Inside - vjmc-florida.org · My wife, Elizabeth, and I flew to Florida for a week March 4. I left...

Vol. 29, No. 2 April/May 2008 $5.50

Inside: • A 1972 motorcycle trip to Talladega• Father-daughter team restore a triple• Auction results from Daytona• 2008 national rally is set• Tips for selling bikes and parts on eBay

April/May 2008 www.vjmc.org 3

4 President's letterWe have a great group of volunteers. Everyone's invited to Stu's.

6 Editor's rumblingsWelcome back, Brendan, to the vintage bikes we know you love

7 News, notes and miscellanyEphemera of the day include rides, tech tips, a book review and more

15 Father-daughter team revive a tripleHow often is that free bike really free?

16 Rain, gravel, tents and racesThe story of a 1972 ride to Talladega

19 If at first you don't succeedWorking through some issues in the modification of a Suzuki T20

22 Deland bike showNice bikes and nice weather show up outside the auction

24 Wood auction resultsSo what did those Japanese lots go for?

26 Selling on eBayA few tips and tricks to navigate sales online

28 Transporting your new bike commerciallyUsing HaulBikes for your precious cargo

30 Here we come, ArkansasThe dates are set, The place is set. Where will you be Sept. 3-6?

31 ClassifiedsWhat do you need?

36 Meet the advertiserA closer look at the folks who support the club magazine

4 www.vjmc.org April/May 2008

The season has started for gatherings and shows. I am impressed with all the support we get from

our club members as we strive to progress, build the club and spread the word. What a great group of peo-ple we have in our club

My wife, Elizabeth, and I flew to Florida for a week March 4. I left her at Clearwater’s beach, while I took a ride from Tampa to Deland and back with the ever-so-gracious Bill Granade (VJMC member-ship director), who had a Kawasaki CS650 for me to ride.

The weather was ideal, mostly sunny and 75 de-grees. Bill and I arrived in Deland late morning. The show was already going strong and there were a lot of people coming to see the bikes all day long.

I would like to thank, in particular, Doug Bottalico for setting up our table inside the auc-tion for signing up new members—and for manning the table for two days. I also would like to thank Paul Enz, Paul Franchina and Troyce Walls for putting on a great show. (Troyce has some of the most unusual pieces I have ever seen, and he drags them all over the place to show them.)

As usual, we ran into many members who have become our friends, including Steve Sear-les from Michigan, Warren Mayes from North Carolina and the elusive Paul from Pennsylva-nia.

We stayed for a few hours to socialize and scope out the bikes in the auction before head-ing back to Tampa. It was a long and fun-filled day.

Next stop was Bradenton, Fla. We met up with Illinois/Florida member George Bingley at Norm Smith’s home to see his collection of Hondas, hot rods, 7,000 (and counting) transis-tor radios, vintage broadcasting microphones, flashlights, batteries and more. Holy transistor, Batman!

Norm is quite the guy. He is the probably the most knowledgeable transistor radio histo-rian in the world. And he had quite the collection of Hondas, and parts of Hondas. Oh, and he had a Kawie, too. …

Which brings me to my point. What a great group of people we have in our club!Anywhere you travel, you can find members who are more than glad to invite you over to

gawk and yak about bikes and parts. And some are even gracious enough to offer a place to stay.

I do the same. As a mater of fact, I have an open invitation for anyone coming to my neck of the woods in Massachusetts to visit or spend the night or a few days in my garage apart-ment.

I am excited about this year’s events, and hope many of you can support VJMC happen-ings whether close to home or farther away. I will be at several shows, and my show travel will culminate with our first trip to the Big One: Barber’s in Birmingham, Ala.

So, happy riding to all of you and I hope to meet as many of you as possible in the upcom-ing year. What makes the club great is the support of its members, and I thank you for that!

— Stuart Covington

Hoping to see you soon VJMC magazineApril/May 2008Vol. 29, No. 2

PresidentStuart Covington

[email protected]

EditorBrendan Dooley

[email protected]

Classified adsGary Gadd

[email protected]

Display adsBob Billa

[email protected]

MembershipBill Granade

[email protected]

Mission statement:The purpose of this orga-nization is to promote the preservation, restoration and enjoyment of vintage Japa-nese motorcycles (defined as those 20 years old and older, until 2011. We will embrace 1990, 1989 and 1988 un-til then). The VJMC also will promote the sport of motor-cycling and camaraderie of motorcyclists everywhere.

© 2008, Vintage Japanese Mo-torcycle Club of North America. All rights reserved. No part of this document may be reproduced or transmitted in any form without permission.

The views and opinions ex-pressed in letters or other con-tent are those of the author and do not necessarily represent VJMC policy. The VJMC accepts no liability for any loss, damage or claims occuring as a result of advice given in this publication or for claims made by advertis-ers of products or services in this publication.

From the president

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editor's rumblings

I'm back, baby. Not that I ever left, really. For those of you who don't know me (even I know I'm not world-famous),

I entered the vintage bike scene as the founding editor of the Vintage Motorcycle Price Guide, which later became Vin-tage Motorcycles, and is now, alas, no more.

While I left VM before its final death throes, I do still la-ment its passing. But after a year away from being as heavily involved in vintage motorcycling as I was, I am extremely pleased to take over the helm of the VJMC's bi-monthly magazine (which I think deserves an official name; send me you ideas at [email protected]. Let's see what we can come up with).

As for my garage, as I expect some of you will care about more than my actual journalism experience, I currently have a 1978 Yamaha XS650 Special for a regular rider, and an ongoing Hodaka Road Toad restoration project. Some may remember my affinity for scramblers, but the 1973 Honda CL350 and CL450 have moved on. My 1979 CB750SS has alsofound a new home. Actually, I expect it may have found several new homes.

My plans for the garage, beyond the Road Toad, are to have a little fun with the XS650 and add a bike or two. With

the XS650, I've been thinking a slight cafe treatment with bars, seat and tank. If anyone has any tips or suggestions, I'm all ears; I'll be sharing any progress there with the club in these pages. Bikes that are top on my list to add include a Honda GB500 and a two-stroke yet to be determined.

I hope you like what you find here in my first magazine as editor. It will be continually evolving product to reflect changes in the club membership and changing times, so always feel free to send in your suggestions, thoughts and comments.

And, as always, please share your stories and pictures with the rest of the club here. Without you, there wouldn't be a magazine, or even much of a club.

— Brendan Dooley

P.S. I'd like to offer my appreciation and thanks as a VJMC club member and vintage Japanese motorcycle en-thusiast to Nadine Messier and Jason Roberts who were the production team behind the magazine for several years. They deserve credit for bringing what was a newsletter into the modern magazine age.

Return of the prodigal editor to vintage bikes


letters, news and miscellany

Mighty minis gain recognition

Here are my Hondas, just after I re-turned from the AMCA’s Chesapeake Chapter Fall meet at White Rose MC in Jefferson, Pa. My 1968 Honda Z50 K0 Slant Guard was awarded 99 out of a pos-sible 100 points in the Restored Class. It received a Junior First Award. It will now move on to the Senior Class.

I also entered my 1970 Honda Z50 K2 which scored 99 out of 100 in the Original Class. This bike also received a Junior First Award and will now move on to Senior Class.

I restored the 1968 Z50 about four years ago. It is No. 100992 of the first 1,000 Z50s built. It still has its original Nitto tires and tubes! Original seat top, grips, levers, tank badges, and +1" handlebars (unique to first 1,000 KOs).

The 1970 I have owned for seven years and just “freshened it up” after finding this very nice Z50 at a swap meet. This bike also has its original Nitto tires and tubes, pebble grain seat, cables, paint, etc.

—Michael Maciejko

Let's look to help out the little guy first

I wanted to contribute another per-spective to the eBay article from February/March 08.

Although eBay is really nice for find-ing that elusive part we all need when do-ing a restoration, there’s a downside as well. We’ve created a huge market for folks who disassemble our lovely vintage bikes for parts. Just do a simple search on eBay and you’ll find countless sets of parts from unusual bikes—being sold piece by piece. Shipping is easier (not to mention the in-flated shipping charge issue), and overall profit is greater.

I’m all for free markets, but one must consider the market, and therefore the in-centive, we’ve created for bike disassem-blers. How many of these vintage bikes just had a bad ignition coil or clogged carb? I’d wager quite a few … and this global mar-ket has much greater demand than the local junker does.

When I bid, I try to avoid these mass sellers of parts, and go for the guy who’s got the single part, or maybe a less-than-perfect old-stock piece—even if it’s a few bucks more.

Better yet, call up a VJMC advertiser! Seems like the right thing to do if we really care about preserving history.

—Ryan Brooks

Thanks for sharing your opinion on the globalization of the hobby. You make a ter-rific point about supporting this magazine’s advertisers. Members who want to see this club, and its magazine, continue to thrive should always be sure to try the advertisers here first when looking for help. —Ed.

Event: Annual show in Hatley, Wis., May 2-3

Riding season is just around the cor-ner; in Wisconsin that leads to the May 2-3 swap meet in Hatley.

VJMC of Wisconsin will have a booth at the 21st annual swap meet for Japanese, European and British Cycles at S-K Ser-vice (in Northcentral Wisconsin, just east of Wausau on Highway 29).

This is one of the oldest running and largest swap meets of its kind in the area. There is a cycle auction on May 3 at 12:30. Many Japanese machines go through this auction, so it is a buying opportunity. This is also an opportunity to meet VJMC Wis-consin reps John and Tammy Patterson.

Event: Georgia chapter show and swap, May 17

The VJMC-Georgia Chapter’s 6th an-nual charity bike show, swap meet, and sales corral is set for May 17, rain or shine, at WOW Motorcycles in Marietta, Ga. Fundraising from the event will go to the CURE Childhood Cancer organization.

More than 20 trophies will be award-ed, and the WOW dealership provides free hot dogs and sodas all day long. The WOW dealership also provides door prizes and gift bag raffles on the hour for charity tick-ets holders.

Contact Tom Kolenko, Georgia VJMC rep, at 770-423-6079 or tkolenko@ ksumail.kennesaw.edu for more informa-tion.

Hey, thanks for all your hard work for the club

VJMC would like to acknowledge all the hard work and dedication of the fol-lowing 25 club members. Each signed up at least four new members in 2007 (and will receive free one-year renewals to the club).

They are: Rodney Langford, Bill Sil-ver, Chris Lewis, David Richter, Gary Rho-des, Jack Delaney, Kent Myers, Tim Mc-Dowell, Troyce Walls, Ellis Holman, Hal Johnson, Paul Bogatko, Bill Granade, Ken Carlson, Tom Kolenko, Andy Nichols, Pete Boody, Steve Searles, Stuart Covington,


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If you know one of these members, please congratulate them. If you were signed up by one of these members, what did it feel like being in the presence of greatness? —Ed.

