out, Steve cleaned and touched up
a few areas of the frame with black paint, but for the most part,
Shiny bits the chassis still wears its original finish.
Of the paint, Steve says, “I think it had been painted a later While the forks were off, Steve cleaned and serviced the
model Kawasaki green. It definitely wasn’t the stock color. components and rebuilt the sliders with new seals. The front
MCC ON23.indb 26 7/7/23 11:33 AM

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fender was a 9 out of 10, Steve says, but it had some road rash It’s a fairly simple machine to bring to life. “Just flick the
at the front corner. He found a NOS replacement, and it was gas on, click half choke, and one or two kicks and it fires
in near perfect condition. At the back of the machine, new right up,” Steve says of the kickstart-only Kawasaki. “It’s got a
shocks were added. The engine was never taken apart, as the thumb choke lever, and I’ll usually hold it at half for 20 sec-
compression was within spec and it had not been losing or onds, let the choke out and let it warm up a minute longer
burning any crankcase oil. and then go. With all of the new electronics it fires up and
“The other thing about this bike is I wanted to ride it,” runs really well.”
Steve says of his resurrection effort. “I wasn’t after a concours He continues, “The ride is great, and it’s really quick. It’s
restoration, I just wanted to make it look as stock as possible super smooth, goes through all the gears well and it handles
and make it so it could be ridden reliably.” To that end, Steve nicely and pulls well. It likes to rev, and it really wakes up
updated all of the electronics, replacing the regulator and recti- at mid to upper throttle, pulling strongly from 5,000rpm to
fier. He dispensed with the mechanical points and installed an 9,000rpm.”
Accent solid state electronic ignition system. Also replaced were Taking Steve’s triple-cylinder Kawasaki story full circle, his
the coils, plugs, high tension leads and caps. On the intake side brother Jeff still owns the H1 500, and Steve got to ride the
of the equation, the carburetors were stripped, cleaned and bike he rode to high school again last summer. “It’s still a
fully serviced. little bit scarier to ride, mostly in terms of handling. The 400
As far as Steve can tell, the seat is original Kawasaki vinyl seems more refined and it’s a very nice triple to own. I’ll get
and foam on the pan. When he bought it, the S3A showed out for short rides during the week, or slightly longer rides
just over 4,000 miles on the odometer and he believes that on the weekend,” he says, and concludes, “It’s great fun, and
it is likely genuine. After his restoration, the Kawasaki now makes me feel like I’m back riding to high school again, just
shows more than 4,800 miles. without any lectures or exams.” MC
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THE 2023
MOTOGIRO
D’ITALIA
Roaming Tuscan Roads on Classic Motorcycles
Story and photos by Corey Levenson The Motogiro was a prestigious event and competition was
T
fierce with all the major Italian manufacturers competing in
The Motogiro d’Italia, a legendary event, has been classes ranging from 75cc-175cc. In the final 1957 edition, the
various classes were won by riders on bikes made by Benelli,
a decades-long dream for me. Ducati, Laverda and MV Agusta.
Friends who have experienced it raved about the incredible As a result of a tragic accident in that year’s Mille Miglia when
time they had. Riding around Italy for a week on classic motor- a Ferrari went off the road killing the driver, navigator and ten
cycles sounded like pure bliss. However, obstacles like the logis- spectators, the Italian government outlawed all racing on public
tics of traveling from the U.S. and finding a suitable ride kept my roads and the Motogiro went dormant for over thirty years.
dream on the back burner.
But then, towards the end of summer 2022, my good friend Resurrection of the (Modern) Motogiro d’Italia
Mateo (despite not being Italian) made me an offer I couldn’t In 1989, a local motorcycling organization, Moto Club Terni,
refuse. He had purchased a charming home in Montefegatesi, a relaunched the Motogiro d’Italia with sanctioning from the
small ancient town near Pisa, and generously offered me a place Fédération Internationale de Motocyclisme (FIM) and the Federazione
to stay and use of a classic bike if I registered for the Motogiro Motociclistica Italiana (IMF).
and flew to Italy. It was as if the stars had finally aligned, and I It was initially run as a historical re-enactment with entries
started planning my long-awaited adventure. restricted to bikes made no later than 1957 and no larger than
COPYRIGHT 2023 - DOMENICO VALLORINI
175cc, but the current version of the event has categories to

Origins of the Motogiro d’Italia accommodate all bikes. There’s a wide variety of bike classifica-
The original Motogiro d’Italia road race ran from 1914 until tions allowing for entry of pretty much any motorcycle. This year’s
1957. The peak years were 1953-1957 when the event started and groups were: “Heritage” bikes made from 1914-1949, “Historical
finished in Bologna with races averaging 3,000km over six days. Re-enactment” bikes of 75, 100, 125 and 175cc, “Vintage” bikes
The Motogiro was the first big event on the annual calendar for made from 1967-1969, “Classic” bikes made from 1970-1980,
Italian road racing. It was held in March/April followed by the “Motogiro” bikes made from 1980, Scooter, and Tourist (any year,
Mille Miglia in May and, finally, the Milan-Taranto race in July. any make — not timed).
MCC ON23 1.indb 30 7/11/23 10:12 AM

Just another day

tooling around Tuscany
on a classic BMW.
MCC ON23 1.indb 31 7/11/23 10:12 AM

A 1955 Moto Guzzi
Airone 250 waiting to be
inspected before the ride.
Is it a Race or a Ride?
Although the original Motogiro was a full-on race, the
modern version can be ridden in one of two ways: as a
timed competitor, where punctuality is more important
than speed, or as a tourist in which case there’s no need
to watch the clock — you just enjoy the ride.
If ridden as a competition, it’s a regularity rally with
a few low-speed agility tests thrown in. Each rider is
issued a timecard every morning with their race number
on it. The goal is to start the ride at your designated
time, arrive at all the control checkpoints at specific
times, and finish at your designated time. At the end of
the day, you hand in your card with all the time stamps.
The standings are tallied each night and the leaders
in each category are announced. Typically, the
Italian riders go home with all the awards.
They know the roads and they are damn fine
riders. Their advice to us newbies was: “No
brake!” And it’s true: I followed a few of them
through the twisties and rarely saw a brake
light come on.
The Course
The route changes each year. Last year it
was in southern Italy, this year was Tuscany,
and next year’s route will be announced this
Fall — it’s rumored that it will be at the end of
May 2024, and might be in the Northwest. For
updates, keep an eye on the event’s website:
motogiroitalia.it
Navigating the route depended on spotting
what seemed like a thousand red arrows on
yellow cards zip tied to posts along the road-
side and at the entrance to each of the dozens
1929 Rudge Ulster with hand shift and Brooklands silencer — a rare sight! of roundabouts we went through. If I arrived at
Getting ready to start the ride in the shadow of the cathedral.
30-37 Moto Giro.indd 32 7/12/23 10:07 AM

The rest stop at the Piaggio museum featured scooters as well as rare Gileras and Moto Guzzis.
a roundabout and there was no arrow, it meant I’d missed a turn up credentials/schwag and attending a riders meeting. The rid-
and had to backtrack. ing started at 9 a.m. on May 22 with the first Stage going from
We had an escort of a half dozen carabinieris on Ducatis and Pisa to Arezzo (145 miles). Tuesday was a 143-mile loop start-
Yamahas. They were awesomely skillful riders and, between ing and finishing in Arezzo. Stage Three took us from Arezzo to
their presence and our numbered race bibs, we were somewhat Chianciano Terme (139 miles) with a loop starting and finishing
immune to many of the traffic laws. Obviously, no one did any- in Chianciano on Stage Four (170 miles).
thing downright dangerous, but things that are normally illegal On the Fifth Stage we rode to San Vincenzo on the coast (166
like lane-splitting, passing in no-passing zones and treating the miles) and stayed at a hotel on the beach that night. You could
KPH speed limits as MPH limits were shrugged off. Mechanics see the islands of Elba and Corsica from the shore. The final day
swept the course, so it was important to stay on the planned of riding, on Saturday, May 27, we rode back to Pisa the long way
route or they wouldn’t find you if you broke down. via Mateo’s tiny town of Montefegatesi (184 miles).
This year’s course went through almost 1,000 miles of Tuscany. The finish, at the foot of the Leaning Tower of Pisa, was accom-
We started and finished in Pisa and spent six days riding, spend- panied by lots of hugging and congratulations. With any experi-
ing nights in Arezzo, Chiancano Terme and San Vincenzo along ence where the levels of risk and reward are elevated, there’s a
the way. feeling when it ends of both sadness that it’s over and fulfillment
Sunday, May 21, was the first official day of the event and that the venture was successfully completed. The closing event
was spent scrutineering the bikes, applying numbers, picking was a nice final gala dinner at the hotel that night.
Left: The dachshund riding pillion on this 1931 Gilera 150 was extremely brave! Right: A 1955 Mondial Turismo Veloce
having its points checked.
MCC ON23 1.indb 33 7/11/23 10:12 AM

Left: A patriotic tricolor scooter rest stop display put on by one of the local clubs. Right: Look closely and you can see one
of the thousands of arrows we followed all week.
A Rolling Museum
There was an incredible mix of most-
ly classic and vintage machines on the
ride. Everything from Rudges, Nortons
and Vincents to Motobis, Benellis, MV
Agustas, Moto Guzzis, Ducatis and
Mondials. It was pretty cool to be rid-
ing in the middle of bunch of such loud,
smokey and beautiful machines. In addi-
tion to the historic and classic machines,
there were a handful of modern Ducatis,
Husqvarnas, Benellis and others. There
were several two-up teams in the tourist
as well as timed classes. In addition, a
modern Norton 961 was pulling a sidecar
and passenger.
You can ship your own bike from the
U.S. or, if you live in Europe, you can
transport (or ride) your bike from wher-
ever you live. One chap from the U.K. rode
his ‘69 Triumph Bonneville all the way
from England, did the rally, and then rode
back home. Another popular option is to
rent something. An outfit called Ride 70s
Left: Narrow, steep cobblestone streets were common in the old towns. Right: A (ride70s.com) supplied a few machines
lovely mountain road in the Tuscan hills. to people on the ride. You can also rent
Left: One of the time controls at a rest stop — don’t be early and don’t be late! Right: A typical rest stop spread complete
with local bread, cheese, pasta and wine.
MCC ON23 1.indb 34 7/11/23 10:12 AM

Left: One of the group dinners. The food was outstanding! Right: A couple of the British riders at the stage finish in San
Vincenzo on the coast.
something new like a Vespa or a

modern Ducati.
The Riders
The Motogiro draws an inter-
national crowd. About a third
of riders were Italian, a quarter
were from the U.K., 12% were
from Germany and 10% from the
U.S. The rest are Dutch, Spanish,
Swedish, Norwegian, Australian,
Polish, Belgian and Swiss.
Many of the riders had been
doing the Motogiro for years,
including one Italian fellow who
hadn’t missed one in 30 years.
There were also many folks for
whom, like me, this was their first
Motogiro. Out of the 190 or so Left: Checking the class standings each evening. Right: Cheering school kids greeted us as we
riders, I’d estimate that a dozen rode through their town. It really made you feel like a hero!
were women. As in the classic
motorcycling world in general, I’d guess the average rider was a
65-year-old guy.
My Motogiro
Mateo is a member of an eclectic group known as the “Lucky
Bastards.” They’re a bunch of about a dozen rabid motorcycle
enthusiasts spread around the world (mostly the U.S.) who get
together for social events like the Motogiro. Most of them were
present at this year’s Motogiro. I spent a lot of time hanging out
with them and learning the ropes. Most of them own bikes which
they keep in Italy for such occasions. Mateo arranged for me to
ride a low-mileage blue 1974 BMW R90/6 that belonged to a fel-
low Lucky Bastard who couldn’t participate this year.
My relationship with the Beemer was like an arranged mar-
riage. She and I had never seen each other before the first day of
riding but, over the course of a few days, Brunhilda let me know
how she liked me to shift gears, and I learned what to expect in
response to throttle inputs and squeezing the brakes. We got
along fine. I made sure her oil level stayed topped up and she got
me through some sketchy situations and provided a confidence-
inspiring ride.
The Motogiro Demands Respect

This is not a ride for novices. The Motogiro website describes Tony’s been a Lambretta man since the days of Mods
it as “most beautiful and treacherous.” Believe it. Very little of and Rockers.
MCC ON23 1.indb 35 7/11/23 10:12 AM

Left: Perhaps the perfect Motogiro bike — A 1949 Moto Guzzi Airone Sport 250 horizontal single. Right: Dining al fresco in
the middle of the Motogiro. What could be more Italian?
Tuscany is flat — most of the time we were either ascending or As lovely and distracting as the scenery was, the roads demanded
descending the sides of steep hills, negotiating thousands of near total focus. We encountered sun, rain and even a little hail
blind hairpins connected by short sections of straight-ish road during the week.
with limited line of sight. There was a lot of shifting, braking The Motogiro is an endurance event that tests both riders
and accelerating on roads with very few center lines and no and motorcycles. Of the 200 riders who registered this year, 189
guard rails. showed up for the event and 144 finished. Mechanical problems
The road surfaces could be shady, sunny, wet or dry and varied were not uncommon and, unfortunately, several folks left the ride
from billiard table-smooth to broken and potholed to unpaved. in ambulances.
Thinking About Doing It?