University study seeks your input on overall motorcycling culture

Just a note to inform members of a unique studies program at Nova South-eastern University in Fort Lauderdale, Florida. The first of it’s kind that I’m aware of consisting of an international board of members that select submitted essays and papers and publish them three time a year on their website. The material covers a wide range of subjects concerning motor-cycling from historical, cultural, and socio-economic perspectives. These are concise and detailed papers based on real research with care taken to qualify the veracity of the material with footnotes and references

to works cited.Submissions are invited from all mem-

bers of the motorcycling community. For more details, check out http://ijms.nova.edu/IJMS_About.html.

—Joel Greene

Thanks for the tip, Joel. For anyone interested in supplying a paper to the study, I could be talked into editing a submission or two. —Ed.

Tech tip: Battery acid catcher from film can

Everyone knows battery acid can dam-age paint and chrome, and make a nice bike look really bad. I came up with a simple, cheap and convenient way to catch it.

Take a 35mm film container and punch two small holes in the lid. Put the line from the battery in one hole and a small ziptie around to hold the line in the cap. Now snap the bottom on the cap—Presto, a bat-tery acid trap. I have had one of these on a GS700E for more than 15 years and it works like a champ.

—Frank Patterson

Event: Carolina Classic Motorcycle Show, May 17

On May 17 at the North Carolina Mu-seum of Transportation, the Second Annual Carolina Classic Motorcycle Show, rain or shine, will be held at the North Caro-lina Museum of Transportation in Spencer, N.C., from 9 a.m. to 5 p.m.

The show is open to all motorcycles from around the world from 1900 to 1988. Classes include Japanese, Custom, Compe-tition and Retro. Bikes don’t have to be per-fect, and there are People’s choice awards. Everyone participates!

For more information, call 336-924-8728 or e-mail [email protected].

Event: Florence, Mass., picnic and show, May 18

Join us for a burger and bike show with the Look Park Picnic in Florence, Mass., on May 18 at 10 a.m. Bring your trailer full of bikes or ride there, for a day of camara-derie and talking about parts and more. It

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is another Mass. Field Rep Jack Delaney event sure to please and amuse. Come join the fun.

For more information, check out http://www.lookpark.org/, or call 413-586-4324.

Event: Fifth annual Lake Erie Loop, June 6-8

The Lake Erie Loop is a 650-mile tiddler endurance challenge around Lake Erie with proceeds benefiting Aluminum Cans for Burned Children. There are three classes with rules for vintage bikes: Class I, 100cc or less; Class II, 101cc-160cc; and Class III, 161cc-225cc.

The ride starts/finishes at Clare-Mar Lakes campground in Wellington, Ohio. There is a cookout, meet-and-greet, and tech check-in on June 6. Riders head out Saturday at 6 a.m. (in either direction) around Lake Erie, and return anywhere from 10 to 24 hours later. On Sunday, tro-phies and awards are handed out at a pan-cake breakfast.

There is no designated chase vehicle. You must provide you own support or go it alone (which serveral people do). This ride takes you through, four states, one province and two countries.

For more information go to http://www.lakeerieloop.com.

Event: Rhinebeck, N.Y., meet June 13-15

We need all the VJMC members we can get to support this event. We were invited by the AMCA to set up a booth, show bikes and have fun at the Rhinebeck Grand National Super Meet, June 13-15. The meet will feature a massive two-day show of the Motorcycle Time Line (Old-est to 1972)—now a renowned event af-

ter its premier in 2007.There will be hundreds of antique mo-

torcycle parts vendors, motorcycles and collectibles for sale, so you will be sure to find something that you are looking for.

What makes this event unique is the collaboration with other clubs outside of the AMCA to include the Antique Machin-ery and Tractor Show, run by the Century Museum and Collectors Association, and the Mid Hudson Chapter of the Antique Truck Club of America’s Antique Truck Show, both running simultaneously with the meet. This year will feature motorcycle stunt and thrill shows as well.

For more details on the meet, go to http://rhinebecknationalmeet.com. To vol-unteer at the VJMC booth, contact Stuart Covington at [email protected] or 978-582-3335. And be advised to get your travel accommodations booked early.

Event: Rockies High Country Ride, July 13

The Vintage Japanese Rocky Moun-tain motorcycle club, in partnership with the VJMC, presents the 3rd Annual Mt. Evans High Country Ride, July 13 in Co-nifer, Colo. We will ride from Conifer to the top of Mt. Evans via the highest paved road in North America (14,264 feet), by scenic, and sometimes formidable, moun-tain roads. This a super event for anyone interested in a vintage riding adventure in the Rocky Mountains.

This year’s event will be open to all bikes and scooters, preferably old Japanese models. From an S90 to a CBX, you never know what may show up to take on the un-relenting (uphill) Colorado high country. Consider altitude vs. displacement.

Bikes must be street legal. Be prepared for changing weather conditions, from sunny days to passing rain/snow squalls. Sunny is typical, but high altitudes are always cool. For those of you that would like to try and conquer the mountain with

a small bore motorcycle, you might want to provide your own chase vehicle … and oxygen.

Meet at the Motorhead Ranch, in Co-nifer, for a pre-ride meeting. We will ride to a meeting/breakfast/brunch in Bergen Park. We will ride from Bergen Park up Squaw Pass. After a break at Echo Lake Lodge, you will have the option to continue up the mountain or head down to Bergen Park and back to the Ranch. We will have a chase truck available to carry gear (and busted bikes, if needed).

The $20 entry fee includes overnight camping/parking (no hook ups or fires), chase truck, maps, munchies and sponsor give-a-ways. For registration, camping info or more details, contact Colorado Spor-trides (aka Motorhead Ranch), P.O. Box 633, Conifer, CO 80433; or call 303-475-1505.

Event: 4th BBQ bash in Lunenberg, Mass., Aug. 17

On Aug. 17 in Lunenburg, Mass., don’t miss the presidential happenings with Stu-art and Elizabeth Covington’s 4th annual BBQ bash (rain or shine), with barbecued ribs, chicken and more, from “11 a.m. until y’all go home!”

Promised on display will be the VJMC president’s vintage Honda collection, from an NOS C100 to a KO GL1000, and more than 35 bikes total; the new and improved American Flyer train room; Ed “Big Dad-dy” Roth shrine for Rat Finks; and Pow-erhouse recording studio featuring loads of vintage and modern musical and recording gear. Elvis has entered the building!

Dogs are welcome, too.Please RSVP by Aug. 15. For more

info, contact Stuart Covington at [email protected] or 978-582-3335.

Event: Rice-o-rama swap meet Sept. 7

On Sept. 7, don’t miss the Webster, Mass., Rice-o-rama swap meet at its new, huge venue. The show bikes will be shel-tered from any rain that may try to ruin the good time. Speaking of the show bikes, the trophies are bigger and better, and there’s more trophy classes. There will be plenty of motorcycle parking right up by the bike

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show so you can wander around checking them out, or you can just keep an eye on your baby.

New for this year are … Field Events! Enter the slow race, egg race, piston toss, and show your stuff!

Mike and Mike who run this event have both signed up to the VJMC, and we are working in tandem to help this event grow.

Volunteers are needed to help with the VJMC booth. And, this event has the Presi-dent’s seal of approval!

For more info, go to http://www. rice-o-rama.com/, or contact Mike Hayes at [email protected].

Book review: Standard Catalog of Japanese Motorcycles: 1959-2007

Several months ago, I read that a new book covering vintage Japanese motorcycles was soon to be released by Krause Publications. What made it more interesting to me was that the au-thor and main photographer was to be Doug Mitchel, a professional photogra-pher who I’d met previously at the 2006 AMA Concours d’Elegance in Picker-ington, Ohio.

Mitchel is a well known author and photographer on the transportation side. He’d previously authored books cover-ing everything from John Deere, to Har-ley, choppers and Honda; Mitchel also is known for his affinity for Japanese bikes and was a contributing writer to Vintage Motorcycles. He has published books filled with remarkable photographs.

This 400-page, full-color book covers the four major Japanese build-ers from their arrivals in the U.S. until 2007. It takes us down the path from the tiny, underpowered models of the 1950s and ’60s to today’s amazing sport bikes

and cruisers. The pages are setup so the reader can pick a marque and year, then read about the changes that occurred in that period.

A listing of the annual models is also included for quick reference.

Graphics are a combination of original photography, original advertis-ing and manufacturer brochure art; all help illustrate the machines and provide a nice visual guideline for many of the cycles described. Not every machine is shown or discussed, but major revisions are covered.

For those VJMC members whose focus in on vintage Japanese dirt bikes, this new book sticks to street-legal mod-els only, but provides a wealth of infor-mation for the fan and collector of vin-tage Japanese cycles.

The “Standard Catalog of Japanese Motorcycles: 1959-2007” is available at bookstores, online or by calling 888-4-KRAUSE.

—Roger Smith

This book was a huge undertaking for the author and the publisher, and is by no means complete in its first edition, as Mitchel mentions in his opening ac-knowledgments. He seeks feedback from experts and enthusiasts alike to include in future updates of the book. I’d like to see Bridgestone and Hodaka, at least, covered in the next edition. I’d also like to see the price guide dropped, as vin-tage Japanese bike prices are far outpac-ing any pricing guides that can be put in print, particularly in an effort with this kind of shelf life. —Ed.

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If you enjoyed this issue of the VJMC® magazine, why not pass on the legacy to a friend. It is easier than ever to join our great organi-zation. Simply log online at www.vjmc.org and click the "Join the VJMC" button. Our dues are $30 per year and our event schedule is growing monthly for the benefit of members.

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

New Member Name: ___________________________________________

Date: ___________ Address: ____________________________________

City:_____________________ State: _____ Zip: _______

Preferred Brands: _____________________________________________________________________________________________________________________________________________________________________

Phone Number: ( ____ ) ____ ________

Email: ___________________________

Referred By: ___________________________________

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


Interested in Old Motorcycles?Join the Antique Motorcycle Club of America! The largest organization in the country devoted to antique motorcycles. Membership includes an 88 page full-color quarterly magazine loaded with feature articles, restoration tips and a free Want Ad section.Sign me up!Name ______________________________________Address _____________________________________City _______________________ State ___ Zip ______Dues: U.S. Residents ..........$30.00 Canada ............. $34.00Mail to: Antique Motorcycle Club of America Inc. P.O. Box 400 VJ, Mound, MN 55364 - 0400 Or join online: www.antiquemotorcycle.org

To participate in club events and place want ads bikes must be 35 years old.

Join the Club!

Event: Larz Anderson Japanese Car & Motorcycle Day, Sept. 21

Help the VJMC by bring-ing your bike(s) for the 2nd an-nual Larz Andersen Japanese event in Brookline, Mass., Sept. 21. VJMC will need volunteers to judge, and man the booth as well.

To help the VJMC at the event, contact Stuart Covington at [email protected] or 978-582-3335. For more details on

the event, go to www.larzanderson.org/.

Do you have something you'd like to share with the rest of the group?

Do you have news, notes, event listings, event coverage or just some steam you need to blow off regarding the club and Japanese motorcycles? Have something to say about something that was in the magazine? Forward what you have, and don't forget high-res pictures, to the VJMC magazine at [email protected].