The registration cost depends on the exchange rate
(Dollars to Euros) and whether you ride as a tourist or in
a timed class but figure $1,600-$1,800. A single room will
cost an extra $250 or so. The fee includes hotels every
night, breakfasts, a group dinner each evening, luggage
transfers and a nice, embroidered polo shirt, hat and a
pair of Domino grips (they’re one of the sponsors).
Pisa is seven time zones from where I live in Texas. I
had planned to get there two days before the event to
get over my jet lag but, thanks to a threatened strike by
Italian airport workers, my flight was delayed two days
and I got there just in time to start riding. If you go, leave
yourself enough time to get used to the new time zone.
The right bike will enhance your riding experience.
With an average speed of about 30 miles per hour, a
nimble bike with good braking, acceleration, and han-
Entering Bagni di Lucca, popular for centuries thanks to its hot springs. dling is ideal. Many riders opted for singles up to 500cc
displacement, including beautiful Italian
brands like Moto Guzzi, Mondial, Parilla,
Benelli, MV Agusta, Motobi and Ducati.
If you prefer a heavier bike, ensure it has
decent suspension and reliable brakes. Of
course, next year’s route may be less twisty,
and a bigger bike might be fine.
Riding started each day at 9 a.m. and
was usually over by 4 p.m. Dinner typically
started at 9 p.m. and ended at 10:30. This is
later than most Americans like to eat, espe-
cially since we were up early to get break-
fast, check out of the hotel, gear up and get
riding. As they say: “When in Rome …”
If you ride in the tourist class, you can
dawdle a bit and spend some time explor-
We saw a lot scenes like this. Narrow roads, no traffic and stunning vistas. ing the towns along the way. There were
MCC ON23 1.indb 36 7/11/23 10:12 AM

Left: Downtown 1,000-year-old Montefegatesi as the Motogiro comes to town. Right: Crossing the finish line in Pisa —
feeling a bit sad but very satisfied.
also two stages that started and finished at the same hotel so this event since 1989. Getting to know new enthusiasts and forg-
those were good days to take some time off the bike and do some ing new friendships is our reward for the huge organizational
shopping and sightseeing if you wanted a break from riding. effort we make. The tearful embraces at the finish line give us the
Carry some cash for gas. Attendants take a lunch break strength to continue.”
between about noon and three. None of my credit cards worked He also felt it’s about carrying on with tradition: “The knowl-
in the automated self-serve gas stations. They did take Euro edge that we’re organizing a historical re-enactment of the oldest
notes, however, so make sure you have some of those on hand. and best-known of Italian motorbike races, which was the driving
Enjoyment of the event depends on having the right attitude. force behind the Italian motorbike industry for so many years,
Things are a bit loosey goosey and occasionally go wonky. You and which is now known all over the world, leads us every year to
just have to roll with the punches and tell yourself it will be lovely, always try to improve.”
whatever happens. Because it will. Massimo stressed the fundamental attraction of travel and
adventure: “Even in the digital age, the connection between
Reasons To Go people and the land endures. New destinations evoke powerful
The camaraderie and opportunity to make new friends is one of emotions, sensations and a yearning for exploration. Travelers
the best reasons to participate in such events. There were plenty cherish the memories of their journeys forever. The Motogiro
of English-speaking folks to chat with and, between the Lucky d’Italia offers enthusiasts a chance to embark on timeless adven-
Bastards, other Americans and the Brits, I made at least a dozen tures, riding their cherished motorcycles through historic roads
new friends. and captivating places.”
The scenery during the ride was absolutely stunning. From I thoroughly enjoyed the Motogiro d’Italia and my ride in this
olive groves and vineyards to waterfalls, fields of vibrant wild- year’s event motivated me to try to repeat the experience. When I
flowers and jasmine, and charming medieval villages, my senses got home and my friends asked me what it was like, I told them If
were treated to a feast. The food offerings such as coffee, pastries, heaven exists and I manage to sneak in, I hope to spend eternity
cheeses, cold cuts, pasta, tiramisu, pizza, and gelatos were excel- rolling through Tuscany on a vintage bike. Who needs wings when
lent and surprisingly affordable. you have two wheels and endless Italian landscapes? MC
The riding experience itself was incredible. Regardless of your
skill level, you’ll probably be a better rider by the end of the ride
compared to when you started. The hundreds of hairpin turns Discover the Complete Italian Heritage
and diverse road conditions pushed me to improve my bike A-Z of Italian Motorcycle Manufacturers is the most complete
handling skills. directory of Italian motorcycles available today. In addition
Most of the roads were small with very little traffic. The variety to covering the most famous Italian factories, this is a defini-
of landscapes was amazing. One day we were riding through tive guide to the marques that have had little or no coverage.
crisp mountain air up to an Italian ski resort and the next day we Some might be familiar, while others are remembered for
were riding along the coast with the sun glinting off the water. their racing achievements, and many
There were forests of chestnut trees and lush rolling hills topped will never have been heard of by most
by ancient stone settlements. We enjoyed rest stops in piazzas readers. Topics covered include the
shaded by centuries-old cathedrals while eating local salamis, history of the once great factories;
breads and cheese and sampling the local wine while the cara- marques that build motorcycles exclu-
binieri stood nearby chatting with each other. sively for racing; details of the most
important motorcycles each manufac-
The Spirit of the Motogiro d’Italia turer built, and each marque’s greatest
Massimo Mansueti is President of Moto Club Terni and achievement. This title is available at
Organizer of the Motogiro. When I asked him what made the store.MotorcycleClassics.com or by
Motogiro such a special event, his reply was: “The emotion we calling 800-880-7567. Mention promo
feel and share with others is the reason we’ve been organizing code: MMCPANZ5. Item #10838.
MCC ON23 1.indb 37 7/11/23 10:12 AM

NOT STOCK
The Medaza Wasp thing different. And in a world of high-revving, huge horsepower
fours, there’s nothing quite like a Nimbus.
Story and photos by Phillip Tooth The engine
H
Vacuum cleaner manufacturer Nilfisk branched out into making
Hand-crafted in Ireland, Don Cronin’s latest motorcycles way back in 1919, but the Nimbus we are interested
in was launched in 1934. The unit construction 750cc engine
creation looks like the sort of bike that Captain featured an overhead camshaft. Just like the original MG sports
America would ride, not a Royal Danish postman. car, the vertical camshaft drive to the bevel gears doubled as the
armature spindle for the dynamo, which was mounted in front
When it comes to choosing an engine for his Medaza motor- of the cylinder block. The lower half of the crankcase was cast
cycles, Don Cronin has form. Forget about a big Harley mill from in aluminum and carried a couple of liters of oil, but the upper
The Motor Company or the latest big-bore Triumph twins and half of the crankcase and the finned cylinder block were a single
triples. He’s used a 500 single with a “bacon slicer” external fly- piece of cast iron. The detachable one-piece cylinder head with
wheel that once powered a Guzzi Nuovo Falcone, a V-twin liber- its hemispherical combustion chambers was also cast iron and
ated from a Morini Camel enduro, and even a utilitarian 2-stroke incorporated the inlet manifold. An aluminum camshaft housing
lifted from an MZ 300ETZ. So when he wanted an inline four for was bolted to the head, with the rockers supported in ball and
his latest project, you know he was going to come up with some- socket bearings operating on the vintage-style exposed valves.
MCC ON23 1.indb 38 7/10/23 1:52 PM

Hand-formed headlamp cowl
is styled after Milwaukee
locomotive. Medaza Wasp is
so slim it’s almost like sitting
on a razor blade.
The one-piece drop-forged crankshaft runs in two large

diameter ball bearing journals, with the flywheel incorpo-
rating a large single plate clutch fixed at the rear. A 3-speed
gearbox was bolted to the clutch housing, with shaft drive
to the rear wheel.
The frame
The cradle frame was made from lengths of 40mm
x 8mm flat steel, riveted to the steering head and the
unsprung rear end. It might not have been sophisticated,
but it was cheap, easy to make and practical. Up front was
the first modern telescopic fork, patented in 1933. That
was two years before BMW introduced their tele fork, but
the Germans pioneered oil damping. Hold on to your hair,
Nimbus lovers. The standard 1934 model managed with
18 horsepower, but a sports version introduced for 1937
had the compression ratio raised to 5.7:1 and delivered a
thrilling 22 horsepower. When the four was revved towards
the 4,500rpm limit the straight-through exhaust with its
little fishtail really buzzed, which is why Danish enthusiasts
nicknamed the Nimbus the Humlebien, or Bumblebee.
But the Nimbus was never meant to be a sports
motorcycle. It was a workhorse and the biggest buyers of
Denmark’s homemade motorcycle were the Army and the
Royal Danish Post Office, which finally pensioned off its
fleet of sidecar outfits in 1976. Numerous upgrades were
made to the engine and cycle parts before production offi-
cially ended in 1959, by which time more than 12,000 had
been built, but factory policy meant that earlier models
could easily be updated to the latest specification.
Size matters
If Don wanted a 1,265cc Indian or a 1,301cc Henderson
Four for his donor bike he would have had to pay north
of $100,000. “And those are big engines,” he says. “A late
Henderson measures 360mm [14.1 inches] across the
front of the crankcase. The Nimbus is tiny, only 200mm
[7.9 inches] wide.” You can pick up a fully restored Nimbus
motorcycle for about 10,000 euro (roughly $10,700) while a
project bike costs less than half that. And that’s what Don
shipped from Denmark to his home in Ireland.
Confirmed as a 1946 model, there was rust under
the frame paint and a Japanese fork was a non-Nimbus
upgrade, but at least the engine turned over. “Denmark’s
Nimbus Touring club is brilliant. They are so proud of their
national motorcycle and everyone is so supportive,” he
says. “They have all the spare parts that you can possibly
need including new crankshafts, cast iron cylinder heads
and the combined cylinder block/crankcase top, all beauti-
ful quality and they don’t cost silly money.”
But Don had no intention of building a stock engine.
“The engine was designed for long-term reliability, not
performance,” he says. “The ports of the integral inlet
manifold are square-section with right-angle bends, which
is never great for gas flow. It is impossible to clean them
up. And besides, the single Nimbus carburetor has a tiny
22mm choke. You could barely pass a man’s wedding ring
MCC ON23 1.indb 39 7/10/23 1:52 PM

through it!” His solution? Design a new cylinder head with motorcycles and getting grease under his fingernails. Don has
detachable inlet manifolds that carry twin carbs. his own foundry, where he casts huge bronze and aluminum
pieces, so using the ancient lost wax process to cast a pair of
Off to the races detachable inlet manifolds, each with ports in a V formation,
Contacts count when you are designing and building a spe- was easy for this master craftsman. The same process was used
cial. Don was at a party in the Californian home of one of the to make the ribbed exhaust manifold, but the carburetor shields
members of Eagles of Death Metal when he met Mark Atkinson. were sand cast. “The Americans call those bird catchers,” says
“He is Speed of Cheese Racing,” laughs Don. “What a name! Don. “Only a bumblebee could get sucked into one of these
But after talking for only a few minutes I realised that he’s the tiny carbs.”
real deal. Mark broke world speed records at Bonneville on Instead of shells, the Nimbus has vintage-style big-end
his RD400 and runs his own bearings made by pouring
machining and design service molten white (babbit) metal
in Salt Lake City [Utah].” Don into the eye of the connect-
used Solidworks to create the ing rods and machining to
drawings that were zipped size. Continuing the vintage
over to Mark for machining theme, instead of force-fed
from a billet of 6082 grade oil the bearings are lubri-
alloy. cated by splash so Don was
New carburetors, valve expecting them to be knack-
guides, valves and springs ered. But when the crank-
were supplied by Jesper shaft was stripped they were
Jensen of Nimbus-Shop.com. well within specified toler-
Don did think about mak- ances, and that tells you
ing the cylinder block/crank- Frame is handmade, tank was shaped on an English wheel. something about the legend-
case top in alloy, but soon ary long-term reliability of
changed his mind. “It would have been insanely expensive. these engines. The crankshaft was carefully balanced, new ball
There’s only a couple of millimetres between the bores so bearings were fitted to the camshaft housing and the oil pump
there’s not enough room to fit cast iron liners unless I used was rebuilt.
smaller pistons. And I didn’t want a 600cc Nimbus!”
Don is a sculptor whose work is on display in art galleries, Frame and suspension
museums and public spaces around the world. In a review of Danish riders might think that the riveted steel strip frame
one exhibition, The Irish Times newspaper reported: “Don Cronin’s is an iconic part of the Nimbus, but it had to go. Don crafted
sculptures exude an air of technical elegance … of moving at a new one from tubular steel. “In the old days, frames were
speed through space.” If only they knew about his passion for made by brazing steel tubes into malleable cast iron lugs,” he
38-42 Custom Nimbus 2.indd 40 7/12/23 1:24 PM

3D printing and lost wax the fork legs. While the triple
casting were used to make clamps are machined from bil-
parts in Ireland. The cylinder let, to avoid distortion both
head was machined in Utah. top and bottom fork links were
The donor bike was cheap. machined in one piece from
stainless steel. Don bent his
explains. “I wanted that vintage own handlebar, and fabricated
look but couldn’t afford to make the inverted levers and open
the castings so I fabricated my twistgrip for that vintage look.
“lugs” by TIG welding sections “There’s no point in making it
of steel before cutting them look like a superbike if there’s
in half along the length and less than 30 horsepower to play
welded them over the tubes.” with,” he adds.
You could have fooled me … Styling cues came from the
Nimbus might have pio- streamlined Milwaukee Road
neered telescopic forks, but Class A, the largest and most
Don went vintage again with powerful steam locomotives
girders and asked the lads at to thunder across the United
Cork CNC to machine the legs States in the 1930s. Check out
to his design. Strong but light, the hand-formed alloy head-
excess metal has been machined away from the inside faces. lamp cowl with its stainless steel visor and you’ll see what we
The contrast between the polished and satin alloy is often mean, but don’t forget to take a peek at the Fournales air shock
seen in Don’s sculptures, and his artist’s eye has repeated the hidden behind it.
horizontal cooling vents in the front brake drum as fins on And while you’re paying attention, take a closer look at the
MCC ON23 1.indb 41 7/10/23 1:52 PM

Back brake is modified Nimbus, front is ex-Honda. Exposed valve gear looks vintage, but twin carbs are a major update.
front stopper. Recognize it? That’s an enclosed, ventilated twin its internal baffles, toolbox, fuel cap and neat little taillight. But
disc brake with inverted twin-pot calipers from a 1982 Honda he hand-formed the 1.8 U.S. gallon (7 liter) fuel tank, fenders
CBX550F. Don’s daily ride is a modified (surprise!) Mk3 Le and frame side skirts. Although much of the build was done dur-
Mans. “Guzzi big twins have linked brakes, so I realized that the ing Covid lockdowns, it wasn’t until the spring of 2023 that he
foot pedal master cylinder is just what I needed to operate the was ready to ride. And we were there to see the action.
Honda set-up,” he says. The rear brake started life as a Nimbus Don wasn’t interested in checking the power on a rolling
unit, but you wouldn’t know it. Now the steel drum has three road dyno before our test ride. “The twin-carb cylinder head has
alloy ribs shrunk on while the new brake plate, fabricated from probably made bugger all difference to the performance,” he
alloy plate, is a work of art in itself. Check out the brake lever. Is laughs. “For me, it’s all about the challenge. Can I make one?”
that a propeller blade? Starting is effortless — a gentle swing on the kickstart pedal
Don ordered alloy wheel blanks from Californian company and the four immediately purrs into life, the external valves
MSI. These have the rim and bead pre-formed, with a 3/4 width rustling in the breeze. But after Don snicks into first and opens
solid slab in the middle. Don was limited by the 19-inch tire the taps the revs rise rapidly to frenzied buzz as he charges up
size, matched to the new solo gearing in the final drive crown Healy Pass, moving smoothly through second and into top and
and pinion, but he had a free hand in the design file that he sweeping through curves with effortless grace. This looks like
sent to Mark at Speed of Cheese Racing. There’s a hint of the sort of bike that Captain America would ride, not a Royal
Honda Comstar in the way the brakes appear to be bolted to Danish postman.
the wheel rims, and of course more of that sublime satin and “Sounds more like a wasp than a bumblebee!” Don says with
shine contrast. a satisfied grin. Medaza Wasp? Sounds good to me! MC
Covid creation Cheers, Lads! Special thanks to old friends Chris Harte for wiring
Just about everything on this motorcycle has been designed the bike, Mick O’Shea for invaluable help and advice and Jim Cuddihy
or made by Don. He continued to work with Cork CNC, sending for generous time and effort on the engine build. Check out other cre-
more files for machining components like the muffler box with ations at medaza.com — Don Cronin
42 MOTORCYCLE CLASSICS XXXX/XXXX XXXX
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KANEMOTO
DRAGON
1974 Kawasaki H2R Flat Tracker
MCC ON23 1.indb 44 7/10/23 1:52 PM

Story and photos by Dain Gingerelli
K Kenny Roberts’ 1975 Indianapolis Mile win

remains a race of historic proportion.
During the evening of Aug. 23, 1975, KR wrestled to vic-
tory circle one of the most unorthodox dirt track race bikes
ever, a flat tracker powered by a 120-horsepower Yamaha
TZ750 inline 4-cylinder, liquid-cooled, 2-stroke engine origi-
nally developed for road racing. But for 24 and nine-tenths
laps the race appeared futile for Roberts. After starting from
the back row he ultimately overtook race leaders Corky
Keener and Jay Springsteen on the final go-round, nipping
them by inches at the finish line. It was the only time KR
led the race that otherwise seemed a lost cause for the
defending two-time Grand National Champion. Readers
unfamiliar with that race are encouraged to set this issue
of Motorcycle Classics magazine down right now so you can
search YouTube to view the historic video footage. At the
video’s conclusion report back ASAP because, boy oh boy,
do we have another tall tale to tell you.
Amid the Indy Mile’s post-race celebration, AMA histo-
rians quickly noted that this was the first time a 2-stroke
engine with more than two cylinders had powered its way
to win an AMA Grand National Championship dirt track
race, in this case the much ballyhooed Indy Mile. That
night history was made ... sorta.
Sorta because a month and a half prior, July 6 to be
precise, another multi-cylinder 2-stroker had already won
an AMA Regional flat track race, the Stockton Mile in
MCC ON23 1.indb 45 7/10/23 1:52 PM

California. The winner of that non-National event was 21-year-old as we shall see, both bikes shared similar frames, differing mainly
Scott Brelsford, riding the No. 19 green monster featured here. in the placement of their motor-mounts and other proprietary
The bike, built by still-aspiring tuner Erv Kanemoto and powered fixture locations … and, of course, their engines.
by a Kawasaki H2R 750cc 3-cylinder air-cooled 2-stroke engine, Like Yamaha’s TZ750, the Kawasaki H2R displaced 750cc.
now belongs to collector Mike Iannuccilli. It remains the first Unlike the TZ750, which Yamaha developed specifically for road
multi-cylinder 2-stroke to win a major AMA flat track race. Ever. racing, the H2R engine was a modified version of Kawasaki’s
Even though the Stockton Mile wasn’t a National points race, road-going H2 engine (Mach IV). Even so, the H2R was no slouch,
its Regional Championship status made it significant on the and had powered two-time AMA Grand National Champion
race calendar, attracting many of the top Gary Nixon to three AMA National road
Expert-ranked AMA stars of the time, race wins in 1973, the most by any
including Rex Beauchamp, Jim Rice, and rider that year, qualifying him as AMA’s
former GN Champions Mert Lawwill and 1973 Road Race Champion. Even so,
Gene Romero, among others. They were Kawasaki opted not to support Nixon
there to compete for Regional points and Kanemoto for 1974, prompting the
and, more importantly, for cash. The AMA tuner and rider to sign contracts with
promoted Regional races throughout the Suzuki for the 1974 season. They would
country, and those isolated races often use Suzuki’s GT-based liquid-cooled
served as potential feeding grounds for 750cc triple for their 1974 AMA road race
pro riders to earn extra money during the endeavors. What to do with the pair of
long racing season. proven Kawi engines that now belonged
to Kanemoto?
In the beginning … Nixon came up with a plan, suggesting
Unlike KR’s success with his TZ750- that his wizard tuner shoehorn an engine
powered beast (Roberts had not ridden into a flat tracker frame so the duo could
the bike until Indy), Brelsford’s win didn’t The tach sits on the right of the handlebar also compete in AMA’s Grand National
happen overnight. Indeed, up to the for easy viewing down the straights. dirt track circuit as well (read: racing
Stockton Mile this type of flat track racer for more cash). One daunting question
was unproven and equally untested by its creator and owner remained: where to find a frame for the wide 3-cylinder engine
Kanemoto, among the most talented and innovative race-bike and its trio of bulbous expansion chambers?
tuners of his time. Moreover, Kanemoto’s entry wasn’t factory- Kanemoto gave a devilish smile; he had a friend who he had
backed, as was Roberts’ TZ-powered racer. Interestingly, though, worked with in the service department at East Bay Yamaha
MCC ON23 1.indb 46 7/10/23 1:52 PM

Widely spaced buckhorn
handlebars offered plenty
of steering leverage
through the turns.
years before. That friend, and there, and presto — the

Doug Schwerma, now had racing world was treated to a
his own race-frame business, 2-stroke triple for America’s
Champion Frames. And it just flat tracks. In the process
so happened that Schwerma Nixon, who had been absent
had recently put together a on hard-pack ovals after
frame for a similar project, shoehorning a massive Honda Triumph downsized its U.S. race program in 1972, regained the
CB-750 Four engine into a frame of his own making. According to itch to “do it in the dirt.”
sources of the time the Honda project had been commissioned As it turned out, Nixon’s first experience with the new Kawasaki
by American Honda, with hopes of joining the AMA’s annual flat “framer” at the September 1974 San Jose Mile, plus an injury suf-
track feeding frenzy known as the Grand National Championship. fered while testing the Suzuki in Japan, prompted him to rethink
Even though the Honda connection was quickly terminated, matters. Brelsford (1973’s AMA Rookie of the Year who had
Champion Frames eventually built frames to cradle the Kawasaki recently ended his tumultuous and short-lived relationship with
and Yamaha 2-strokes. Most insiders consider those frames’ Harley-Davidson’s factory team) would replace Nixon as rider for
basic geometry and related dimensions were based on existing the new Kawasaki slider. The combination of Kanemoto’s tuning
race frames that Schwerma’s company built to cradle small-bore talent, a powerful engine that benefitted from such talent, and
2-stroke engines for short track racing, and to cradle Yamaha’s a youthful and aggressive rider, spelled potential trouble for the
4-stroke 650/750 twin. Those frames had proper rake and trail horde of Harley riders and their XR750 motorcycles that domi-
specifications that, along with proper wheelbase and engine nated flat track racing at the time.
placement, created a balanced formula for sliding around hard-
pack dirt ovals. Moooove over, here comes the Kaw
After listening to Kanemoto’s proposal-cum-request, By summer of 1974 Schwerma delivered a frame and swing-
Schwerma took delivery of the H2R engine cases, using them to arm, plus peripheral parts such as a seat, gas tank and such
relocate the frame jig’s motor mount points to suit the Kawasaki to Kanemoto, who immediately began piecing his new puzzle
engine’s footprint. He also altered a few other dimensions here together. The completed project included typical mainstay wares
MCC ON23 1.indb 47 7/10/23 1:52 PM

Howard Barnes prepared the important traits when competing on
wheels and rear disc brake. a mile-long oval track where speed
Kanemoto fabricated the rear is measured in the 120mph range.
brake controls; K&N supplied air According to Cycle magazine, dur-
filters. Three exhaust chambers ing the winter Kanemoto extended
were neatly routed along the right the swing arm and moved the rear
side. Several tire brands were tried; shocks’ mounting points about 3
Carlisle proved best for traction. inches forward, plus Schwerma and
crew fabricated a new saddle-type
as a Ceriani fork up front and a engine mount to further secure the
pair of Boge rear shock absorbers. engine’s front portion to counter
Also, Kanemoto modified a set of vibration. In the interest of rider com-
the factory H2R road race exhaust fort, Kanemoto also rubber mounted
chambers so that all three gathered the handlebars.
along the bike’s right side; oval track Nixon’s prognosis was confirmed
sliders only turn left so cornering a short time later when Kanemoto,
clearance on that side of the bike is now with Brelsford in the saddle,
paramount, thus all exhaust pipes headed to another local flat track
merged to the right side. race, this one across the bay at
Howard Barnes laced the brake- Golden Gate Fields near Albany,
less front hub to a 19-inch rim, California. Years later, Brelsford
and he fitted the 19-inch Morris reflected on his first track session
magnesium rear wheel with a disc with the bike, recalling, “You had to
brake and Airheart caliper that, in spin it [the engine’s revs].” And when
Kanemoto’s words, was “similar to you did? “You went fast.” How fast?
the small units on the go-karts I “It could spin the rear tire the entire
used to race and tune.” (Time out length of the straights,” answered
for additional background on tun- Brelsford, as calmly as if describ-
ing wizard Erv Kanemoto: His father ing how he rolled the bike into the
had raced speed boats powered by garage for the night. Eventually pro-
2-stroke engines, and that’s where jected top speed was about 140mph,
the now-famous motorcycle tuner give or take. By comparison, Harley-
cut his tuning teeth; he later took his Davidson XR750s peaked at about
talents and tools to the go-karting 120mph on a Mile oval. Ironically, at
arena where he furthered his skills one point Brelsford and Kanemoto
with oil-burning engines that he thought that the engine’s clutch was
later applied to road race motor- slipping (it always showed signs of
cycles. Okay, end of time out, and all “creep” at the starting line), but after
featured players in this story, back further examination both men deter-
to your positions so that we can mined that between excess power
complete this historic saga!) and unsophisticated tire technology
In his usual manner the crafty tuner wasted no time sorting of the time, the rear tire was breaking loose when maximum
through the parts for assembly, finishing shortly before the San horsepower kicked in!
Jose Mile in September 1974. With Nixon still the designated The brash Brelsford gave additional insight about riding the
rider, the pair set out for practice and qualifying at the fabled monster: “You also had to downshift for the turns.” Huh? On
Mile track. Various teething problems prevented Nixon from a Mile track, downshift? He explained that, doing so, “the rear
transferring to the Main, but based on what was learned that tire could spin [slide] through the turn” as it should on any flat
day, he deemed the bike needed a longer wheelbase so the big tracker to maintain the mysterious gyro effect needed for slid-
Kaw would be easier and more predictable to turn and slide, ing a motorcycle at those speeds. And because the 3-cylinder
MCC ON23 1.indb 48 7/10/23 1:52 PM