By Gary Renna

This was a father-daughter project with my 11-year-old daughter, Alison. A

friend of mine owns a local Yamaha dealer-ship and called me one day after someone tried to sell him two 30-year-old XS650s. He took down the information and called me to see if I was interested in parts bikes for my 1978 XS650 tracker.

I went to see the seller and found an old, rundown house and a frail older man inside. After speaking with him, I found out he was an ex-racer of mostly street bikes and he was down on his luck.

He had two very rusted Yamaha XS650s to sell. I only wanted one, and of that one I only needed the motor for a 750cc barrel kit for my XS650 tracker. To help out this old racer, I gave him more than what he was asking—for both bikes.

“I got a triple if you want it,” he said, as I was loading the bikes on the truck.

Well, I said “Sure!”The 400cc triples are not known for

the same legendary records that the 500cc and 750cc bikes are. However, the 400 had a rubber-mounted engine that makes it very smooth—especially compared to the 500 or 750. The 400 was also the best handler of the lot. The 400 is a smooth, great handler and I love the exhaust note. The S-3 stock pipes really sound great. The later model S400 model was trasformed to the KH model. Kawasaki changed the air box, ex-haust and jets and actually detuned the bike of the “S” series with lower horsepower .

If someone ever gives you a free bike, most of you know it’s not free. I just wanted to get it running and slowly bring it back.

After scrubbing the bike down for two days, I realized this bike was too far gone for me to fix a couple of things to get it run-ning. I made a couple of calls to buddies and they turned me on to kawasakitriple-worldwide.com. There I found a pretty good bunch of guys willing to share info and, most importantly, parts.

I got bit by a big triple bug and started my project, a frame-up restoration. I wanted my daughter to help in the project (I'm hop-ing one day she rides this bike and keeps it long after I'm gone).

The bike was rusting in a shed since 1986, but it had compression and the motor was not seized.

Ali and I went to work pulling off every rusted rodent-encrusted part. Three piles were made of body parts: painted, chrome replanting and parts to be polished. While those piles were out being painted and re-plated, we got to work on the motor.

The bike showed 6,000 miles on the speedo, so I decided to leave the bottom end alone. I was counting on the dark, sealed oiled cases to retain the seals. Someone had changed the oil before it was stored—it was crystal clear. When I had the clutch side case off the inside looked new.

We pulled off the cylinders, but two were rusted to the studs pretty badly and needed a few hours to be pried off. I found a very carboned top end, complete with blocked scavenger ports. Kawasaki only makes .020 rings for the bike, so I bought a new set and ground down each ring to fit perfectly, leaving less than 5,000ths ring-end gap. That was a trick I learned 30 years ago from an ex-racer at a repair shop. He had done that back in the day to gain a tighter ring tolerance. (Thank you Bub from Bub's cycles.) The top end rebuild went fine.

We found some cut wires in the wire harness so we soldered and heat shrinked those spots.

We rebuilt the gauges; they were kind of frozen up with grease.

We rebuilt the master cylinder and front disc’s caliper.

We installed all new tune-up parts. My daughter moved on to the alumi-

num parts and began to polish them like new. Anyone who owns a vintage bike should own a wire wheel and polisher wheel. I picked one up from Sears cheap. You would not imagine how well parts come out when you wire wheel them than polish, wow! I chose to send the side cases and forks out to a pro to do, but Ali did all the smaller bits.

Assembly was a snap, I used to do all of this myself (though this was my first ground-up restoration). I'm glad Ali was around, I'm not sure I could have done ev-erything alone—I could have never got the engine mounted by myself.

It was a blast working with my daugh-ter. Time does go way to fast, especially with your kids. Thanks Ali, this bike came out the way it did becuase of your hard work and new skills.

Father-daughter team revive triple


By Dick Grover

The year was 1972. The place was our hometown, Daytona Beach, Fla. The

plan was to take our first real motorcycle trip.

My friend and college roommate, Ron Graham, was an engineering graduate stu-dent who had grown up around a machine shop. He rode a mildly modified Kawasaki Mach III. I was completing my degree in psychology, going to school on the G.I. Bill after four years in the U.S. Air Force, and almost broke. My pride and joy was my 1970 Honda CB750K0.

The year before, Ron and I had rented a U-Haul trailer and towed our bikes to the Talladega motorcycle races behind his slant-6 Dodge Dart. This year we were go-ing on our first long distance ride, first to Talladega and then to spend a few days rid-ing through the Smoky Mountains. I had enough money to either pay for the insur-ance on my motorcycle and car (1962 Ford Falcon) or pay for the trip. Fortunately, I had a really scraggly beard at the time, and my mother offered to pay for my insurance if I’d shave my beard. I immediately ac-cepted, and Ron and I began our prepara-tions!

Ron, being Ron, fired up his torch, and made himself a really nice luggage rack with a frame to hold a backpack. He made me a luggage rack too, but without the frame (I couldn’t afford a backpack any-way). I carried my stuff in two duffle bag-like things. On the plus side for me, I had a handlebar-mounted fairing; Ron made due with just a face shield.

The ride up was uneventful, except for the almost constant rain (Did you know that the Mach III’s spark plug wires would glow in the dark when they were wet? Its true. Ron says it was due to the 30,000 volts gen-erated by the Capacitive Discharge Ignition, the first electronic ignition on a production motorcycle.) On the way, we stopped off in Jasper, Ala., to visit an old motorcycling buddy of mine from the Air Force, Jimmy Fikes. Jimmy was a blacksmith and had recently been commissioned to make a set of gates for Duke University. After a pleas-ant visit and a night sleeping in the loft of

J i m m y ’ s barn/forge, Ron and I headed for the track.

In late A u g u s t 1972, the Talladega Speedway was in the middle of nowhere (some believe it still is!). No hotels, no fast food—just a lot of grassy parking. Ron and I set up our $13 pup tents, parked our bikes between them and settled in for the night. Ron made a late-night trip to the “outdoor restroom” only to discover, in a rather embarrassing way, that his pri-vacy bushes were stinging nettles! Better Ron than me.

Did I mention that Ron was a former Ea-gle Scout? He assured me that he had every-thing we needed for cooking: a really cool set of pots and pans that all fit together in a really nice kit, and a small kerosene burner. I’m sure he did too. The only problem was they were still in Day-tona. He did, however, have one of those Pops-Rite Popcorn alu-minum frying pans with the foil tops that

expanded as it popped. We bought Sterno, and the remainder of the trip, we did all our cooking in that one pan.

We spent Friday and Saturday night camped outside the track with several hun-dred other hardy bikers, riding into the in-field to watch two days of racing. Things were a little less well managed in those days, and we had a great time drag racing (I raced another CB750 three times and lost every time. He cheated!), and slipping un-der the fence into the garage areas to hob-knob with our favorite riders (Gary Nixon and Yvonne DuHamel, to name two).

The second evening, we met a young fellow, fresh out of the Navy, who turned out to have served with Jody Nicholas. He told some great stories, and when we told him of our ability to sneak into the garage area, he asked us to say “Hi” to Jody for him. We promised we would. (Little did we know how useful that chance meeting would prove.)

The next day was Sunday, the big race. We packed up our bikes, planning to leave the track immediately after the race to drive to Cade’s Cove near Gatlinburg, Tenn., that afternoon. We parked along an infield fence and had a great time watching the race.

When the race was over, we were ready to go, or so we thought. I put on my gear, started my engine, and pushed the bike off the center stand. Damn, it was hard to push the 750 back from the fence—must have been the combination of the grass and the load on the luggage rack. No, wait, a

flat rear tire! I couldn’t believe it. I must have picked up a nail on my way into the track in the morning. Engine off, gear off, bike back on the center stand, a quick spin of the rear wheel, and there it was, a lovely, brand new nail. I was worried—no spare tube and we were in the middle of nowhere on a Sunday afternoon. We had no idea of where the

nearest motorcycle shop was, and Monday was Labor Day.

Memories of a CB750K0, Mach III and a 1972 trip to Talladega

Rainy days and gravel roads

Me, Jimmy and his wife (above) at Jimmy's place (below).


Did I mention that Ron was a former Eagle Scout (Always be prepared). He had packed a pair of tire irons with his tools, and had a supply of hot patches stored in-side his headlight shell. He even had one of those neat tire inflators that replaced a spark plug and used the cylinder as a compressor. Bless you Ron—I even forgave him for the “popcorn pan” disaster for two days (and counting). In a few short minutes the wheel was off, the tube was out of the tire, and Ron was ready to apply the hot patch.

For the uninitiated, a hot patch is a tire

patch with a little metal container on the top full of some type of solid, combustible material. The drill was to put the patch over the hole, light the patch and, just like that, the heat sealed the patch to the tube. Did I mention the rain we rode in on the way up? Oops, the patch was wet and wouldn’t light.

“No problem,” said Ron. He drained a

little gas from his tank, applied the gas to the patch and struck a match. Now, instead of having a nail-size hole in the tube, we had a melted hole about the size of a 50-cent piece.

What now? Think. Worry. Think. Wait a minute … Navy friend … Jody Nicholas. I borrowed Ron’s bike and zoomed around to the garage area. Lots of people were around, and I couldn’t slip under the fence without being noticed. I went to the gate and talked my way past the guard and made direct for the Suzuki garage where I found Jody bench racing with leathers half off.

Screwing up my courage, I worked my way to the front of the group surrounding Jody, intro-duced my-self, gave g r e e t i n g s from Jody’s friend and e x p l a i n e d our dilem-ma. Jody walked me over to a support truck and, with a combination of hand gestures and the occasional word, communicated

to the Japanese mechanics that he needed a tire tube. The tube was delivered to Jody, he passed the tube to me and I thanked him profusely. Then, turning to the mechanics, I bowed, muttering the few Japanese pleasantries I still remembered from my time on Okinawa.

A short time later, we were on the road to Cade’s Cove riding on a genuine rac-ing inner tube. The CB felt faster. We arrived in the late evening, checked into the campground, found our spot and got our tents set up in the lush, soft grass just as it was starting to rain.

A few minutes later, the helpful park ranger came by to let us know that we weren’t allowed to set the tents up in the lush, soft grass. They had to be set up in the gravel parking space put there for trailers. Grumblingly, we moved the tents.

Did I mention that in addition to our $13 tents I had purchased a $3 air mat-tress? Ron, being an ex-Eagle Scout, had a much heavier canvas-coated air mattress.

I figured all I had to do was be care-ful and the cheap mattress would work fine. Wrong. The darn thing began leaking the first time I used it. It began as a slow leak. I only had to blow it up two or three times during the night. But by the time we got to the gravel in Cade’s Cove, the leak had grown to im-pressive proportions, emptying the air mat-tress in about 10 minutes.

Trying to sleep in the rain, that night (and for several nights to come), I came to fully understand the disadvantages of cheap camping gear. Lessons learned:

1. Just because the material of a tent is waterproof, does not mean that the seams are waterproof. Eagle Scout Ron, of course, had sealed all his seams. I wonder why he didn’t mention this to me before we started?