Kanemoto fashioned the
top air scoop for additional
cooling. Viewed from the
front, the 3-cylinder engine
looks surprisingly narrow.
engine didn’t produce much magazine’s race report made it

torque, you had to initiate rear clear: “Brelsford was flared-nos-
wheel spin before entering the tril enthusiastic, having quali-
turn by downshifting to a lower fied the bike a fine tenth-fast-
gear. Otherwise, the 2-stroke est.” Brelsford’s Kawasaki was
engine’s explosive power want- equally as fast as the Harleys,
ed to send the rear wheel into but, as Cycle’s report stated, “the
a tizzy, prompting it to wildly only capable threat to the H-Ds
loop around until it became the sputtered out of the race and
bike’s front wheel. And when into the pits with one of its air
that happens you don’t need cleaners adrift, a cylinder full of
to be Albert Einstein to figure dirt, and a connecting rod trying
out that you had just violated a to create a new alloy with the
major law of physics. crankpin.”
And so Mr. Brelsford mas- Even so, the San Jose crowd
tered the art of downshifting his watched in wide-eyed disbelief
new ride, and in the process he as Brelsford leap frogged from
laid down some rather impres- eighth to fourth, then to third
sive lap times on Golden Gate before engine trouble sidelined
Fields’ rather loose surface him. There’s always the next
… until the carburetor slides race, and in reality the “next
began to stick. Result: DNF, race” was to become The Race
and back to the shop for some for the feisty privateer team.
additional Kanemoto magic in Next stop, Stockton.
preparation for the May 1975
San Jose Mile. Furthermore, Go for the
during the subsequent mild California gold
California winter, Schwerma’s By that time Kanemoto was
second chassis arrived at the able to “upgrade” the Kawi’s
Kanemoto residence for anoth- tires, replacing the narrow
er bike that Kanemoto want- Dunlops with a Pirelli 19-incher
ed to put on the track. Local up front and a Carlisle 4.50 x
racer Donnie Castro, who had 19-inch hoop on the rear. Even
recently been released by Team so, sliding traction remained
Yamaha, was assigned the sec- elusive, so Brelsford did all he
ond bike. Kanemoto’s logic sug- could to keep the bike upright
gested that two bikes would when corner sliding. He also
gather twice as much track data had gained more confidence
as could a single bike. The team since riding it at San Jose, years
was growing in size and gaining later stating that “it was fun
strength on the track. to race the thing, but it was a
challenge.” It turned out, too, that he was up to the challenge,
They know the way to San Jose and the young, brash Brelsford pretty much owned the race at
To say that Brelsford was fired up for the upcoming San Jose Stockton, becoming the first rider to ever win a Mile race aboard
race is an understatement. He was on a mission, and rather a multi-cylinder 2-stroke framer. But had the race gone another
quickly it became apparent that he was, indeed, a force to be lap, Brelsford would have DNFed; the bike’s chain came off during
reckoned with. Every Expert-class rider, including Mert Lawwill, the cool-off lap!
who had perhaps the fastest XR750 in the field, took notice. Even so, history had been made, and then it was on to
Brelsford and Kanemoto were about to show who wielded the Indianapolis where Brelsford qualified high enough to earn a
real horsepower. Matched against Lawwill in the second transfer front-row starting position for the Main. Roberts dutifully lined
heat race, Brelsford caught fire after the field spread out, giving up on the back row. When the green flag fell to start the race,
him a clear path to use his bike’s top speed. Brelsford got a worthy start, but by the end of the first lap some-
As Art Friedman reported for Cycle Guide magazine, Brelsford thing snapped in the engine, terminating his ride. His teammate
“overtook bikes on the straights in clumps of two or three.” The Castro had failed to qualify for the Main, but the team decided to
H2R 2-stroke’s banshee-like howl was equally matched by its rear continue racing through the remainder of the 1975 season.
tire spin on San Jose’s long and inviting straights. Amazing, and Brelsford seemed to adapt better to the H2R’s brute power, but
after a poor start Brelsford closed on Lawwill to finish second in neither rider met with any noticeable success after the Stockton
their transfer heat. Brelsford was fired up for the Main, and Cycle win. They competed at Syracuse but both failed to transfer to
MCC ON23 1.indb 49 7/10/23 1:52 PM

the Main before heading back to the West Coast for the season’s Zickrick entered it in the annual Pike’s Peak Hillclimb where he
second San Jose Mile. and the old Kawi set a new path towards making even more his-
As the weekend progressed Brelsford was feeling chipper until tory! Their historic path led to the top of Pike’s Peak when Zickrick
a wayward countershaft sprocket during practice prompted the and his bike became, possibly, the first multi-cylinder 2-stroke
bike to stand up and veer toward the outer fence — at about framer to reach the clouds.
100mph. “That one got to me. I was trying all I could not to hit the “I finished in the top 10,” Zickrick recalls with certain pride.
fence!” He avoided that catastrophe, but that pretty much ended “A Honda rider crashed and blocked one of the turns, so that
the saga of the feisty team. forced me to slow down enough to be ninth.” Still, a credible
Recalls Kanemoto, “Looking back at the bike that Donnie finish. And that raises another interesting sidebar to this tale: In
[Castro] rode, I set it up hoping to reduce wheel spin for better 1980 Zickrick became a member of American Honda’s Superbike
traction exiting the corners. In reality that set-up probably made team, and was responsible for maintaining future world cham-
it harder for Donnie to complete the corner under heavy throttle, pion Freddie Spencer’s Honda CB750-based Superbike. A couple
which resulted in less wheel spin, making it harder for him to years later Kanemoto’s tuning talents were pressed into service
complete the corner. That probably forced him to not open the to help Spencer win his three Grand Prix World Championships
throttle as early or hard as he preferred. With that setup, he more for Honda. Yeah, small world.
than likely would have ended up chasing the front (wheel). It’s Zickrick continued racing the old Kawi, occasionally compet-
one more thing I think about over the years, that I wish I could go ing at local outlaw half-mile tracks until the Pike’s Peak Museum
back to that time to correct it for him.” invited him to display the legendary bike as one of the events’
more interesting entries. Zickrick figures that he owned the bike
Banned bikes for about 30 years before selling it. “But I don’t remember to
But none of that was to be. A decision by the AMA rules com- who,” he adds. Eventually Dan Masachini acquired it, but he soon
mittee following the 1975 racing season secured that fate of the sold the Brelsford bike to Kawasaki Triple collector Jergen Weiss
big Kawasaki and Yamaha. Before the winter meetings adjourned, in Germany. As a member of the European-based H2 Club, Weiss
the AMA banned multi-cylinder 2-strokes from flat track National tinkered with it, occasionally revealing the framer at motorcycle
competition. Perhaps Roberts’ famous quote concerning his events before selling it to collector Mike Iannuccilli who, as he
TZ750 monster, “They don’t pay me enough to ride that thing,” patiently does with the historic racers in his collection, set about
sealed the fate. Or maybe, as insiders suggest, banning the returning the bike to its former glory.
2-strokes was part of a compromise that also led to the formation “I like to restore my bikes to look exactly the way they raced
of a separate AMA road race championship (where purists said years ago,” says Mike. “These are historic pieces,” he adds, and
the 2-stroke multis belonged!). In any case, and racing politics by “exactly” he means a mirror image of the bike’s original livery,
aside, the summer of 1975 witnessed two motorcycles powered right down to paint scheme, decal placement, you name it. And
by multi-cylinder 2-stroke engines etch their respective marks in that’s what he did with the Brelsford bike and the Castro bike
motorcycle racing lore. that he later acquired. Historic moments happen only once —
And what became of those milestone milers? Fortunately — that is why they’re historic. And historic best describes these two
even surprisingly — most of them survived, and the Brelsford Kawasakis, built nearly 50 years ago by a historic tuner, to be
bike even found its way into other racing arenas, thanks in part to raced by three of the many historic men to have populated the
Dennis Zickrick of Fort Collins, Colorado. A few years later Zickrick starting grids of America’s historic flat tracks. MC
had acquired the Brelsford bike, giving it new life. Eventually
MCC ON23 1.indb 50 7/10/23 1:52 PM

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51 1 7/11/23
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8:48 AM
AM
TWO-STROKE
TEMPLATE
1955 Adler MB250 Road Test But contrary to popular belief it wasn’t
dreamed up in the Hamamatsu factories of
Japanese manufacturers Yamaha, Suzuki and
Story by Alan Cathcart Kawasaki, even if they were the ones who ulti-
Photos by Kel Edge mately exploited it the most.
T
Over the years between them they’ve pro-
The parallel-twin 2-stroke engine, both air-cooled and liquid- duced more than one million such devices,
which their Honda rival’s patriarch Soichiro
cooled, has arguably delivered more thrilling performance to Honda always disdained as so-called “stink
more people at an affordable cost than any other two-wheeled wheels.” They were crude and dirty devices
which had no place in his company’s lineup —
20th century engine format. except, that is, for powering the first-ever Honda
MCC ON23.indb 52 7/7/23 11:33 AM

Dream motorcycle he built in 1949! allow the company to concentrate its resources on building
Instead, credit for initially developing this engine layout motor cars.
belongs to West German manufacturer Adler, 11,000 examples
of whose air-cooled MB250 model were built and sold between Adler grows
1953 and 1957, when this old-established company ceased Adler expanded greatly as a car manufacturer both before
manufacturing motorcycles. Adler — German for “Eagle” — World War I and after. By the start of the 1930s it had become
was founded in 1886 in Frankfurt by the far-sighted Heinrich Germany’s third largest such company, after Opel and Auto-
Kleyer, originally as a manufacturer of bicycles, of which it Union. As such, Adler’s factory was inevitably a target for
had built more than 100,000 examples by 1898. In 1895 Adler Allied bombing during World War II, but in the postwar era
also began producing typewriters, before in 1900 diversifying the company had the good fortune to find itself placed under
into motor cars, and then in 1902 into motorcycles. But these the control of the American occupying forces, meaning that
lasted only until 1908, when manufacture ceased in order to it and its fellow West German neighbors enjoyed freedom
MCC ON23.indb 53 7/7/23 11:33 AM

1955 ADLER MB250
Engine: 247cc air-cooled 2-stroke parallel twin, 54mm x 54mm
bore and stroke, 5.75:1 compression ratio, 16hp @ 5,600rpm
Top speed: 73mph (117kmh)
Carburetion: Single 22mm Bing
Electrics: 6v battery and coil with 90W dynamo
Gearbox: 4-speed with gear primary drive
Clutch: Multiplate oil-bath
Frame/wheelbase: Tubular steel duplex cradle frame/49.6in
(1,260mm)
Suspension: Leading-axle telescopic fork with torsion bar spring-
ing front, hydraulically-damped dual plungers rear, adjustable
for preload
Weight (dry): 320lb (145kg)
Brakes: 7.1in (180mm) single-leading-shoe drums front and rear
Tires: 3.25 x 16in front and rear
Seat height: 29.5in (750mm)
Fuel capacity: 4gal (15ltr)
to regenerate in the Allied sector, safe from the economic Friedrich. This was followed two years later by bored-out 123cc
depression and political oppression of the Russian Zone. M125 and 147cc M150 variants. In 1952 a new 195cc MB200
Nevertheless, thanks to the cost of rebuilding and re-equip- parallel-twin model measuring 48mm x 54mm was launched,
ping the ruined factory it was decided Adler would cease mak- leading one year later to the MB250 version, whose air-cooled
ing cars, and instead focus on producing typewriters, calcula- 247cc piston-port engine with 180-degree crankshaft (so,
tors — and motorcycles, for which there was a buoyant market one up/one down) measured a “square” 54mm x 54mm. Its
in a country struggling to rebuild itself from the ravages of war, immediate success meant this was the engine openly cop-
partly with the help of U.S. Marshall Aid money. ied by Yamaha in developing its YD1A weighing a mere 220
So Adler motorcycle production resumed in 1949 after a pounds, production of which began in February 1957 — the
40-year hiatus with the M100, a 98cc air-cooled 2-stroke single year it defeated Honda’s hitherto dominant (but crucially 44
designed by the company’s CEO and Chief Engineer, Hermann pound heavier) RC71 to win the second running of the Asama
MCC ON23.indb 54 7/7/23 11:33 AM

Highlands Race with first, second and third places in this cru- tubular steel cradle frame carried a telescopic fork suspended
cially important contest for the fast-growing Japanese home from a fork crown pivoting bicycle-like at a 27-degree rake in
motorcycle market, with more than 200 different manufactur- the steering head — a similar layout to that later adopted
ers fighting for market share. by Page on his 250cc 2-stroke Ariel models, thus providing
Yamaha Motor founder and president Genichi Kawakami further ammunition to those who believe that these were
had specifically instructed his engineers to copy the Adler heavily inspired by the earlier Adler. On that, the hydraulically
MB250, with consequent commercial success, and while no damped fork legs each carried an aluminum housing at their
such direct mandate is known to exist in this case, it’s widely lower ends containing clock-type coil springs operated via a
recognized that eminent British designer Val Page drew sig- cam by the leading links in which the axle was mounted (the
nificant inspiration from the Adler for the creation of his 250cc Ariels had trailing links). At the rear, the plunger suspension
parallel-twin 2-stroke Ariel Arrow and Leader models, a com- was much more sophisticated than anything similar from
bined total of 35,500 examples a British manufacturer, with
of which were manufactured hydraulic damping and a pro-
between their 1958 launch and vision for load adjustment via
the end of Ariel motorcycle pro- radially-finned cap nuts on top
duction in 1967. of the plunger housings.
Available either in black or a
Success of the 250 distinctive and classy-looking
The Adler MB250 quick- polychromatic green, the stan-
ly became known as the dard touring version of Adler’s
Kanonenkugel or Cannonball, range-topping motorcycle
thanks to the excellent per- was soon joined by the black
formance of its piston-port MB250S sports model, with
2-stroke engine which devel- an improved 18 horsepower at
oped 16 horsepower at 5,800rpm engine performance
5,600rpm. This was sufficient to thanks to modified twin high-
propel what was a substantial rise exhausts and altered cyl-
and well-made but thus rela- inder porting, which was good
tively heavy model weighing for a top speed of 78mph. Both
320 pounds dry to a measured these models used a single
top speed of 73mph. Its quite 22mm Bing carburetor feeding
broadly-splayed twin-loop Unit construction Adler engine is compact and refined. both cylinders, but in 1954 the
MCC ON23.indb 55 7/7/23 11:33 AM

Cruising at 50mph was
relaxing and smooth,
with no vibration from a
well-balanced engine.
Adler RS250 racing version appeared, fitted with twin 24mm and Enduro offroad versions were also developed, and raced
Amal TT carburetors and a lighter frame, with swinging arm successfully up to and including at MX GP and ISDT level
rear suspension incorporating twin shocks rather than plung- internationally.
ers. Still air-cooled, this weighed just 216 pounds and devel- Production of the Adler MB250 road version continued
oped 26 horsepower at 7,500rpm, so it was capable of a top only until 1956, when it was replaced by the Favorit and the
speed of 106mph in bringing success to the privateer owners MB250S by the Sprinter, both models carrying the same par-
of the ten examples built and sold by the Adler factory. A allel-twin 2-stroke engine, but now fitted in new frames with
liquid-cooled version of this was later produced, initially by the swinging-arm rear suspension that had been developed
the factory racing department. But after the company stopped in competition. That year, Adler merged with fellow motor-
making bikes in 1957, development was continued by pri- cycle — and typewriter — manufacturer TWN/Triumph-Werke
vateers like Dieter Falk, who finished fifth in the 1958 250cc Nürnberg AG, a distant relative of the British Triumph brand.
World Championship on a home-tuned RS250 twin, with two But just one year later in 1957 the combined company was
third place rostrum finishes in the Dutch TT at Assen and his purchased by West Germany’s largest manufacturer of televi-
home German GP at the Nürburgring, as well as a magnificent sions and radios, Max Grundig, also a pioneer in developing
fifth place in the Isle of Man Lightweight TT. tape recorders that were the world’s first home audio record-
Also successful as an Adler RS250 racer was ski instructor ing devices. Grundig wanted Triumph-Adler as his business
Günter Beer, who in a summer-long break from his winter job machine division, and therefore shut down motorcycle manu-
ended up 7th in that same 1958 250cc World Championship facture immediately on acquiring the company. The Eagle had
with two fourth-place finishes in the Swedish GP at Hedemora landed — but in the office, rather than the open road.
and the Italian GP at Monza. Beer also won the German 250cc
Road Racing Championship five times in succession from Our feature bike
1962-1966. By this time a claimed 39 horsepower at 10,000rpm Adlers are rare birds in Britain because very few were
had been extracted from the 247cc Adler engine using tech- imported here before production ended in 1957, and those
nology filtering through the Iron Curtain from MZ in East that were cost as much as locally-made 500cc 4-stroke OHV
Germany, raising the bike’s top speed to 125mph. Motocross twins — the 2-stroke revolution had been slow to catch on
52-59 Adler 2.indd 56 7/12/23 10:08 AM