2. Waterproof tents do not breathe, and if you don’t want condensation drip-ping down the tent walls all night, you need to learn how to sleep without breathing too. (A skill that I still haven’t mastered.)

3. No matter what you put under yourself, if your air mattress won’t hold air, you won’t be comfortable sleeping on gravel.

4. The combination of a hard rain, l e a k y s e a m s , d r i p p i n g condensa-tion and no air mattress to keep you float-ing above the flood means that everything

you are sleeping in or on will be soaking wet the next morning.

5. Nothing beats laying on your back in a small cheap pup tent, in a puddle of water, trying to struggle into wet clothes (I decided that morning that this would never happen to me again—after this trip and as soon as I got some money, of course) .

Ron actually faired only slightly better, but being young and tough we soldiered on, riding into Gatlinburg and having the best breakfast we ever had at the Burning Bush Restaurant (highly recommended). We

The Talladega garage and Gary Nixon's ride.


spent the day riding around the area in our totally inadequate rain suits and returned to the pleasures of Cade’s Cove for our sec-ond evening of trying to sleep on the gravel in the rain and cold.

The next day we broke camp, (still raining) and rode Highway 441 through the Smoky Mountain National Park, head-ing south over the mountains to Cherokee, S.C., figuring (wrongly) that it wouldn’t be raining there. With water spots on both sides of my glasses, face shield and wind-shield, and with everything fogging up, we followed a gravel truck over that lovely mountain road, with the gravel truck spew-ing gravel at every curve. (And this is sup-posed to be fun?) For entertainment, we cut off our engines and coasted down the mountain for mile after mile.

After what seemed like 500 miles, we finally arrived in Cherokee and immedi-

ately be-gan look-ing for a laundry to dry some c l o t h e s and our s l e e p -ing bags (I have no idea why we

bothered … it was still raining). We spent the rest of the day in Cherokee, looking in stores and enjoying being dry for the time being. That evening, we checked into a lovely campground with a beautiful creek running right next to our campsite. Since it was still raining, and our tents were soak-ing wet, we didn’t even bother to set them up. Instead, we spread our plastic ground cloths over some picnic tables and got what sleep we could under the tables. They were

actually roomier than our tents! The next day it was still raining (why

was I surprised?) and we started for home. We got as far as Brunswick, Ga., and at our last gas stop I suggested we start looking for a campground.

“To hell with it,” Ron said. “I don’t care what it costs, we’re sleeping indoors tonight.”

We spent our last night on the road in a Holiday Inn where I learned another im-portant lesson: it’s not a good idea to dry your wet leather boots on top of a heater. After trying unsuccessfully to get my feet into the boots that were fully dry, shrunken, and curled at the toes, I trashed the boots, and rode the rest of the trip in my loafers. We loaded our bikes, under overcast skies, and hit the road.

I suppose I should say a few words about the bikes. Both bikes ran perfectly. (I wonder what the trip would have been like on a 1970s British or American bike?) On the other hand, the Japanese had not yet mastered the art of long-distance seats. Ron’s approach was to sit in one position without moving until his butt got numb. I, on the other hand, alternated between the rider’s and passenger’s pegs, and peri-odically added or removed a layer of foam padding on the seat. It didn’t help much.

We took I-95 through Jacksonville, Fla., and at the first toll bridge stopped to fish through our layers of clothing for change to feed the machine. Knowing that the second toll bridge was closeby, I clev-erly palmed the necessary change. Ron was out of change, and when we got to the sec-ond bridge, we decided that two motorcy-cles equaled one car and I deposited one toll for both bikes. Bad plan. A toll gate opera-tor from the next lane spotted us and raced over before we could get moving. After considerable yelling and fussing and dig-ging for wallets we finally scraped up with the money needed, much to the relief of the

cars lined up behind us and in the line the booth operator had abandoned. To a chorus of honking horns and shouted curses, we quickly drove off and disappeared into the rush-hour traffic.

As we pulled into my backyard, my dad came out and took a picture of us, the intrepid travelers with our faithful steeds. If you look carefully at the picture, you can see a puddle of water rest-ing on top of the piece of foam I used to cushion my tired, sore, soaking wet butt.

A few days later the sun fi-nally came out, and I cleaned my bike. I was so pleased with the result I drove the bike to the front yard for a picture. My neighbor across the street was cutting his lawn and came over insisting that I sit on the bike while he took a picture of us both. You can see not only a clean-shaven me and a clean bike, but my neighbor's lawn mower in the picture.

Epilogue: Ron, being the sensible for-mer Eagle Scout he is, never took another long trip on a motorcycle. Today, Ron is a nuclear engineer living in Oregon. He still owns the Mach III (with a short in the wir-ing harness he still hasn’t fixed).

I, ever the slow learner, have taken many more long rides, sometimes with friends, often alone, but with a four-person tent with a 6-ft. center height and a rain fly, and the best air mattress I could find.

Still remember your first long motorcy-cle trip? Still fond of your first bike? Send in your memories to the editor for inclusion in the VJMC magazine. If you still have old Polaroids or snapshots of the bikes and the trips, feel free to send them along for an even better story-telling experience. If you email the pics, be sure to scan them in at 300-dpi for best reproduction. If you don’t have a scanner, contact the editor to mail them in directly. I will scan them and return them. —Ed.


This is part two, the first installment ran in the Dec/Jan 2008 issue —Ed.

By Mark Booth

The next step in my Suzuki T20’s res-toration was the seat—a project in itself. I went to the experts at Sargent Cycle, www.sargentcycle.com, and they took good care of me. I told them what I wanted and they advised me what would work. Their advice was right on the mark, so I sent them the pan and a drawing with measurements of what I was looking for and they did the rest.

When the seat came back, I wasn't completely happy with the outcome, but a quick call to Sargent and they told me to send it back and they would try again. The final result was perfect!

Engine workFinally it was time to do the engine. As

this was going to be the heart of the project, the person who would do the job had to be someone I could trust. I searched the web to find a mechanic and I tried a number of people (including one person who held on to the cylinders and pistons for a year with-out doing anything). I finally came across Richards Engine Development, www.sa-coriver.net/red, the solution to my engine dilemma.

Richards is a very busy man and is usually booked a year in advance. During that time, I spoke with him numerous times and he developed a plan that would work for me. His expertise is two-stroke engine de-velopment, and he takes the time to talk with you and help you decide what will work best. The modifica-tions he performed were nothing short of spectacular from the customized cylinder heads to the incredible porting job.

While the bike was in his shop, a set of chambers were custom fitted according to his design. He demanded measurements and all of the old and new parts to do the job right. He was even able to salvage the damaged cylinder and head. The end result was a top end way beyond my expecta-tions.

The final heads are beautiful. Richards did not like the stock offset spark plugs, so he filled them in and re-bored them in the center of the heads. When this was done, he welded the combustion ar-eas so that he could cut the domes and squish areas to fit the 1985 Honda CR125 pistons that he installed. Both heads were matched for size and volume to bet-ter balance the en-gine; now they're

as up-to-date as they can be in a 40-year-old bike.

For the cylinders, Richards pushed out the liners and cut an extra boost port into the aluminum cylinder castings and through the liners just above the intake port. The rest of the ports were opened up to his specifica-tions. He did not like the way the exhaust was attached to the cylinders, so a new set of mounting flanges were made. He was even able to save the messed-up cylinder by boring to an appropriate oversize. After all of the transfer ports were cleaned up, he blended the passages to match between the top case and cylinders. Since the heads were machined to match, the cylinders

If at first you don’t succeed...The Suzuki T20 restoration hits some snags

Measurements were key in working with Sargent Cycle on the T20's seat restoration.

Left: Stock offset spark plug placement. Right: Spark plug rebored into center of cylinder head. New exhaust work and mounting flanges also were part of the work process.


were given the same attention.As Richards was modifying the heads,

cylinders and cases, he felt the need to modify the carburetors as well. The original 24mm carburetors were too small to prop-erly feed the new free-breathing engine. We had discussed fitting new carburetors, but he felt that the originals could be made to work very well—he bored them out to 25.5mm and then coated the throats with epoxy to smooth the air flow to the engine. I thought that this was a great way to go as it would preserve the vintage look by keep-ing the original carburetors.

More revsThe stock air filter was too restrictive,

so I bought a set of K&N pod filters with the chrome ends. They look good and work great. However, they interfered with the fit of the original oil tank. My solution was to cut the tank to fit around the filters. This was just the look I was going for; the bike would still appear stock but a closer examination would show all of the improve-ments.

With all the top end work, I felt that the crankshaft would be inadequate for the task. Again I referred to the boys at www.t20suzuki.com. A link on the site refers to Ian Ambler, a mas-ter crankshaft builder who was able to upgrade my three-main-bearing crankshaft to four bear-ings. With the added support, the crankshaft could handle the strain of the extra horsepower, not to mention the extreme rpm required.

In addition to all these modifications, I did not forget the little details, such as a set of racing clutch springs and plates to make the clutch strong and durable, and a new set of sprockets and chain to transfer that power to the new wheels.

Hey, good-lookin’I did not skimp at all in the looks de-

partment. Reproduction emblems were sourced through www.badgereplicas.com.au, but I decided to go a different route with the tank badges. The original tank badges were black and silver plastic, but I wanted them to match the side cover em-blems, which were gold script on a silver background. Badge Replicas did not have anything that matched but they did have a

set of silver metal tank badges. I asked the owner, Brian Cutler, if he could make a set in gold and he was happy to comply. On receiving the badges I was very impressed with their quality.

A bike like this would not be complete without a set of stickers provided by www.reproductiondecals.com. I do not think anyone could tell the difference between the originals and the reproductions.

The engine also had to look good, so all of the side cases were sent out for polishing. The center cases, cylinders and heads were sent to Performance Coatings. All parts were tumble-polished and then clear-coated. Performance Coating’s work was impressive—their turnaround time was

quick and the service was wonderful. I will most likely send the rest of my polished aluminum parts to be coated with their pro-cess. They also ceramic-coated my exhaust system, which now runs so cool compared to my other bikes exhaust that I just cannot believe it.

Note: When the parts came back from Performance Coatings there was a warn-ing to clean out all of the polishing beads before assembly. This is a warning you really have to observe. I did clean every-thing out, but did not really check into every nook and cranny, After assembly, the beads were still showing up in the most inappropriate places, which necessi-tated removing and stripping the motor to thoroughly clean everything again. I then found so many beads that I felt really stu-pid; they were everywhere, even stuck in-side the ports in little bundles that remain

invisible until a wire is passed though the ports to dislodge them. So if you get your engine parts bead blasted, clean them re-ally well!

Finally time to assembleOnce the cosmetic details were sort-

ed and all of the parts came back, it was time to do the final assembly outside. As I brought part after part out to be assem-bled, the wife was happy to see the base-ment floor again.