Valanced rear fender lifts to
permit wheel removal. The
7.1-inch (180mm) SLS front
drum brake lacked bite, but
the same size rear drum
was quite the opposite.
before the debut of the Ariel case casting lies sufficient space
Leader later that same year. But for the twin separate cranks to
just such a rarity is inevitably to be inserted, then joined togeth-
be found in the Sammy Miller er via a coupling patented by
Museum (sammymiller.co.uk) on their manufacturer, Hirth. This
England’s South Coast — though followed the same format as
there’s a personal reason for the Hirth coupling on the NSU
Sammy to have acquired an Adler Rennmax parallel-twin on which
MB250 for the Museum Trust, Werner Haas won the 1953-1954
other than the significance of World 250cc road racing titles,
the bike’s design in the history of which sees the serrated joints
motorcycle development. in each crank drawn together by
“When I joined the Ariel fac- means of a differentially-thread-
tory’s Competition Department ed through-bolt whose likewise
in September 1957, it was the serrated head is tightened via
week after I’d finished riding for a special splined tool inserted
the Mondial factory in Grand Prix through a hole in the right hand
road racing,” he says, too mod- flywheel. This forms an extremely
est to mention that he finished rigid three-bearing crank assem-
third in that year’s 250cc World bly, at the expense of a higher
Championship on the Italian manufacturing cost, and being
team’s DOHC single. “Often that time-consuming to strip down —
year in different races there’d although this can be done with
be a 2-stroke Adler running the engine still mounted in the
fifth or sixth behind the MVs frame. A roller main bearing and
and Mondials, and because I two sealing rings are located in
was interested in new technical the center web of the crankcase,
aspects I’d go and have a close with the complete crank assem-
look at them. So when I got to bly supported at each end in
Ariel’s just as they were launching main bearing housings incorpo-
the Arrow and the Leader, I knew rated in the crankcase sidewalls.
what I was looking at when I saw The 22mm Bing carburetor sits
an Adler engine in the develop- centrally behind the cylinders
ment shop! Although I was there and is mostly hidden, bar its
to develop the Trials model, they tickler primer, fed by fresh air
asked me to race an Arrow 250 drawn in via a grille in the rear
in the Thruxton 500-Miler, and fender, while the Bosch ignition
the engine was superb, fast and with both its coils and its 90W
reliable. So when I established dynamo are fully enclosed. The
the Museum I wanted to have an multiplate oil-bath clutch sits on
Adler in the display, and a local friend Ian Munro had bought the end of the crank, outside the helical gear primary drive. It
one and restored it, which we were able to put on display thus operates at engine speed, with a gearshift format which
before later acquiring it from him. It’s a very fine design, which sees neutral at the bottom of the foot pedal stroke, rather
was well ahead of its time — too bad Mr. Grundig didn’t realize than between first and second gears. The Adler’s many attrac-
what he’d purchased when he bought Adler, and chucked their tive detail touches include a fully enclosed chain; a central
motorcycles in the rubbish bin, as of course the Japanese then steering head damper whose large knurled knob incorporates
took the same identical format, and went on to make millions a steering lock; interchangeable front and rear 16-inch wheels;
of them. What a terrible missed opportunity that was!” a horn mounted in the outer cover of the battery box mounted
low down behind the rider’s left foot; and a lockable toolbox
In the metal on the opposite side whose sturdy lid folds out to act as a
The clean-looking unit construction Adler power unit incor- tray for the extensive toolkit. These all set the Adler above its
porating the engine internals, clutch, 4-speed gearbox, car- contemporaries in the marketplace, and there’s even a switch
buretor and twin ignition coils all in one housing is both on the headlight which alters the angle of the reflector to
compact and refined in appearance. The separate cast-iron compensate for the load differential when a passenger is car-
cylinders have twin transfer ports and a single exhaust, while ried. This is a very well thought out, typically rational Teutonic
behind the outer covers of its high-quality one-piece crank- motorcycle, with a sense of substance and high build quality.
MCC ON23.indb 57 7/7/23 11:33 AM

Sportier 18hp MB250S topped out at 78mph. Air-cooled 250cc parallel-twin was the benchmark for later Japanese copies.
Let’s get moving worked — an important requirement at the best of times, but
Climbing aboard the Sammy Miller Museum’s MB250 especially so aboard a 2-stroke with zero engine braking!
carrying frame No. 30C424, which the chassis plate denotes This came about once I’d inserted the ignition key in the
as being a 1955 model, revealed a right petite bike that’s quitelock mounted in the handsome chromed headlamp shell,
low slung, partly thanks to the 16-inch wheels. Despite this twisted it to the right and watched the red ignition light illu-
and the compact 49.6-inch (1,260mm) wheelbase, the Adler’s minate in the top left of the 90mph VDO speedo. The fact this
riding stance wasn’t cramped for my 5-foot 10-inch stature, was calibrated in miles shows this bike was one of Adler’s
since the well-sprung rubber composite Brunighause saddle rare U.K. imports when new back in 1955, and the 52,440
is mounted on a sturdy pillar which is easily adjustable for miles shown on the odometer is probably a genuine figure
height. There’s a separate Pagusa-Werke passenger seat pad before restoration. I tickled the Bing carb and then prodded
behind the rider’s saddle with a strap across the front, but no the 2-stroke twin into life via the slightly awkward inward-
handgrips or anything else for him or her to hold on to. folding left-foot kickstarter — it was actually more convenient
The gracefully valanced fenders convey a sense of style to stand alongside the Adler to do this rather than standing
worthy of a 1940s Indian Chief, with the rear one hinged just astride the bike, owing to the rather high rearwards location
behind the pillion pad to allow removal of the wheel, when of the lever. The muted ring-dring burble emanating from the
necessary. The interchangeable wire-spoked wheels’ chromed twin exhaust silencers sounded like countless Yamahas and
steel rims each carry a 3.25 x 16-inch tire, and a 180mm diame- Suzuki twins I’ve ridden down the years — except the Adler
ter single-leading-shoe drum brake incorporated in each fairly was first, so they all sounded like it!
sizeable (in terms of breadth) cast aluminum hub. Although I then took off on my afternoon ride along the leafy New
seemingly identical, these had quite different responses. The Forest lanes surrounding Sammy’s Museum by pulling the
front brake was poor, with a lack of bite even when I squeezed fairly light-action clutch lever and lifting the Adler’s gear
the lever hard, while the rear one was quite the opposite, with lever with my left toe to insert bottom gear, with three more
a very fierce response to the right-foot pedal which I reckon awaiting a similar upwards movement by kicking said lever
would have locked the wheel on damp tarmac. But at least it with my heel. Considering the Japanese manufacturers all
used German bikes like the Adler as
paradigms to copy in developing their
new models — Pa Honda bought an
NSU Max when he visited the German
factory in 1954, and the DKW RT125
single was the first motorcycle which
Yamaha’s president Genichi Kawakami
had instructed his engineers to copy,
in creating its first-ever motorcycle in
1954, the 125cc YA-1 — it’s strange they
didn’t copy this more rational format
for gear selection, with up for up and
neutral at the bottom, but instead put
neutral in between first and second
gear, like on Italian and British motor-
cycles. Once I’d programmed my mind
properly to stop hunting for bottom
gear in the wrong place, I really liked
the Adler’s gearchange pattern.
Also pleasing was the smooth pick
RS250 racer uses twin 24mm Amal TT carbs, a lighter frame, with swinging arm rear. up from low revs via the light-action
MCC ON23.indb 58 7/7/23 11:33 AM

throttle, with surprisingly little need to wind the throttle working. The front suspension was also pretty compliant, if a
up on the clutch to obtain forward motion. But I didn’t care bit bouncy, as if there wasn’t much damping being brought
for the Adler’s rocking pedal gearshift, because my ankle to bear on those coil springs in the fork housings. Moreover,
kept rubbing against the kickstarter crank when I shifted the low center of gravity delivered by the small wheels and
upwards, probably because the lever’s heel pad is either too the Adler’s low build helped it shrug off any early traces of
small or too tucked in. First to second gear is quite a slow instability if I hit a bump in the road surface when leaned
change, anyway, probably because there’s quite a big gap over. This is a forgiving little bike which punches above its
in the ratios, maybe because of a low bottom gear to take cubic capacity, and after riding it I can see why it was so
account of getting off the mark with a passenger aboard. successful in German dealer showrooms against pretty stiff
But the upper three ratios are all more accessible and closer competition. Too bad Herr Grundig didn’t maximize his profit
together, and it was easy to flick between them to optimize from acquiring Adler by selling its motorcycle division on —
the Adler twin’s performance. The engine was pretty willing although his purchase of the company coincided with a steep
once I’d got into second gear, with everything smoothing out decline in motorcycle sales in the German home market
once I’d got up to 35mph in top gear. Cruising at just over owing to the concurrent boom in small cars, a decline which
50mph in top according to the speedo was both relaxing and saw the country’s formerly largest bike manufacturer Horex
smooth, with no real discernible vibration from what is obvi- go to the wall in 1958. Adler might have done the same, if not
ously a very well balanced engine. for the Grundig acquisition.
In keeping with this the Adler’s ride quality was excellent, Timing is everything, so they say — and the Adler MB250
the plunger rear end coping adequately well with bumps was the right bike at the right time in 1953, but four years
and ripples in the tarmac, despite what I presume is a lim- later its time had been and gone. It was Yamaha’s turn,
ited wheel travel commensurate with the design — I can’t followed by Suzuki and Kawasaki, to fly the twin-cylinder
find the actual figure anywhere, but unlike most other such 2-stroke banner, and make billions of Yen out of doing so
plunger designs which were barely better than a rigid rear both in Japan and in export markets all over the world. MC
end, I could honestly feel the Adler’s rear suspension actually
The Sammy Miller Museum

The Sammy Miller Museum (sammymiller.co.uk) in New Milton,
Hampshire, U.K., is crammed full of interesting machines —
including factory prototypes and numerous ingenious designs
from all over the world. It also counts one of the world’s largest
collections of exotic racing bikes, all of them in running order and
including the legendary Moto Guzzi 500 V8, the supercharged AJS
500 V4 and post-war Porcupine, and innumerable famous bikes
from Triumph, Norton, AJS, Velocette and many more. There are
also offroad enduro, motocross and trials icons. The museum is
open to visitors daily from 10 a.m. year-round.
MCC ON23.indb 59 7/7/23 11:33 AM

Includes
over 200
photographs!
Hardcover, Item #11902

$36.99, Members: $31.44
D
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Then it became a stalwart of the Indian Army, and for competition and road are covered as well as
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near-collapse of the Royal Enfield marque in the Bullets. The development story behind the lean-burn,
1990s almost meant the end of this classic motorbike, electric-start, and 5-speed updates is discussed, the
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To order, call 800-880-7567 or visit