The assembly was straightforward; I had done it so many times already. I was not expecting much from the first run. I knew that the carburetors and timing would need to be changed, but I stuck with the stock

ignition setting and Richards' estimate for the main jet size. Happily, the engine fired right up. It did not run well at first, but at least it was running. I did not run the engine long, as I could tell that it was running very lean. After 15 miles, it was off to the tuning shop.

I searched my local area for a person skilled in the art of two-stroke tuning, and who could utilize a dyno. When I fi-nally located one, I asked a lot of questions but all he wanted was a running bike and he claimed he'd take care of the rest. The shop kept it for three weeks. Parts for the vintage car-buretors were proving hard to find, but they did a fantastic job with what I gave them, despite

encountering a number of problems that I had to take care of the following winter.

So now the bike is putting out 37 horses at the rear tire, with a huge pow-erband at 6,500 rpm. However, I didn't get a chance to do much with the bike at that time as I had trouble with second gear jumping out. I needed to strip the engine down again to repair this problem. The tuner told me to bring it back when every-thing was sorted out and they would finish the job. He also advised me to put some street time on the engine in order to break it in, so I rode it a total of 130 miles before I had to return it.

Again, a number of errors were made during the engine and drivetrain develop-ment that did not show up until I test-rode it for the first time. I will try to address them here so that others can learn from my mistakes.

After going with aftermarket K&N air filters, the T20 needed some adjusting on the oil tank.


TroubleshootingThe transmission in the T-20 is a simple assembly, but if you

are asking the engine to make more power than it was originally designed for, you must be sure that everything is perfect or better than original.

The gears looked great to my untrained eyes at first glance (if they were running in a stock motor I am sure they would have worked just fine). When asked to transfer more power, their weak-ness showed up in no time. I rode less than 100 miles before the trans melted down due to the gear dogs. These need to be true and square, and in a modified motor like mine they should also be un-dercut so they'll stay engaged.

Other problems showed up during those first 100 miles: the new sprockets and O-ring chain that I decided on were a huge mis-take. The O-ring chain, although the original size, wore into the casings due the added width of the O-ring design. The sprockets I chose were incorrect for the modified motor, so I had to buy anoth-er complete set. I called Krause Racing and told them my problem; after an hour they said to send them the sprockets and they would take care of me. Their final product is just about perfect—they did a great job in deciding what would work for me and my riding style.

The following year I made the changes listed above. The ini-tial run after these mods were completed was truly amazing. All gears stayed engaged, and the new sprockets and chain made the bike much easier to ride and handle and the huge power surge at 6,500 easier to deal with.

I now have 350 more miles on it, and I can tell you it is a blast to ride and I am never bored on it. I can cruise around town all day long and it's as easy to ride as a moped—but when you pin the throttle and it hits the powerband you’d better be ready for the front wheel to pull off the ground. In my younger years I would try pulling wheelies on my 1986 VFR750. It was easy: hit the throttle, drop the clutch. On the Suzuki it's very different. You roll along, accelerating until the power hits and the wheel comes up. I am sure

many of you out there have bikes that can do this, but for me it was a new experience.

Winding downI think I am almost done with the bike. There

are still a few bugs that need to be worked out. I still need to take it back to the tuner and see if he can make any more improvements. I will also see if I can smooth out the sudden rush of power just a little. But for now I am having a blast.

Some may ask, “350 miles, is that it?!” As a sailor, I am only home half the year, and for the last two years I have had to work most of the sum-mer months. This has left very little time for riding. I can only hope to have more riding time and to catch a few bike shows along the way in the years to come.

I hope you can learn from all the mistakes I’ve made. If you're building a similar racer-restoration machine, remember to make a plan first—then try your best to stick to it. The mistakes I have made have nearly doubled the cost of this project. Was

it worth it? Sure it was! There is no bike in my area that looks like mine, nor will there be, I hope.

Ride sober, keep the wheels on the ground, and, above all, have fun!

Can the T20 beat my wife’s 250 Ninja as I boasted previ-ously? I think that if a skilled rider who could handle the pow-erband was in the seat, it'd be possible. Unfortunately, I am not that skilled yet…

The Suzuki T20 is finally coming together again.


VJMC staff reportPhotos by Stuart Covington and Steve Passwater

At the J. Wood & Co. vin-tage bike auction in Deland, Fla., March 5-7 during Daytona Bike Week, the VJMC maintained a prominent presence. Both out front of the auction location at Stetson University, with a vintage Japanese motorcycle show, and inside the auction with a regular booth, the VJMC made its pres-ence known to all attendees. The club signed up 53 new members according to membership chair-man Bill Granade.

“These new members are a credit to the hard work of all the VJMC volunteers who helped at the Deland activities,” Granade said.

“There were VJMC mem-bers from around the country who helped man the booth from

Miami, North Carolina, South Carolina and further,” said VJMC vice president Steve Passwater.

As for the actual vintage bike auction, J. Wood & Co. recorded more than 60 vintage Japanese lots that sold.

“The escalating price of Jap-anese motorcycles was evident,” said Roger Smith, VJMC PR di-rector. “An example was the final bid, on a low mileage, orange 1968 Honda 305 Scrambler that went for $13,500 (not including buyers’ premium).

“Many in the audience felt that we have not nearly seen the ceiling on vintage Japanese bikes,” Smith said.

Never hesitate to snap some extra pics and jot down a few notes when you're at a show. And be sure to send them in to [email protected] for the magazine! —Ed.

A pre-auction look at the sea of vintage and classic motorcycles awaiting the block at the J. Wood auction during 2008 Daytona Bike Week.

VJMC Florida rep Paul Enz on his way cool very old Honda CL160.

VJMC out in force at Deland auction


A selection of Kawa- sakis and Hondas from the VJMC show March 5 in front of the J. Wood auction at Stetson Uni-versity in Deland, Fla. A racing Kawi is above, and at left is a wild cus-tom Kawi with two 900cc inline fours. Top left is a nice Honda 550F all the way from Iowa with original period accesso-ries. Top right is a Hon-da CB160, and middle left is Troyce Walls’ very old 1950s Dream—from Japan.


The following results are from the J. Wood & Co. Daytona 2008 Antique & Classic Motorcycle Auction. Lots and prices are courtesy of the J. Wood website, www.jwoodandcompany.com, and have been edited to lots listed as sold and relat-ing to Japanese marques. —Ed.

Early Honda brochures ...................... $1001960 Honda 305 .............................. $3,5501965 Honda 150 .............................. $1,0001965 Honda 250 Hawk ................... $3,4001966 Honda Scrambler ................... $2,6001968 Honda CB175......................... $2,0001968 Honda CL77 Scrambler ....... $13,5001968 Honda Dream ......................... $2,0001971 Honda 350 .............................. $3,0001971 Honda CB750......................... $2,4001972 Honda CB750......................... $7,1001972 Honda CB550K ...................... $2,0001973 Honda 350F ............................ $1,8001973 Honda CB350F ...................... $1,1001973 Honda chopper ....................... $1,1501973 Honda CL350 ......................... $1,6001974 Honda CB550K0 .................... $2,200

1974 Honda CB750K4 .................... $3,2001974 Honda CL200 ......................... $1,1001976 Honda CB400F ...................... $2,1001976 Honda LTD Goldwing .............. $9001977 Honda CB400F ...................... $4,5001977 Honda GL1000 .......................... $9001977 Honda XL350 ......................... $1,7001978 Honda CB750K ...................... $1,1501978 Honda CM185 Twin ............... $1,5001978 Honda Goldwing .................... $3,2001978 Honda Hondamatic ................ $1,2501979 Honda CB750K ...................... $1,1001980 Honda CB125S ......................... $8001980 Honda Express .......................... $5001982 Honda CBX SS ...................... $9,0001984 Honda V45 ................................ $9001984 Honda V65 Sabre ................... $1,9001985 Honda Rebel ........................... $1,0501985 Honda Rebel .............................. $9501986 Honda Reflex 200 .................. $1,9001989 Honda VTR Interceptor ......... $1,0001996 Honda Magna 750 .................. $2,1001997 Honda CBR900 ......................... $3001999 Honda Shadow ....................... $3,3001971 Kawasaki Mach III ................. $3,800

1973 Kawasaki Z1 .......................... $8,5001974 Kawasaki F7 .............................. $9001978 Kawasaki KZ1000 ................. $1,0501980 Kawasaki KZ440 ...................... $9001987 Kawasaki police bike ............. $1,3001975 Suzuki TS400 ......................... $1,3001975 Suzuki T500 ........................... $3,2001980 Suzuki GS1000S .................... $2,3001965 Yamaha ...................................... $4001968 Yamaha DT1 .......................... $3,0001969 Yamaha Trail ............................. $7501972 Yamaha XS2 w/sidecar .......... $3,7001975 Yamaha TT500 .......................... $8001975 Yamaha XS650 ....................... $1,8501976 Yamaha RD400 ...................... $1,8001976 Yamaha XS650C .................... $1,8001977 Yamaha XS650 ....................... $2,2001978 Yamaha SR500 ....................... $2,6001978 Yamaha SR500 ....................... $1,3001979 Yamaha XS11 Special ............ $1,6001980 Yamaha XS650 Special .......... $1,4001983 Yamaha Riva ............................. $8001984 Yamaha FJ600 ........................ $2,6001989 Yamaha Luma scooter ............... $8001990 Yamaha RT66 ......................... $1,250

2008 Daytona vintage bike auction results

Top is a 1972 CB550 AHRMA race bike with placard that indicates a third place at Day-tona—2008! Talk about fresh from the track. Above is a Honda Dream.

Above is a clean, original 1977 CB400F that sold for $4,500; below is a 1972 XS2 with 1982 Velorex side-car. This setup sold for $3,700.


Bill Granade (far left), VJMC membership chairman, talks with some interested show-goers about all the VJMC has to offer, including the best Japanese club pub in circulation.

At right, Doug Bottalico and his wife, Lori,

staff the VJMC booth inside the J. Wood vintage bike

auction in early March

during Daytona Bike Week.


This is part two in a series on develop-ing your skills for the online auction scene. —Ed.

By Jim Townsend

After you got your feet wet buying a few things on eBay, you probably noticed

that there was a “feedback” number. My feedback percentage is 100 percent. This means I have had 100-percent satisfaction from those I have bought from and sold to. This is a very important number—it tells everyone how you will deal with them.

Both buyers and sellers can have prob-lems, but eBay regulations seem to protect buyers more than sellers. For selling, you need to be especially careful. You want everyone you deal with to be satisfied and you want to have a satisfactory transaction too.

Listing your bike or parts for sale

After you register with eBay to get into the site, click on the “SELL” tab and then you will go to a category to list your part. There are different main categories; you want to click on the one for eBay Mo-tors. You will then go to a box which lists other categories. If you are selling a bike, click on “motorcycles.” If you are selling parts, do not click motorcycles, but click on “parts and accessories.” Then you will be asked to click on another box listing what sort of parts and so on until you final-ly get done. Then you need to scroll down the screen to “Continue” which will take you to the listing site.

At the listing site, you will be asked to give your sale a “title.” This is more complicated than it may seem, in that you want to describe what you are sell-ing in as few words as pos-sible. For instance, if you have a cylinder head for a CT70 Honda, the first word in the title should be the name of the company,

in this case, “Honda.” The second item you want in the title is the model, “CT70.” Now you want to list any other models Honda this might fit. Since this head will fit a C70 and ST70, list those models also and sepa-rate them with a comma. At this point your title will read “Honda CT70, C70, ST70.” After that, put in what the part is. In this case, put simply the word “head” for cylinder head. If the part is for a one-year-only bike, you might want to make the title read 1970 Honda CT70-----. Normally this isn’t nec-essary.

What this title does is let everyone that has a C70 or ST70 know you have the part and you only need to list it once and not for every model bike. It is succinct and tells the whole story.

The next thing asked for is a subtitle. I haven’t figured out how this is used and must confess that I don’t ever put anything in that box. After that you will be asked to list whether it is new or used. Next you will be asked to describe the item. Here is where you should brag it up and list as much as you can about the item. It is a good idea to list the contents of the title again and go from there.

For instance: “Used cylinder head with valves installed off of a 1970 Honda

CT70. This head will also fit a C70 or ST70 or CL70 Honda of all years. It came off of a running engine and has no broken fins or studs.” And so on, until you have it de-scribed in full.

If it has a problem, say so. For instance you might add: “This head was painted a vile purple by the previous owner for some unknown reason, but that can be taken off with paint remover.” Or “the head has two broken fins … ” Be sure to mention those things, or you may have to return the money and get the part back if you didn’t describe it fully. You might even get negative feed-back which degrades your reputation as a seller. Trust is all-important in both buying and selling.

Pictures tell the story

Pictures are relatively easy and they are very important. Take the best pictures you can that show your product. It might be as simple as one photo of the part or you may need a dozen to fully show off what you are selling. A service manual only needs a picture of the cover, but a motorcycle may need a lot of pics. A part may need three or four pictures to show all of it. (I have a seat listed as I write this. I took a top picture, bottom picture and two close-up pictures show-ing a small rip and a flaw. Each one was needed, but any more would have been unnecessary.)

Your pictures must be in digital format. You may have a 10-megapixel camera, but do not use high-resolution pictures. Set

Selling bikes and parts on eBayThe basics, and a few clever tricks, for selling with online auctions


your camera on about as low a resolution as possible since the pictures on eBay will be under 2” square and larger formats can take forever to download. (If I’m a buyer, large pics also take a long time to download.) My camera is a six-megapixel camera, but I set it on .8 megapixels for eBay pictures with great success. (Remember that optimized

pics on the web are only 72 dpi, the low-res setting on most digital cameras.)

You can take pictures of any num-ber of items in a day and then download them into your computer to a folder which I titled simply “eBay Pics.” Then I re-title them since they are listed by a number in the directory of pictures in eBay Pics. I can then go to CT70 Head.jpg when asked for a picture by eBay. You can download pic-tures directly from your camera to eBay, but it is more difficult.

When you go to the pictures part of the listing, there will be a box marked “browse.” Click this and you will be asked where to find your pictures. Select eBay Pics from the list and then find your pic-tures. When you choose the CT70 head.jpg and click “select,” the picture automati-cally is entered in the eBay program. It’s simple. Try it.

On down you will also be given a num-ber of choices, if you click on “gallery,” this picture will be the first one you entered and will be shown as the little icon in front of your listing when people look up CT70 parts. This makes it quite convenient for your customers and I highly recommend your spending the 35 cents for this.

It may take a fair amount of time to download your pictures onto the eBay list-ing, so be patient.

Pricing your sale

In auctions, the buyer sets the final price. If you happen to list the wrong day,

lookers for that item may get a bargain if you don’t do it right for your benefit. On our CT70 head, you could start the auc-tion at $1 and hope it sells for more, but it might not go higher and if it sells, you have to sell at the opening price. This sometimes happens. Or your head may be in high demand and even though you set

the opening at $1, it may catch the eyes of a lot of bidders and sell for $50, $100, $150 or more. A lot of this depends on your description and pictures and the day you list it.

Normal listings are for sev-en days. For instance, if you list it on Wednesday, then it has one weekend to be shown. I try to list on Saturday evening. That way you have Saturday night, Sunday, all the next week up until Saturday evening again, which gives you a bit more ex-posure.

As I said in part one on buying, many items have a “Buy It Now” price on them. This allows you to set a price you would like, and possibly end the auction quickly. If you want $150, then enter this in the BIN box.

If you also have to have a minimum of $100 for your head since you paid that or more for it, you may even want to en-ter a “reserve” price. So your listing may say the opening bid is $1, but the BIN is $150 and there will be a reserve at $100. The reserve price is not shown to bidders, but if they bid lower, they will get a mes-sage from eBay saying, “The Reserve has not been met.”

Shipping costs

It is best if you can list a shipping cost, but many times you can’t. I try to estimate the cost of shipping; since I have shipped many items and our business is a mail-or-der business, I can normally guess pretty close.

How you ship can make a difference too, but you should always remember that you need to estimate high enough to cover the cost, if you list a shipping cost. For lightweight items, USPS is good, but for heavy items you will want to check out

UPS or FedEx.

Correcting errorsThe last thing you are asked to do is go

back and make any necessary changes in your listing. You can correct typographical errors, change pictures, change the BIN, anything you might not like the way you did at first. Then you will be asked to click on that “final” button.

I find that it takes me about 15-20 minutes to complete an average listing. A really long descriptive listing with a lot of pictures may take up to an hour.

Get paid

I live in the country and it is a 14-mile roundtrip to cash checks or money orders. Payments by PayPal go directly into my PayPal account which can be transferred electronically for free into my checking ac-count at my bank. I also can leave the pay-ment with PayPal and then use that money to buy on eBay.

PayPal is safe, but costs the seller about 2 percent of the sale. It is so con-venient, that I gladly pay that small per-

centage. I know it irks guys when they sell a large item like a bike, but it sure saves a lot of headaches—no fake or fraudulent checks or money orders, immediate re-ceipt of payments, safe depositing in my bank and more make it useful. PayPal is a part of eBay and you can check your bal-ance anytime or see if payment has been credited for sales or payments have been made.

This is just the high points; there are many more things you will need to know later, but try selling some simple-to-ship small items and get started. If you have any questions, feel free to email me at [email protected].


By Roger Smith

If you have ever purchased a vintage Japanese bike on eBay, at an out-of-state

auction or from the VJMC magazine clas-sifieds from a seller on the other side of the country, you’ve been confronted by the same problem I have: How do I get my new prize home?

Last year, I was able to finally outbid seven other buyers for a nice 1967 Yamaha 305 YM2C Big Bear Scrambler. The bike was in great shape, but the seller was in Arizona (we live in Michigan). Driving the 4,000 mile round-trip was a possibility, un-til I added up the costs. The 30-hour drive, each way, would require $800 in gas (full size truck towing an enclosed trailer = 14 mpg), plus two nights’ lodging each way, ($80 per night = $160). Ouch!

I was at $900 to bring my new bike home without even considering the time off of work, meals or wear-and-tear on my vehicle!

Hmmm, what to do? I checked the internet for motorcycle

transport companies and found the answer to my problem: HaulBikes motorcycle transport company, a fully insured and li-censed company based in Milwaukee.

How it worksYou can check HaulBikes’ website or

call them for a quick shipping quote. To pinpoint as exact a quote as possible, Haul-Bikes uses the motorcycle type and size (sidecars and trikes require extra room on the trailer), as well as the required insur-ance.

The next step is completing a shipping contract, as a PDF file on their website, by calling their 800 number, with email or fax request or by hard copy via snail mail.

Upon receipt of the contract, pickup and delivery trips are scheduled and an es-timated schedule is sent.

“You’ll want to make sure your re-quested pickup and delivery location can be accessed by an 80-foot semitrailer that can maneuver to and from the location,” said Ken Durik, HaulBikes’ co-owner. “If you have a long, steep driveway, no problem.

We can meet at a convenient store parking lot or location that will work for you.”

HaulBikes ships in enclosed trailers and uses a soft-tie strapping system de-signed specifically for motorcycles. And when it’s not in the trailer on the way to your house, it’s in a climate-controlled warehouse to ensure safety.

“You hand over your bike to a Haul-Bikes veteran driver who is a motorcycle enthusiast just like you,” Durik said. “Our drivers know exactly how to handle a bike, and they make sure your motorcycle makes it home in the condition you bought it in.”

Pick-up artistsThe pick up is next, with a call from

a HaulBikes professional driver within 24 hours prior to pick up at the prearranged location. The pick up begins with an ini-tial inspection of the motorcycle – walking around, checking the nooks and crannies, and kicking the tires. The driver and seller complete this initial inspection together. Once both parties are in agreement, it’s time to sign the shipping documents, and your vintage motorcycle is on its way to its

new home—your garage! Our seller was pleased with the truck arriving within 10 minutes of the estimated time.

Depending upon the make of vintage bike being loaded, HaulBikes will use soft ties to strap the front of the motorcycle. What’s key is to have two sets of straps on the front end of the bike attached to the triple tree, fork shoulder or handle bars. For custom bikes and on any parts that are polished and not chromed, HaulBikes will use neoprene sleeves over the soft tie. All this, and an enclosed trailer, helps keep the valuable cargo secure en route to its final destination.

HaulBikes do not require the fluids be drained or batteries be removed. When your bike is delivered, you can start it im-mediately.

Each truck has a GPS navigation sys-tem that allows HaulBikes drivers to have highly accurate directions and routes, elim-inating out-of-route mileage and reducing fuel consumption.

“GPS is a true benefit for the customer because the HaulBikes employee is able to provide the truck’s location status faster

Tips on shipping vintage bikesHaulBikes comes through in the clutch following three auction purchases

The HaulBikes crew employs professional drivers who are also bikers. I've always wanted a Big Bear Scrambler and a red-framed Honda 305. HaulBikes helped get these bikes right to my door.


TTTODAYODAYODAY’’’SSS CCCHOICEHOICEHOICE FORFORFOR YYYESTERDAYESTERDAYESTERDAY’’’SSS MMMOTORCYCLESOTORCYCLESOTORCYCLES Vintage to Modern Japanese & European Motorcycle Vintage to Modern Japanese & European Motorcycle Vintage to Modern Japanese & European Motorcycle

MMMOTORCYCLEOTORCYCLEOTORCYCLE CCCLASSICSLASSICSLASSICS OFOFOF

MMMARYLANDARYLANDARYLAND IIINCNCNC...

KZ’s, CB’s, XS’s, KZ’s, CB’s, XS’s, KZ’s, CB’s, XS’s, Goldwings Goldwings Goldwings

And most other And most other And most other models!models!models!