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RoyalBulletCompleteStory FullPage.indd 1 7/6/23 8:46 AM
JERRY AND THE
JERSEY DEVIL
A Half Century on a 1966 Honda 305 Scrambler
Story and photos by Joe Berk Honda’s strategic triad
O
Much of Honda’s success was due to the technical excellence
Our story here is about a special 1966 Honda 305 and success of the Honda 305s. There were three: The Dream, the
Super Hawk, and the Scrambler. At the time, they were the big-
Scrambler, a motorcycle owned for a cool half gest motorcycles Honda made.
century by my friend Jerry Dowgin, but the story The CA77 Honda Dream was not an offroad-styled motor-
cycle (that was the CL77 Scrambler’s domain) or a performance
needs background to provide context. motorcycle (that call was answered by the CB77 Super Hawk).
To riders of a certain age, the words “Honda” and “305” hold The Scrambler and the Super Hawk appealed to more serious
special meaning. Anyone with even a passing interest in vintage motorcycle enthusiasts; the Dream was a much less intimidating
motorcycles knows the Honda story and how it changed the ticket into the motorcycle world. The typical Dream buyer was
world. Triumph’s Edward Turner saw it coming when he visited either someone stepping up from a smaller Honda or someone
the Honda factory in Japan in the 1960s and urged Triumph to who had not previously owned a motorcycle. Honda first used
prepare. Turner’s words fell on deaf ears while Triumph, the rest the name “Dream” on its 1949 Model D (a single-cylinder, 98cc
of the British motorcycle industry, and Harley-Davidson sol- 2-stroke) and no one knows where the Dream moniker came from
diered on, oblivious to the emerging giant that was the Japanese (legend has it that someone at Honda upon first seeing the Model
motorcycle industry. Small bikes, a well-marketed succession of D, proclaimed it to “look like a dream”). Some say Honda based
moves up to larger bikes, the Honda CB750, Japanese motorcycle its forward leaning parallel 250/305cc engine design on an earlier
dominance: It was a brilliant marketing strategy complemented NSU engine, but Honda unquestionably carried the engineering
by design and manufacturing excellence, and it resulted in one of across the finish line (when was the last time you saw an NSU?).
the most successful companies the world has ever known. The Dream’s 305cc 360-degree engine had a single 23mm Keihin
61-65 Honda.indd 61 7/12/23 10:09 AM

carb and it produced 23 horsepower at 7,500rpm. According to The Super Hawk was available in the same blue, black, white, or
magazines of the era, the Dream was good for between 80 and red color choices as the Honda Dream, but unlike the Dream, all
100mph (the disparity in reported top end was presumably due the Super Hawks had silver frames, silver side covers, and silver
to motojournalist weight and perhaps prevailing headwinds). The fenders. I remember that most Super Hawks were black.
Dream averaged 50 miles per gallon, although in those blissful The Super Hawk had good media presence, long before prod-
days of $0.28/gallon gasoline nobody really cared. Honda built uct placement became the mega-industry it is today. There were
the Dream until 1969. The Dream retailed for $595 back in those pop songs about little Hondas, Elvis rode a red Super Hawk in
days, but a shrewd negotiator could do a little better. the 1964 movie Roustabout, and a fellow named Robert Pirsig
The second motorcycle in Honda’s 305cc strategic triad was rode across America on a Super Hawk and wrote Zen and the Art of
the Super Hawk. Honda initially offered Motorcycle Maintenance. Pirsig’s Zen was
the 250cc Hawk in 1961, but it quickly a best seller, it became something of
evolved into the 305cc Super Hawk. a bible in the motorcycle travelogue
The Super Hawk used a 180-degree genre, and it was considered high liter-
firing order parallel twin (Honda’s Type ature even outside motorcycle circles.
I engine) and it was good for 28 horse- Pirsig’s Super Hawk currently resides in
power at 9,200rpm (an unheard of the Smithsonian Institution.
engine speed back in the early 1960s).
Like the Dream, the Super Hawk had The 305 Scrambler
an electric starter and a kickstarter The Honda CL 77 Scrambler round-
that oddly rotated forward. The instru- ed out Honda’s 305cc motorcycle line-
mentation was cool, too: Instead of up. Honda’s Scrambler model started
the more conventional (i.e., British) life as the 250cc CL 72, and then in
separate cans for tach and speedo, 1965, Honda upped the displace-
both were contained in a single panel ment to 305cc. The Scrambler was a
atop the headlight. The Super Hawk kickstart-only proposition (the frame
had a tubular steel frame and front downtube needed the real estate in
forks, but no front frame downtube (the front of the crankcase occupied by
engine was a stressed frame member; The Scrambler’s speedo and headlight switch. the Super Hawk and Dream electric
the starter occupied the space where starters). The Scrambler had twin carbs
a front downtube would be). A Cycle World road test pegged the and redlined at 9,000rpm, where it produced 27.4 horsepower. It
top speed at 104.6mph and the Super Hawk ran a respectable had slightly less compression than the Super Hawk but made
16.8-second quarter mile with an 83mph trap speed. Super more torque with its different cam profiles. Like the Dream and
Hawks had twin-leading-shoe front brakes (something special in the Super Hawk, the Scrambler had a single overhead cam, two
those pre-disk-brake days). The motorcycle weighed 335 pounds. valves per cylinder, a 4-speed transmission and a wet clutch. The
MCC ON23.indb 62 7/7/23 11:33 AM

Cool kids removed the 2-into-1 muffler and added Snuff-R-Nots. Trooper Dowgin’s original leather motorcycle helmet.
Scrambler had the Super Hawk’s Type I 180-degree firing order. Triumph 650 cost. Honda sold approximately 90,000 Scramblers
With a curb weight of 337 pounds and a 52.4-inch wheelbase, in America.
the Scrambler was only slightly smaller and approximately 25 Many felt and still feel the Scrambler was the coolest of the
pounds lighter than a 650 Triumph. In a nod to its off road char- Honda 305s, probably because the Scrambler looked more like
acter, the Scrambler was geared a bit lower than either the Dream a Triumph than a Honda. The Scrambler had a teardrop-shaped
or the Super Hawk. The Scrambler’s suspension only had 4 inches fuel tank (with rubber knee pads!), 19-inch wheels, universal
of travel (laughable for an offroad motorcycle today), but it was tread tires, rubber fork gaiters, a single downtube frame, and
more than either the Super Hawk or the Dream and motorcycle high, wide handlebars. The Scrambler’s appearance was further
design was evolving rapidly in those days. defined by a jaunty upswept twin exhaust pipe arrangement
Honda, with its marketing genius, capitalized on a 1962 Dave that ran along the bike’s left side. Both exhaust pipes merged
Ekins and Bill Robertson 250cc Honda Scrambler run from into a single asymmetric delta-shaped muffler, which most
Tijuana to La Paz (well before paved roads ran that far south in Scrambler owners promptly ditched. Most owners replaced their
Baja), a ride that ultimately morphed into the Baja 1000. The Scramblers’ mufflers with aftermarket “Snuff-R-Nots” that went
Ekins/Robertson Scrambler Baja ride cemented Honda’s reputa- into the ends of both exhaust pipes (you could flip them 90
tion as a manufacturer of high performance, reliable, and serious degrees to run either open pipes or a slightly less open exhaust
motorcycles. In 1966, a new Scrambler retailed for just north flow). When the Scrambler’s exhaust pipes were “snuffed,” the
of $700, slightly below the price of a new Super Hawk, slightly Scrambler had a raspier, sharper, and even more offensive
more than the more sedate Dream, and about half what a new exhaust note. Ah, the 1960s!
MCC ON23.indb 63 7/7/23 11:33 AM

Jerry’s Scrambler outside Lucille’s. Jerry’s wife, Karin, made the toolkit pouch, which holds the original tools and a few extras.
All three Honda 305s used a wet sump oil system, and on all that patrolled the New Jersey Turnpike (one of the most heavily
three bikes, the engine and transmission shared oil. The Honda traveled roads in America). My father knew Captain Dowgin and
engines used horizontally split cases, a design approach that spoke of him in near-reverential terms. Captain Dowgin was a
(along with vastly superior manufacturing processes and compo- “local boy makes good” story and our paths were destined to
nent dimensional controls) essentially eliminated oil leaks. All indirectly intersect. A couple of decades after leaving New Jersey,
three Honda 250/305cc motorcycles represented radical change. I wrote The Complete Book of Police and Military Motorcycles. Thanks to
Overhead cams, high rpm, electric starters (for two of the three lifelong friend and former classmate Mike Beltranena (retired
models), 12-volt electrical systems, relatively low cost, and other Director of the New Brunswick Police Department and South
features put the Japanese machines well ahead of their British Brunswick High alum), a vintage photograph of Trooper Dowgin
and American competition. Honda’s marketing was legendary on his 1934 Harley-Davidson police motorcycle graces the cover
and appealed to a much wider market than any competitors. of that book. I knew the Dowgin name, but I only learned of Jerry
Honda’s “You meet the nicest people on a motorcycle” marketing and his Scrambler from a recent Facebook post. I contacted Jerry,
slogan, vastly superior quality, good performance, and affordable he invited me to New Jersey for a ride in the Pine Barrens on
pricing clicked with the public. Honda introduced a lot of people the Scrambler, and once the pandemic wound down and people
to motorcycling. started traveling again, it was game on.
Meet the Dowgins A barn find

During the 1960s (in the middle of the above Honda engineer- Back in 1972 Jerry and his older brother Ed were helping
ing and marketing revolution), Jerry Dowgin was a football star brother-in-law Bob install a new heating system in Bob’s farm
at South Brunswick High School in New Jersey. Jerry was four house. During a mid-morning coffee break on a freezing New
years ahead of me (he was Class of ’64) and I didn’t know him Jersey morning (the boys put a little whiskey in their coffee to
at the time, but like many people in central Jersey, I knew the ward off the cold), Jerry noticed an abandoned 1966 Honda
Dowgin name. Jerry’s father, Captain Ralph Dowgin, was a New Scrambler parked below a window just outside Bob’s farm house.
Jersey State Trooper who rose to command Troop D, the unit (Had the Scrambler actually been in the barn it would have been
MCC ON23.indb 64 7/7/23 11:33 AM

Jerry’s father, Trooper
Ralph Dowgin of the
New Jersey State Police.
This photo was taken in
1936 (far left). Jerry and
his Scrambler (left).
Jersey State Police website shows

New Jersey State Police motor offi-
cer fatalities in those early days was
indeed high. Things were different
then; there was little protective gear
and New Jersey State Troopers rode
all year. I remember when I was a kid
that snow meant little to our State
Troopers; they simply put chains on
their tires and continued to patrol.
a true barn find, but Jerry found the Jerry’s Scrambler needed another
bike on Bob’s farm and that was rebuild in 2018 when the compres-
close enough to allow some literary sion and top speed dropped sig-
license.) nificantly. Jerry had the cylinders
Jerry bought it on the spot from rebored and he installed oversize
Bob for the princely sum of $10. pistons. Over the years, other repair
The Scrambler had been neglected requirements emerged, as might
for several years; Jerry’s brother-in- be expected on a motorcycle with
law had removed the spark plugs five decades under its wheels. Jerry
years earlier and it rains a lot in the keeps the Scrambler running, rely-
Garden State, so the engine was ing on internet forum advice, his
frozen. The deal Jerry made with old Glenn Repair Manual, a Harbor
brother Ed was that Jerry would do freight compression tester, a more
the work if Ed would pay for the parts, and the parts bill came to extensive collection of specialized tools, and his decades-long
$125 from Cooper’s Cycle Ranch (one of the early and best-known relationship with the Honda.
East Coast Honda and Triumph dealers). Thus began a journey Jerry’s never intended a concours restoration; his objective was
that has spanned a half century. a resurrection. Other than a repainted fuel tank, the Honda’s fin-
Armed only with the tools in the Scrambler’s tool kit, a Glenn’s ish and most of its parts are original. Fifty years ago Jerry simply
Repair Manual, and a fierce determination to get the bike running wanted to get the old Scrambler road and trail worthy so he could
again, Jerry tore into the task. Getting the Scrambler sorted took explore the Pine Barrens, neighboring Pennsylvania, and other
some doing, as the engine would not turn over, the top end parts of the mid-Atlantic states. As the photos here show, Jerry
needed an overhaul, there were compression issues, and get- hit a home run, and his Scrambler has been a New Jersey Pine
ting the timing, valves, carbs and other adjustable things right Barrens staple for 50 years. Jerry rides every chance he gets and
was a challenge. There was no Internet back in the early 1970s he told me he plans to leave his Honda Scrambler to his son and
and in this initial resurrection period, information was difficult grandson. That is a magnificent plan. MC
to come by. One of the first things Jerry did was pull the cylinder
head and bring it to Cooper’s Cycle Ranch for a rebuild (that cost
another $125). Studs broke; Jerry replaced them. Timing drifted; Honda Motorcycles 1959-1985:
Jerry became an expert on setting the points and adjusting the
timing, all through trial and error and advice from other Honda Enthusiasts Guide
enthusiasts. Jerry succeeded. The Honda was back on the road. Honda Enthusiasts Guide is designed to aid non-professional
Jerry retired from a finance position in the New Jersey state motorcycle collectors to decide whether to buy and restore
government in 2001, and he and his wife Karin started putting Honda motorcycles produced between 1959 and 1985.
more time and miles on the Scrambler. The Dowgin family had Author Doug Mitchel provides four to six paragraphs describ-
moved to the New Jersey Pine Barrens, prime motorcycle country ing bikes in general terms, including,
(see this issue’s Destinations on Page 72). When I recently visited but not limited to, the differences and
Jerry, we rode the Pine Barrens and it was great. We stopped at a similarities between models discussed
couple of roadside motorcycle spots (including one with a statue and other similar models. A general
of the legendary Jersey Devil, New Jersey’s own Chupacabra), section at the back of the book will
chatted with other motorcyclists, and had a great time. I rode offer the reader help deciding where
Jerry’s Scrambler and everywhere we stopped, the vintage Honda to buy classic bikes, where to get
was a conversation starter. parts, who to call for help, and which
I greatly enjoyed my visit and conversations with Jerry. I asked parts of the restoration should be
Jerry if he inherited his interest in motorcycles from his motor farmed out to experts with specific
officer father and the answer was a firm no. “Pop wasn’t interested skills. This title is available at store.
in motorcycles,” Jerry told me. “He saw too many young Troopers MotorcycleClassics.com or by calling
get killed on motorcycles when he was a State Trooper.” The New 800-880-7567. Item #6973.
MCC ON23.indb 65 7/7/23 11:33 AM

TEST
RIDE
Ultimate Collector Motorcycles
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Taschen Books, a luxury art cycles, when you start read-
book publisher based in ing through it swiftly turns
Cologne, Germany, which out to be a motorcycle his-
until now had never dealt tory textbook, with a detailed
with anything to do with account including the genesis
two wheels and an engine. and technical makeup, plus
DOUGLAS MACRAE (COURTESY TEAM OBSOLETE)

ROBERTO CARRER (COURTESY MUSEO PIAGGIO)
For there’s little doubt that any competition history, of
this massive two-volume each of the models included.
220,000-word title weighing Ignore the misleading “Born
20.68 pounds in total is the to be Wild” strapline of the
finest book about motor- book’s promotional blurb,
cycles yet published in any The cover of the box/sleeve that holds the two volumes. which might make you think
language, both in terms of you were about to open a
content and presentation. Anyone who spends $250 will not picturebook of Custom Streetfighters. This is a concise, well-
be disappointed with their purchase. And, for full disclosure, written, well-researched, and above all well-balanced journal
I say that as someone asked to read the title through for of record of those hundred bikes, the majority (though not
The 1957 Moto Guzzi

V8 Grand Prix racer,
one of six produced.
66 MOTORCYCLE CLASSICS XXXX/XXXX XXXX
MCC ON23 1.indb 66 7/10/23 1:52 PM