Services:Services:Services: Repair / MaintenanceRepair / MaintenanceRepair / Maintenance

Restoration / CustomizationRestoration / CustomizationRestoration / Customization Polishing / Bead BlastingPolishing / Bead BlastingPolishing / Bead Blasting High Performance TuningHigh Performance TuningHigh Performance Tuning

Buy /Sell / TradeBuy /Sell / TradeBuy /Sell / Trade

WWWWWWWWW...MCOFMDMCOFMDMCOFMD...COMCOMCOM

301301301---293293293---172017201720

than before,” said Durik. He also said the customer can receive an advance email alert when the truck enters the geofencing radius.

“What this means is that if it is set to 50-mile radius, the email alert will provide a two-hour notification, or if its 30 miles, maybe an hour notification of the delivery,” Durik said.

Typical deliveryTo keep shipping affordable, Haul-

Bikes pool as many motorcycles as they can on a truck during their cross-country runs. Their trucks depart frequently with normal shipping deliveries running any-where from 14 to 28 days from the time you call.

If you schedule your shipment this week, typically your bike is scheduled on a truck departing Milwaukee next week. The truck’s total delivery time (and essen-tially your bike’s pick-up time) depends on the zones that the truck crosses. If it picks up and delivers in the same zone, time frames are extremely short; average time frame is 7 to 14 days from the time you call to delivery. Returning the signed contract and payment as quickly as possi-

ble will help keep the delivery time frame on schedule.

We were excited when our driver called us 10 days after we placed the pick-up order, notifying us that it would be 24 hours before delivery. The driver asked that the delivery point be a site where someone could receive the vehicle from 6 a.m. to 10 p.m. HaulBikes runs year-round for deliveries.

The day before our bike arrived was like waiting for Santa. What can be better than that? And when that blue semi pulled up, we couldn't wait to see our new bike. The driver gently moved my Scrambler from the trailer to the hydraulic lift, rolled it up our long driveway and went over the checklist with us. Perfect delivery!

I have used HaulBikes three times. Twice for eBay purchases and once for a 1981 CBX we purchased from an auction in Las Vegas. They haven’t let us down.

Contact:Haul Bikes

888-HAULBIKESwww.haulbikes.com

Bikes are loaded with hydraulic lifts. There is no need for crates or pallets, or to drain fluids and remove the battery. HaulBikes transports everything from vin-tage, customs, trikes and side-car rigs with care in enclosed semitrailers.


By Jim Townsend

We have some members in the club that have been keeping a big secret.

I was tipped off by an article in American Motorcyclist, the AMA magazine, a while back. Our members that live in Arkansas just haven’t told us about the great rid-ing in the Ozark Mountains and foothills there. Fortunately, Steve Passwater and I drove down there to see just what we could find.

I made a choice some time ago that maybe the small town of Heber Springs, Ark., just might be one site we could use for the national rally this year. From some preliminary contacts I made, it seemed like a place where we would be welcome and possibly be a good starting point for some really good rides. I was right!

Steve and I met with several locals, including the mayor, newspaper publisher and editor, the local field rep and others. The newspaper publisher and a chamber of commerce official actually are already VJMC members; the newspaper editor will be working on developing some great rides for the event.

The schedule of rides and events isn’t set yet, but we do have a pretty good idea of how it will all be run. Since we will have the newspaper publisher and editors working on the committee, there will be a lot of regional publicity—we expect a lot of local spectators at the show and judg-ing on Saturday. The Sept. 3-6 rally will include a banquet Saturday evening and we’re working on a top-notch speaker for the evening.

The rides will start on Wednesday, but registration will begin Tuesday evening and continue until Saturday morning.

Heber Springs is a holiday and vaca-tion destination. It is on Greer’s Ferry Lake, which was made by damming up the Little Red River at the JFK Dam (dedicated by John F. Kennedy the month before he was assassinated). The area streams are note-worthy for their trout fishing. There are hun-dreds of camp sites on the government land surrounding the lake and they are close to the hotel for rally headquarters. The camp sites must be reserved in advance; more in-

formation on that to come soon.Since this is a vacation and holiday

destination area, hotel reservations and campsite reservations are a must. Contact me at [email protected] or 260-839-5203 for information on making reserva-tions. The sooner, the better. The hotels fill up quickly in Heber Springs, so do it now. If something comes up, you can easily can-cel your reservation. For more information, also try www.heber-springs.com.

The main hotel for the rally is the Quality Inn in Heber Springs. Again, we urge you to reserve your rooms as soon as possible. Contact me before you make

your reservations there for information on reduced rates. (And AARP and AAA mem-bers get a 10-percent discount.)

This event we will not include long overnight rides. We wish to concentrate on rides more easily taken by the ’60s, ’70s and ’80s bikes most of us have. We are also going to make a special effort to have at least a couple of rides suitable for road machines up to 125cc. This will give those with smaller bikes a great place to ride and not feel pushed to keep up with larger ma-chines. Greer’s Ferry Lake is said to have shoreline of more than 50 miles worth of really curvy roads.

2008 rally set for ArkansasOzarks will serve as picturesque backdrop Sept. 3-6

The VJMC National Rallies are a great place to get some riding in, some bench racing accomplished and finish the summer off right.


classiFieds

FOR SALE

◆ Honda

For 1959/1972 Honda 50cc thru 750cc. Genuine NOS Honda parts, special tools, keys, micro-fiche and manuals, for all early Honda models. More than 9,000 part numbers in stock. Ask for quote by P/N, or send part(s) description along with model, displacement, year and serial numbers (frame and engine). M. Lussier, (450) 793-4541, Mon-treal, Quebec, Canada, [email protected].

1960/70’s Honda keys. Just call or email me with the number from your old key, ignition switch or seat lock. The number will start with a ‘T’ or ‘H’. Example: T7646 or H3032. $10 for two original Honda keys. Mark Troutman, (503)703-8511, Portland, Or-egon, [email protected]

For Honda, parts. In my storage many years. large stock of NOS Honda parts from 1970 to mid 1980’s. Email me with your wish list and I will see what I can do. Darrell, (902) 893-4166, Canada, [email protected]

Honda Parts. 1964/71 new tail light assembly, also new lens. Frame side covers for: 350cc twin, left and right; 1982 V45/VF750S Sa-ber, left side; 1984 V45 750cc Magna, left side; CB550 left and right with original emblems, brown;450 left and right, original blue; CL100 right, original green. Front brake shoes for 1973/76 XL250, 1976/78 XL350, 1974/76 MT250 and MR250. Rear brake shoes for CB/CL/CD175 K1-K6, 1972/73 SL350. Front and rear shoes for SL175 and K1. William Mack, (865) 983-4204, Louis-ville, Tennessee, [email protected]

For Honda, Parts. I have some rare original parts for vintage Honda motorcycles. For 1965/68 CB450 K0 Black Bomber, NOS

speedometer. $450; Stanley headlight in excellent condition, $40; Headlight bucket, dent free, $30; Chain guard in good use-able condition, $40. For 1963/69 CA77 Dream, petcock, fuel valve, will need rebuild kit, $50; right and left engine side cov-ers, $20; rear shock mounting brackets in good useable condi-tion, $10 each. For 1969 CB175, two carb sets left and right, both will probably need a rebuild kit, $40. For CL77 Scrambler, dent free headlight bucket, $30. For CB160, Stanley headlight in good useable condition, $20; headlight bucket, $10; Headlight ring, $10. John, (919) 965-3097, Selma, North Carolina

For early Honda 50/750cc, cables. Have a fair selection of Honda Grey cables and a few NOS parts left . Can email a list sort-ed by their part numbers. John Ruff, (705) 789-4318, Huntsville Ontario, Canada, [email protected]

For 1960’s Honda CA110 50cc, NOS red battery side cover. Thought to be part # 83600-011-000C, $50. Bob Shields, (207) 346-6791, Mechanic Falls, Maine

For 1965/69 Honda, parts for sale or trade. New and mostly used Honda CB/CL/CA160, CA95, S65, CT90, CL/SL70. Also CB400A, VT500. NOS pistons, piston kits and rings. No lists of parts. Paul Enz, Titusville, Flori-da, [email protected]

Parting Out: 1964/65 Honda 90S, 1971/73 Honda CB500/4, 1975/76 Honda CB550/4, 1986 Honda Shad-ow VT500. Chuck Nagy, (440) 965-5713, Birmingham, Ohio, [email protected]

1964 Honda CA95 Dream (150cc). CA95 Engine with Carbure-tor and primary sprocket cov-ers. Like new and turns over. CA95 project never done. $425 OBO. Have titled frame, fenders and more also. Paul Enz, (321)

268-5461, Titusville, Florida, [email protected]

1964 Honda Dream 150. Decent condition, ran when last parked in September ‘07. Members here probably know more about this bike than I do. Also, I can’t find the pink slip. I can send pix by email. Thomas Merida, (831) 247-4743, Watsonville, Califor-nia, [email protected]

For 1966 Honda S90, Parts. Speedometer (Shows 12,498 miles), $20. Chrome Gas Tank Panels, $15. NOS Rubber Fork Boots, $20. Patrick Wilson, [email protected]

1966 Honda CB450 K0 Black Bomber. Completely restored, featured in Rider Magazine Aug ‘07 issue. Asking $14000, spent over $16000. Ricardo, (408)373-4238, San Jose, Cali-fornia, [email protected]

1967 Honda S90. Purchased from the original owner who gave me an affidavit as to its history. It just sat in his garage for about 35 years. It has only 1,637 ac-tual miles. Black/Silver color. Nice original seat, untreated gas tank in good condition, original Nitto tires, mirrors, etc. Includes Owners Manual. I got it running last summer. Clear Michigan Title. $1,800. Jim Datsko, (231) 264-0041, Traverse City, Michi-gan

1967 Honda CB450. Near mint original black Bomber, Looks like the best showroom survivor in the USA. Starts, runs, drives like new. Many extra NOS parts included $7,500 buys it!!! Pick up only, no shipping. Paul El-der, (970) 261-3005, Steamboat Springs, Colorado, [email protected]

4 Honda Bikes. 1968 CB160, 1972 CB350, 1973 CB350F, 1982 CB750 Custom Converted to 1000cc. All bikes have titles. Not running, have parts, motors, misc. parts for a restorer. Will part with the

total inventory only. Buyer will supply transportation. $1750 firm. Charlie Schmidt, (708) 385-1746, Southwest of Chica-go, Illinois, [email protected]

Honda MR50. Five MR50’s and extra parts. All kind of 60’s Hon-da parts and parts bikes, NOS 305 parts. Rodney Langford, (662) 315-0769, Amory, Missis-sippi, [email protected]

1969 Honda SS125. 8000 miles, limited production, original owner, runs good, stored inside, original paint. $1750. George, (586) 286-3793 Macomb, Michi-gan

1969 Honda CB450K1 Supersport. Perfect new Candy Blue Green paint, 10,380 miles. Runs like new, many new parts and tires. Inquire and I will get you photos. Craig Bailey, (810) 444-7461, Ann Arbor, Michigan, [email protected]

1969 Honda CB750. EARLY SAND-CAST, beautiful correct original. $14,000 or interesting trade + cash. Andy, (631) 987-4642, Long Island, New York, [email protected]

For 1970’s Honda CB/CL450 and CB500T, I have the following shop manuals and/or parts: one each Clymer, Haynes, Chilton’s, and a Honda Factory Shop Manual. One complete Vesrah Engine Gasket Set part number VG-152. One engine top end gasket set made by Noboru (the package has a slit in it but looks com-plete). One in the package gas cap seal. One in the package cam chain master link. Two very clean side cover badges. One very clean 10k RPM tachometer that I can’t swear is 450 but it is vintage Honda. Two packages of safety wire washers Progressive p/n sww-590. I have other misc. NOS parts I’m looking for and will throw in “if” I can find them.