DOUGLAS MACRAE (COURTESY TEAM OBSOLETE)
ROBERTO CARRER (COURTESY MUSEO PIAGGIO)
The 1964 Honda RC165 250cc works Grand Prix racer, ridden by Jim Redman, Mike Hailwood and Stuart Graham.
all) of which are iconic landmarks in motorcycling’s evolu- title, they have never previously dealt with motorcycles, don’t
tion, spread over the 125 years interspaced between the 1894 ride them and came cold to the topic.
Hilbebrand & Wolfmuller which heads the list of featured All I can say after they spent the best part of two years
models, and the 2020 Aston Martin AMB 001 which ends it. producing this book is that they’re fast learners, for the
The title is a slight misnomer, though, for don’t infer that huge amount of research needed to write such accurate
this book’s purpose is about exploring two-wheeled stamp and detailed yet concise descriptions of such a vast array of
collections, or even those owned by men who’ve assembled motorcycles is a genuine achievement worthy of the greatest
a significant array of bikes and opened them to public view, praise. Add in the numerous period photos, posters and other
like George Barber and Sammy Miller, who are featured in images, and each chapter is a detailed portrait of the creation
interviews in the work. Instead, it’s a detailed look at many and subsequent existence of each different model, as well as
of the most significant motorcycles yet built, irrespective of of its life and times.
their present location, as chosen by the authors, Charlotte From pioneering record-breakers, luxury tourers, and leg-
and Peter Fiell. They did so with help from the likes of Jay endary Grand Prix-winning road racers — sorry, very few off-
Leno, who wrote the foreword and knows a thing or two about roaders, perhaps the only fair criticism of the title — to iconic
acquiring desirable bikes of all eras, and Ben Walker, Director Superbikes and exotic Customs, this beautifully produced
of Motorcycles at Bonhams auctioneers. Paul d’Orléans, book is a record of the evolution of motorcycle design at its
founder of The Vintagent blog and Gordon McCall, co-founder of highest level over the past 125 years. There’s an appropriate
California’s annual Quail Motorcycle Gathering concours, add balance in terms of the space taken to tell each story, too,
further North American viewpoints. with the Moto Guzzi V8 500cc GP racer getting 3,000 words
The Fiells have written many previous Taschen books, more of detailed coverage, while the Aston Martin AMB 001 which
than 60 in all, but principally about various aspects of trans- finishes the book has just 1,400 words to it — each of them
portation and interior design and furniture, and while they did the necessary space to tell their full story.
recently author the likewise two-volume Ultimate Collector Cars Until someone examines and handles these books for
MCC ON23 1.indb 67 7/10/23 1:52 PM

TEST
RIDE
FRED W. GRETSCH ENTERPRISES ARCHIVES/MARY BIGSBY
ARCHIVIO STORICO PIAGGIO, PONTEDERA

Crocker’s designer-cum-machinist Paul Bigsby astride an early 61ci hemi-
head Crocker, ca. 1936. A Moto Guzzi test rider inside the MG wind tunnel.
themselves, it’s difficult to convey the massive sense of quality treasures, and an absolute must-have for all bike enthusiasts.”
in terms of the title’s design and substance, just how superbly That sums it up well, for this is quite simply the best motor-
produced and HUGE a publication it is, and the excellence of cycle book ever published — no contest. — Alan Cathcart
its content in both words and pictures. There has never been
anything remotely like this published before in the motorcycle Ultimate Collector Motorcycles by Taschen Books is available
world, and I very much doubt there will be again. at store.MotorcycleClassics.com or by calling 800-880-7567.
Taschen terms the volumes as “A cornucopia of motorcycle Item #12064
The 1912 Henderson Four,

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3-C4 SO23_ADS.indd 69 7/11/23 11:49 AM

CALENDAR
SEPTEMBER/OCTOBER
Motorcycle Classics wants to know
about classic motorcycle shows,
Don’t miss these upcoming events! swap meets, road runs and more.
Send details of upcoming events at
least three months in advance to
All events subject to change. Please check event websites for updated information. lhall@motorcycleclassics.com
9/10 Visit the annual Battle of the Brits Motorcycle & Car Show and Swap Meet at Camp
Dearborn in Milford, Michigan. This event regularly draws more than 200 bikes and
some tasty British cars. Classic British, European and pre-1984 American bikes are invited to be a
Sept. 8-10 — AHRMA
Roadracing at Talladega
part of the show. Food and beverages will be available, along with on-site camping. On the web at Gran Prix Raceway,
Munford, AL. ahrma.org
metrotriumphriders.com
Sept. 8-10 — 33rd Annual
9/10 Attend the 38th Annual Italian Motorcycle Owners Club Rally in Sturbridge,
Massachusetts, with Ducati bevel bikes as the featured models. The show runs from
10 a.m. to 2 p.m. All Italian bikes and scooters are invited. Check out America’s biggest Italian motor-
Classic British Motorcycle
Club of Cincinnati
Vintage Motorcycle
cycle event. On the web at imoc.website/calendar2 Rally. Burlington, KY.
cincybritishbikes.com
9/17 The Ride for Kids is an annual event that raises funds for children battling the deadli-
est form of pediatric cancer — brain tumors. This will be the ride’s 39th year and every
ride around the nation will take place on Sept. 17. To learn more or donate visit rideforkids.org
Sept. 10 — Rice-O-
Rama Vintage & Custom
Japanese Motorcycle Show
9/23 Join all the good folks and classic bikes at The Modern Classics Ride-in on Saturday,
Sept. 23, in Boyertown, Pennsylvania. More than 100 vintage and custom bikes are
expected. No judging, no classes and no awards, just a fun day of checking out bikes with friends,
and Swap Meet. Spencer,
MA. rice-o-rama.com
food and more. On the web at martinmoto.com Sept. 16 — Vintage

Motorcycle Festival at the
9/24 One of The Larz Anderson Auto Museum’s most popular shows, Classic European Owls Head Transportation
Motorcycle Day showcases the best on two wheels from the Old World. Join Museum, Owls Head,
us as hundreds of classic superbikes, ME. owlshead.org
choppers, racers and cruisers are on dis-
play on the Great Lawn. Bring and show
Sept. 23 — Night Ride to
Chilao School, La Canada
your German, Italian and British bikes.
Flintridge, CA. Departs at
The museum is located in Brookline, 6:30 p.m. socalnorton.com
Massachusetts. On the web at larzander-
son.org/2023lawnevents Sept. 21-25 — 22nd
Annual Vintage
10/6 Visit the 18th Annual Barber

Vintage Festival at Barber
Motorsports Park outside Birmingham,
Yamaha Rally. Iron
Horse Motorcycle
Lodge, Stecoah, NC.
Alabama. The show runs through Oct. 8 vintageyamaharally.com
and will feature AHRMA road racing, the
American Motor Drome Wall of Death, Sept. 30 — 13th Annual
the swap meet and more. Bike restoration Central Coast Classic
extraordinaire, motocross pioneer and Motorcycle Show.
Fujio Yoshimu will be the Grand Marshall San Luis Obispo, CA.
for 2023. Fujio was an integral part of the centralcoastclassicmc.com
Yoshimura racing effort throughout the
1960s. On the web at barbervintagefes- Sept. 30 — El Camino
tival.org Vintage Motorcycle
Show and Swap Meet.
11/4
elcaminoshow.com
Enjoy beautiful downtown
Vicksburg, Mississippi, at
Oct. 5-8 — AHRMA
the Vicksburg Vintage Motorcycle Show. Roadracing at
The Antique cycle show and swap runs Barber Motorsports
from 9 a.m. to 3 p.m. and promises live Park, Birmingham,
entertainment, over 20 awards and door AL. ahrma.org
prizes. Entry is free and open to pre-1990
motorcycles. For more information: vis- Nov. 5 — 44th Annual
itvicksburg.com/event/vicksburg-vintage- Head to San Luis Obispo, California, for the 13th Hansen Dam All Brit
motorcycle-show-2023 Annual Central Coast Classic Motorcycle Show, Ride. Near Glendale,
Sept. 30. CA. socalnorton.com
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RIDES AND
DESTINATIONS
THE NEW JERSEY PINE BARRENS
T
he Pinelands National Reserve in Pine Barrens as the Pinelands National eatery. We bought sodas and hot dogs at
southern New Jersey is an interest- Reserve in 1978, and a decade later the the Hot Diggidy Dog, sat on a roadside
ing place for many reasons. The United Nations designated the area an bench, and chatted with other riders.
Pine Barrens (as the area is commonly International Biosphere Reserve. From Chatsworth, it was on to Lucille’s
known) covers nearly a quarter of New When I was a youngster, the Pine Luncheonette in Warren’s Grove on
Jersey, the most densely populated state Barrens had a reputation as a backward County Route 539, one of the main roads
in America, but very few people live here. area. I can tell you firsthand, though, through the Pine Barrens. Lucille’s (fea-
There’s a lot of empty land and forest that’s not the case. The area is reputed to tured on Anthony Bourdain’s Food
in the Pine Barrens (the area was a fea- be haunted by the Jersey Devil (a version Trail, visitnj.org/anthony-bourdain) is
tured spot for dumping bodies on The of the chupacabra; a devilish creature known for its pies. We parked under a
Sopranos, and that probably wasn’t just a with the head of a goat and large bat-like carved, life-sized Jersey Devil statue in
figment of some screenwriter’s imagina- wings), the Black Doctor (the ghost of Lucille’s parking lot. Other than that stat-
tion). Pine Barrens’ folklore, including the Captain Kidd), and other assorted super- ue, we didn’t see the Jersey Devil on our
Jersey Devil, which we’ll get to in a min- natural beings. These make for inter- ride, but who knows? Maybe he saw us.
ute, makes the area interesting. The Pine esting stories, but I wouldn’t let any Anything is possible in the Garden State.
Barrens is a great destination for riding, of them influence plans to ride in the I was born and grew up in New Jersey,
motorcycle camaraderie and good food. Pine Barrens. but I had never ridden the Pine Barrens
The area has a rich history. America’s My recent ride in the Pine Barrens on until recently. The Pine Barrens is a differ-
eastern seaboard formed about 200 mil- a vintage 1966 Honda Scrambler (see ent kind of destination, and the riding is
lion years ago; the Atlantic Ocean depos- Page 61 of this issue) was most enjoy- much more fun than what I remembered
ited sand along this coastline and 65 mil- able. Our first stop was in Chatsworth, an New Jersey riding to be. The locals told
lion years ago the Pine Barrens began to old Pine Barrens wide spot in the road me it’s always been like this. — Joe Berk
emerge. When the Ice Age ended 12,000 with only a few buildings and a roadside
years ago plants and trees appeared.
Lenape Native Americans settled here
10,000 years ago. Swedish and Dutch set-
THE SKINNY
tlers arrived and focused on fishing and What: The Pine Barrens in southern New Jersey, a sparsely populated, heavily for-
whaling. England claimed the area in 1606 ested area offering great riding.
and shipbuilding (using the region’s ready How to Get There: From the north, take the N.J. Turnpike (I-95) south to I-195 east,
supply of pine, cedar and oak) emerged exit on County Route 539 South. From the south, take the Garden State Parkway
as the dominant industry. Cranberry bog north and exit County Route 539 North.
farming followed in the mid-1800s. The Best Kept Secret: The Jersey Devil is real (I’ve seen him; he rides a ’66 Honda
area remains the third largest source of Scrambler).
cranberries in the U.S. Blueberries were Don’t Miss: Chatsworth’s Hot Diggidy
first cultivated here and blueberry farm- Dog, and Lucille’s (in Warren Grove) for
ing remains a dominant industry. Over pie and ice cream.
time, most manufacturing industries left Avoid: Dismissing New Jersey as a desti-
and the Pine Barrens reverted to an iso- nation, as it has a lot to offer.
lated and heavily forested region. The More Info: New Jersey Pine Barrens —
Pine Barrens has ghost towns, including Your Guide to Things to Do and Events,
Batsto Village. Wildlife is plentiful, includ- new-jersey-leisure-guide.com/pine-
ing river otters, deer, black bear, bobcat, barrens.html
bald eagles, many species of reptiles More Photos: Jerry and the Jersey Devil,
and more. Congress designated the bit.ly/45wvpQr
MCC ON23.indb 72 7/7/23 11:33 AM

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THE COMPREHENSIVE VINTAGE MOTORCYCLE
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AJS AND MATCHLESS: POST-WAR SINGLES AND TWINS
page of motorcycles beyond compare. Created
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in cooperation with the official Harley-Davidson
book looks at the history and development of the single and twin-
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and histories of more than 200 motorcycles from
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BMW MOTORCYCLES: 100 YEARS TRIUMPH TRIDENT: THE BEST
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BMW Motorcycles: 100 Years celebrates the PRODUCTION RACER EVER
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bike
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models including for a
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combination of historic and contemporary technical changes that took place
photos sourced from BMW’s archive. The and the range of specials and one-
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A-Z OF ITALIAN MOTORCYCLE
SOUL RIDER
MANUFACTURERS
This is the story of a woman who
A-Z of Italian Motorcycle Manufacturers is
went on an incredible journey.
the leading directory of Italian motorcycles
Carolyn Fox was a single mother and
available today. In addition to covering
lawyer haunted by grief and secrets
the most famous Italian factories, this is
and facing her fiftieth birthday. So,
the definitive guide to the marques that
she decided to change her life by
have often been forgotten. Some might be
facing her fears: she bought a Harley,
familiar classics remembered for their racing
packed it with a sleeping bag and
pedigree, while others will be introduced for
tent, and set out to ride through all
the first time. Topics include the history of
fifty states alone! Soul Rider is her
the once great factories; marques that build
gripping travel/journey memoir
motorcycles exclusively for racing; details of
where she takes you along on her
the top motorcycles each manufacturer built,
14,000-mile adventure.
and each marques’ greatest achievement.
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eted HOW TO RESTORE NORTON TRIUMPH BONNEVILLE & TR6 MOTORCYCLE

COMMANDO RESTORATION GUIDE 1956-1983
This How to Restore Norton Triumph’s Bonneville and its single-carbed
rare Commando manual is aimed sibling, the TR6, are two of the most revered
me at owners and enthusiasts models in all of motorcycling. Distinguished
ve of the legendary Norton by their handsome lines and pace-setting
d Commando, and covers all areas performance, the Bonneville and Tiger ruled the
mo of restoration from the sourcing streets and race tracks from their introduction
of the bike, to its completion as in the late 1950s through Triumph’s golden age
d a fully restored machine. Starting in the 1960s. Devotion to the marque remained
tion. with advice on the different strong even as the sun slowly set on the
models, spares availability, and company’s fortunes in the late 1970s and early
where best to source a bike to 1980s. The original Triumph’s demise in 1983
restore, this book then covers simply served to cement the legendary status of
the complete dismantling and its long-lived top guns, the Bonneville and TR6.
restoration of the bike. Plus, the #11102 $29.95 Members: $26.95
text is illustrated with hundreds
of clear color photos.
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HOW TO RESTORE CLASSIC
OFF-ROAD MOTORCYCLES
This book gives enthusiasts of classic off-road
competition motorcycles a step-by-step guide
to a full restoration. Covering dismantling the
motorcycle and its components, restoring
and sourcing parts, paint spraying, decals and
polishing. With chapters covering engine,
on,
frame, forks, fuel, exhaust, seat, brakes and tires,
helped
you’ll see how to take a bike from scratch to a
y full rebuild; then on to safe set-up and general
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maintenance. Includes chapters focusing
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om
uilt in HOW TO REBUILD AND RESTORE CLASSIC
treet JAPANESE MOTORCYCLES
e best- Whether you want to restore a classic Japanese
DUCATI: A PHOTOGRAPHIC TRIBUTE, VOLUME 2 motorcycle or create a modified, custom build,
Phil Aynsley has been a fan of Ducati since he bought his first you need the right information to perform
motorbike, a 250 Desmo, in 1972. Aynsley’s love for Ducati’s is matched the necessary mechanical and cosmetic tasks
only by his passion for photography. “Ever since buying my first in 1972 required to get the bike back on the road. How
I’ve been taking photos of them. How could you not?” After 30 years to Rebuild and Restore Classic Japanese Motorcycles
he hasn’t tired of his beloved Ducati’s and is revered by the motorcycle is your thorough, hands-on manual, covering
nd industry as one of the best photographers in the business. Ducati all the mechanical subsystems that make up a
dox
do motorcycle. From finding a bike to planning your
lovers will relish Volume 2 with its expanded section on Road and Race
ull bikes and a raft of new photos not previously released. It’s a must-have project to dealing with each mechanical system,
ding this book includes everything you need to know
for any Ducatisti!
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he #10936 $39.99 Members: $35.99
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HO
This
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MOTOCROSS: THE GOLDEN ERA tho
Motocross: The Golden Era is a heartfelt tribute to a magical time. It’s a look and
back at a moment in history between 1970 and 1986 when motocross thro
came of age. Old four-strokes were suddenly overshadowed by a new breed boo
THE KAWASAKI Z1 STORY of specialized two-strokes that would change the sport forever. The sport
In never before published interviews, Dave #87
suddenly exploded in America, and a massive new market was born. It was
Sheehan relates the story behind the Z1’s also a time of experimentation, with radical new ideas being tried daily.
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REBUILDING THE BRAND: HOW HARLEY-

DAVIDSON BECAME KING OF THE ROAD CLASSIC MOTORCYCLES: THE ART OF SPEED
Rebuilding the Brand: How Harley-Davidson Written by noted motorcycle author Patrick Hahn, Classic Motorcycles presents
Became King of the Road is the story of the history of motorcycling as told through the most significant, iconic, classic
how a core group led a team to rebuild motorcycles of all time, with both period photography and modern portrait HOW
the Harley-Davidson image. Told through photography. You’ll drool over the 1933 Matchless Silver Hawk, and you’ll want HON
the perspective of Clyde Fessler, this book to tear out the page displaying the 1956 Triumph Thunderbird and frame it. You
provides dynamic branding information Prepare to be in awe of the undeniable classic motorcycles in this collection. or a
couched in an entertaining story. Fessler #8185 $60.00 Members: $49.99 rest
describes the methods used to create Hon
the iconic image Harley-Davidson enjoys pho
today, and explores the topics of brand HOW TO TROUBLESHOOT, REPAIR this
experience, personality, extension, AND MODIFY MOTORCYCLE star
association, consistency, and welfare. ELECTRICAL SYSTEMS #77
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NORTON COMMANDO BIBLE:

ALL MODELS 1968 TO 1978
Featuring great color photos,
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appendices of facts, figures,
KAWASAKI W, H & Z contacts, technical specifications,
Kawasaki W, H & Z is the story of the air-cooled “big” Kawasaki bikes in definitive engine/frame numbers, and road
detail, researched and written in Japan with the full cooperation of the factory. test performance figures, this is
This series of models put the Kawasaki company on the map during the 1960s and the definitive Norton Commando
1970s, helping it survive a difficult era that saw hundreds of Japanese motorcycle book. Also included is the turbulent
makers reduced to just four. Successful immediately, these models defended story of the company that built it
Kawasaki’s honor on the track as well as in the showroom, handing the company and expert advice on owning and
numerous world championship victories. maintaining your own classic.
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HONDA 70 ENTHUSIAST’S GUIDE ELSPETH BEARD: LONE RIDER
This book covers the third-best-selling Lone Rider details the story of Elspeth Beard,
Honda in American Honda history, who in 1982, at the age of 23, left her
the long-running Mini Trail CT-70, family and friends in London and set off
along with the CL, SL, and XL 72-cc on a 35,000-mile solo adventure around
motorcycles manufactured from the world on her 1974 BMW R60/6. With
1969 to 1994. Beginning with a brief some savings from her pub job, a tent, a
introduction of the models that led few clothes, and some tools, all packed
to the first CL-70, then jumping into a on the bike, she was determined to prove
thorough analysis of the many models herself and to get over a recent heartbreak.
k and iterations that Honda offered Told with honesty and wit, this is the
through the years, this is the perfect extraordinary and moving story of a unique
reed book for any Honda enthusiast. and life-changing adventure.
t #8777 $32.95 Members: $25.99 #9115 $19.95 Members: $16.95
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MCQUEEN’S MACHINES: THE CARS

AND BIKES OF A HOLLYWOOD ICON MOTORCYCLE CLASSICS
McQueen’s Machines gives readers a STREET BIKES OF THE ‘70S
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Steve McQueen drove in movies, those were designed and built in the ’70s, and
he owned, and others he raced. With a Motorcycle Classics has put together another
foreword by his son, Chad McQueen, and 96-page special edition featuring articles
a wealth of details about the star’s racing that explore the decade and what it brought
career, stunt work, and car and motorcycle to the motorcycle world. The Honda CB550K,
collecting, McQueen’s Machines draws a Ducati 750 Sport, Yamaha RD400, and many
fascinating picture of one outsized man’s others are all covered in this glossy-page,
driving passion. Revised and updated full-color guide.
from its original hardcover edition. #9840 $6.99 Members: $5.99
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THE ESSENTIAL GUIDE TO
ssic
HOW TO RESTORE MOTORCYCLE MAINTENANCE
ait
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want
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on.
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Honda CX500 & CX650. Packed with to maintain them, and how to fix them when
photographs and detailed instructions, they don’t. This practical tutorial covers all
PAIR this book is your perfect guide from brands and styles of bikes making it a perfect
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on of WORKSHOP, 3RD EDITION
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. THE VINCENT IN THE BARN
for routine maintenance to a dream
3.99 The Vincent in the Barn shares 40 tales of
shop housing classic machines, this
motorcycle hunting dreams come true.
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From Ducatis in basements to Vincents
most of their available space. Packed
abandoned in sheds, Harleys in barns
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to Brit bikes moldering behind urban
Masi walks you through designing,
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building, and equipping the
motorcyclist’s fantasies. The only difference?
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They’re true.
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your own bikes or hope to open a
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To order, call toll-free 800-880-7567 (outside the United States and for customer service, call 785-274-4360)
or go to Store.MotorcycleClassics.com • Mention promo code: MMCPANZD • Sale ends: 10/23/23
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PARTING
SHOTS
The San Jose Mile was

known for its freight train
formations created by racers
drafting one another to
gain better track position.
San Jose — THE Mile

F
rom 1946 through 1953 a single race, the Springfield But it was the San Jose Mile that truly captured enthusiasts’
Mile, decided who would be crowned the AMA’s seasonal hearts. In his 1975 race report for Cycle magazine, technical
champion. Winning Springfield also determined who editor Jess Thomas referred to this stop on the AMA’s cham-
wore the coveted Number One plate the following year. pionship circuit as “The Mile.” For good reason, too. In terms
Then, in 1954, the AMA changed the National of close racing, the San Jose Mile offered excitement that was
Championship format into a season-long series of points- unmatched, even at other Mile venues.
paying races. Competition took place on dirt tracks includ- How The was the San Jose Mile? Here’s what 1970 AMA
ing Shorttrack, Half-Mile and Mile ovals, plus TT (dirt steeple Grand National Champion, the late, great Gene Romero,
chase) and Road Races on pavement. Each event paid points once said: “If you haven’t seen a San Jose Mile, you haven’t
toward the seasonal championship. seen a motorcycle race.” And Romero was a San Jose expert
The first series champion was Joe Leonard who topped the — in 1973 he won perhaps the closest race on the fabled
field with seven race wins (of 18 events) for 1954. Ironically, track, beating future AMA Grand National Champion Gary
the Springfield Mile was among his wins. Scott by “an eyelash,” as one source put it. Addendum to
Regardless of who won what and where, the racing that piece of history, the two previous years Romero had
remained as exciting as before, but it was the Mile races won on the fairground’s Half-Mile oval, while Scott scored his
in particular that offered the most thrills and chills, and for deserved San Jose Mile win in 1977.
good reason. Mile racetracks’ two long straightaways, con- Clearly, though, San Jose’s biggest draw was the racing
nected at both ends by seemingly endless sweeping left- itself. Long hard-packed straights allowed for easy drafting,
hand turns, translated to close racing, a reality that remains resulting in close racing that often developed into a freight
to this day. train of thundering Harleys, Triumphs, Yamahas, Hondas and
Among the Mile races that enthusiasts favored most was Nortons battling for 25 vicious laps. The tight racing always
DAIN GINGERELLI COLLECTION
the San Jose Mile, run at the Santa Clara Fairgrounds in San captured everybody’s attention, even that of seasoned tuners
Jose, California, from 1957 through 1993 (some years the such as Ron Wood whose Nortons were among the fastest
Mile was joined by a companion points-paying race at one on the track. Once, while viewing from his infield perch, the
of the fairground’s two smaller tracks, the Half-Mile and renowned bike builder uttered, to no one in particular, “I love
Shorttrack ovals). this kind of racing.” ‘Nuff said. — Dain Gingerelli
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MOTORCYCLE CLASSICS SEPTEMBER/OCTOBER 2023 1970 TRIUMPH TR6R • 1975 KAWASAKI S3A • 1966 HONDA CL77 • 1955 ADLER

RIDE `EM, DON’T HIDE `EM

PLUS: $6.99 • Vol. 19 No. 1 • Display Until Oct. 2

C1 News Subs.indd 1 7/12/23 11:29 AM

The first ever Motorrad Days Americas is here. Join us October

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2 MOTORCYCLE CLASSICS September/October 2023

2 TOC.indd 2 7/12/23 11:30 AM

America’s #1 MOTORCYCLE INSURER

3-C4 SO23_ADS.indd 5 7/11/23 11:49 AM

LANDON HALL, EDITOR-IN-CHIEF

The end of an era CONTRIBUTORS

W e here at Motorcycle Classics, along

ART DIRECTION AND PREPRESS

For subscription inquiries call: (800) 880-7567

In accordance with standard industry practice, we

ogdenpubs.com. You may also call 800-880-7567

4 MOTORCYCLE CLASSICS September/October 2023

4 SSU.indd 4 7/12/23 11:30 AM

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6 MOTORCYCLE CLASSICS September/October 2023

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INSPIRED BY THE CLASSIC CUSTOM LOOK, BEAUTIFULLY EXECUTED

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Special Sled: 1958-1960 Norton Nomad

8 MOTORCYCLE CLASSICS September/October 2023

MCC ON23 1.indb 8 7/11/23 10:12 AM

CONTENDERS More alternatives to the Nomad

8-9 OTR.indd 9 7/12/23 10:10 AM

THE 2023 QUAIL

10 MOTORCYCLE CLASSICS September/October 2023

MCC ON23.indb 10 7/7/23 11:33 AM

MCC ON23.indb 11 7/7/23 11:33 AM

12 MOTORCYCLE CLASSICS September/October 2023

MCC ON23.indb 12 7/7/23 11:33 AM

MCC ON23.indb 13 7/7/23 11:33 AM

MCC ON23.indb 14 7/7/23 11:33 AM

T The knights, resplendent in shining armor (they

MCC ON23.indb 15 7/7/23 11:33 AM

1970 TR6R (left) vs.

16 MOTORCYCLE CLASSICS September/October 2023

14-20 Triumph 3.indd 16 7/12/23 10:07 AM

MCC ON23.indb 17 7/7/23 11:33 AM

TR6SC’s ease of starting and designed a new, and very tall

18 MOTORCYCLE CLASSICS September/October 2023

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1970 Triumph Bonneville

The twin-carb version

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A Book No Triumph Fan Should Be Without

20 MOTORCYCLE CLASSICS September/October 2023

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BARBER VINTAGE FESTIVAL

JOIN US FOR THE 100th YEAR CELEBRATION OF BMW MOTORRAD

•Barber Vintage Motorsports Museum

BARBERMUSEUM.ORG | @BARBERMOTORPARK | 877.332.7804

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R Riding to high school aboard his brother’s 1974

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Movin’ on up In 1975, the stock colors were