A vintage Japanese motorcycle is 20 years or older (vintage for this year was manufactured through 1988) and, of course, Japanese. Please be aware that ads may/will be edited to conserve space. Don’t feel reluctant to use punctuation and proper case on emailed

ads. Don’t forget the publication deadlines: Ads are due by the 20th of the month in which a magazine is issued for the next release. For example, ads for the August issue will be due to the editor by June 20. If you have business-related ads, please consider taking out a commercial ad. Contact me for details and rate information.

Send all ads to: Gary Gadd, 3721 Holland St., Ft. Worth, Texas, 76180; call (817) 284-8195; or email [email protected]


classiFieds$80 obo shipped, Pictures are available if needed. Dave, (678) 571-4201, Fayetteville, Georgia, [email protected]

1972 Honda CL175. This is a 100% complete motorcycle; selling as a parts bike or project. It does run, but needs work to make it completely right. Asking $700 US. M. Giuffre, (817) 992-6801, Hurst, Texas, [email protected]

1972 Honda CB350. Original own-er, includes tools and manuals. Never down, ridden each year. Always sheltered in a heated ga-rage. Original in all aspects, plus full fairing, crash bars and hard saddle bags. $1500. Raymond HasBrouck, (845) 255-0746, 20 Brouck-Ferris Blvd, New Platz, New York, 12561

1974 Honda Steve Skibel Replica Elsinore MR50 “factory racer”. $1,500. Being restored, in prog-ress. My son won countless sectional, regional races and national titles on this Western Honda Sponsored MotoX bike. At the time, it was as fast as an 80cc. Picture at - http://www.blueskymining.com/brit-bikes/. Keith Benicek, (949) 348-3851, So. Orange County California, [email protected]

1976 Honda XL350. Black, great restoration project, all original, $500. Scot, (586) 468-8472/(586) 484-6939, Macomb, Michigan

1979 Honda Hobit II. 50cc, yel-low-white, in running condition. Missing turn signals and floor boards only. Tank flushed-carb rebuilt. All original, seat not per-fect. No title, original tiers. $450 obo. Robert Borman, (630) 615-8405 8am-2pm, Chicago, Illinois area, [email protected]

1979 Honda six cylinder. Good shape, $3,500. CB350, $375. Call after 6 pm. Ed Vaillancourt, (905) 728-7861, Oshawa, On-tario, Canada, [email protected]

Factory seats in good condition. 1980/83 Gold Wing king and queen, excellent condition. 1976 Yamaha XS650, excellent condition. 1975/76 DT Kawasa-ki 100, excellent. 1974/76 Hon-da CB750/4 aftermarket king

and queen, excellent. 1975/76 Honda CB550/4, needs cover. 1975/76 Honda CB550/4, old chopper. Chuck Nagy, (440) 965-5713, Birmingham, Ohio, [email protected]

1982 Honda CB125S. A very fine example of a low mileage bike. Less than 700 miles. Clear title. Blue in color. Starts, runs, shifts just fine. Paint and chrome are almost perfect. Tires like new. Everything works as it should. Must see. Pictures available. $1100 or trade for a 1970, 1972-73 CL175. Carl Best, (303) 796-7358, Centennial, Colora-do, [email protected]

1982 Honda GL500. Very nice Silver Wing, 14000 miles, af-termarket fairing/windshield, recently tuned and carbs bal-anced, good rubber, all in all great shape for it’s age, runs out strong, 2 seats, and Fluu hard bags, plus tons of spare parts, some hard to find. $1900. Robert Miller, (734) 484-3561, Ypsilanti, Michigan, [email protected]

1983 Honda Interstate Silverwing 650cc. Two Identical bikes, fairing & saddlebags. Beauti-ful condition. All Honda origi-nal equipment, original owner, Perfectly maintained, needs nothing. 22,000 miles on ea. $4,000 ea. William Nixon, (828) 683-6416, Leicester, North Car-olina, [email protected]

1983 Honda CX650e Eurosport. One of a few in the US! A Ca-nadian import, this bike has about 41k km on it, so about 25k miles. If you think of it as a “project bike” you will not be disappointed. Valve train prob-lems. Includes a ton of extra parts, instrument cluster, fend-ers, brake calipers, side covers, bikini fairing, rear tail, foot peg assy, rear grab rail, 650C en-gine and carbs, factory manual, etc. $1300, will not ship. Pic-tures available on request. Jim Laman, (616) 403-1633/(616) 335-5215, Southwest Michigan, [email protected]

For 1983/85 Honda VT750 Shad-ow, beautiful OEM chrome kit. Extremely difficult to find. It includes the side covers, gas tank, rear fender, and decal set. $750 or best offer. Andy Nichols,

(989) 672-4404, Caro, Michigan, [email protected]

1992 Honda NR750. Landmark oval piston engine. Under 3000 miles, one of 300 manu-factured. Excellent condition. Imported from Kyoto Japan. Perfect for serious collector or investor. Frank Berkowitz, (608) 270-1170, [email protected]

◆ Kawasaki

For early Kawasaki 50cc up, have a list of NOS parts and manuals sorted by their part numbers. John Ruff, (705) 789-4318, Huntsville Ontario, Canada, [email protected]

For Kawasaki Triples, We have reproduced a number of rub-ber/gasket parts for the Ka-wasaki Triples. Items such as: Base gaskets, carb float bowl gaskets, kick stand rubbers, petcock gaskets, handle bar mount rubbers and more. Pric-es are really low. Please email me for a complete listing and prices. Fran Golden, Tehacha-pi, California, [email protected]

For Kawasaki A1/7, lots of gas-kets, plus some complete kits. Email me with PN’s or you needs. Maybe I can help. Also, new carb float bowl gaskets for Kawasaki H1 H2 S2 and S3. $2 each plus shipping, while they last. Fran Golden, (661) 822-7149, [email protected]

1976 Kawasaki KZ1000. Totally cosmetically and mechanically restored this year. Purple. All aluminum polished, all chrome as new. Many performance parts, cam, header, K&M intake, Mustang seat, short windshield, fork brace, dual disk, ignition. Show stopper. $4200 obo. Kirk Johnson, (260) 622-1358, Ft. Wayne, Indiana, [email protected]

1977/78 Kawasaki KZ400. I have two bikes for sale. One is a 1977 D4 with title on frame. The sec-ond is a 1978 B1. The idea was to take the good ‘78 motor with the six speed tranny and place it in the ‘77 titled frame. The mo-tor went in fine and I have all the wiring information to make the two years function together. The

bikes are complete (not assem-bled) except for the rear fender on the ‘78. $450 obo for both most sell by 1/22/08. Cheaper deal for local pickup. Pictures upon request. Brent Christo-pher, (971) 645-2545, Portland, Oregon, [email protected]

1977/78 Kawasaki KZ650 B1 and C2. B1 runs poorly...needs love and care. C2 is apart in boxes, no motor. The chassis has been powder coated and most of the aluminum has been polished. Also lots of parts bought from Bike Bandit and never put on. Titles for both bikes. Best of-fer. Sissy Raffensberger, (352) 266-6168, Leesburg, Florida, [email protected]:

Kawasaki KZ1000 ST Parts. Side covers, gage cluster, ignition switch with key, much, much more! Will box and ship, want to sell the whole lot for $150 plus shipping. Contact me for a list. Delmar Conn, (336) 983-2623/(336) 391-5305, King, North Carolina, [email protected].

1977 Kawasaki KZ1000. Totally restored to immaculate condi-tion, beautiful orange paint is metal flake with ghost flames. Engine has been polished, sport fender, Viper windshield, Accell ignition, oversized carbs, bored, Vance four into one header, ex-tremely fast. One of a kind. $3990 obo. Kirk Johnson, (260) 622-1358, Ft. Wayne, Indiana, [email protected]

1978 Kawasaki KZ1000D. Very nice original bike purchased from second owner a few years ago. Has always been adult owned and in climate controlled storage. Full Dyna ignition sys-tem, stock pipe is nice with the exception of a few dings in rear collector from wife’s car being too close in garage. Just over 21K, paint was sun aged and is now black with zero imperfec-tions. Current inspection, own-er’s manual and pouch, recent valve adjustment and complete brake system rehab. VERY nice rider that performs 100% as new (IE: gas / amp gauge, auto signal shutoff), needs nothing but a good home. Personal in-spections welcomed. Clear title


classiFieds$6800. Charles Moore, Roch-ester, New York, [email protected]

1978 Kawasaki KZ1000 D. Very nice bike with 2 adult owners that has always been in climate controlled storage. New black paint this year, complete Dyna ignition system, good Dunlop tires, chain and sprockets, re-cent complete brake system rehab, very nice seat, owners manual and pouch, no paint loss on engine cases. Does all it is supposed to do electri-cally, handles very nice with only flaw being some scratches and a couple dings in the rear half of stock exhaust. $6500. Chuck Moore, (585) 734-7317, Spencerport, New York, [email protected]

1982 Kawasaki KZ1000 LTD. 1197 cc, cranks welded, trans undercut, ported J head, re-jetted carbs, Andrews cams, Crome Star racing header, Bar-nett clutch. Runs Great! Very Fast! Have extra parts. Clear title, $2500. Delmar Conn, (336) 983-2623/(336) 391-5305, King, North Carolina, [email protected].

Kawasaki KZ1000 ST Parts. Side covers, gage cluster, ignition switch with key, much, much more! Will box and ship, want to sell the whole lot for $150 plus shipping. Contact me for a list. Delmar Conn, (336) 983-2623/(336) 391-5305, King, North Carolina, [email protected].

For Kawasaki, for 1985 KZ450, crash bar. For 1976 KZ400, car-buretor pair, NOS or working. Steven Ritter, (410) 636-4157, Baltimore, Maryland

1987 Kawasaki ZL1000. High Performance 140 hp. Totally restored to immaculate condi-tion, beautiful black pearl me-tallic paint with ghost flames. Over $6000 in performance upgrades make this a one of a kink tire smoking beast of epic proportions. This bike is beau-tiful, totally unusual, rare, and turns heads everywhere it goes. Absolutely one of a kind. $4650. Kirk Johnson, (260) 622-1358, Ft. Wayne, Indiana, [email protected]

◆ Marusho

1964/65 Marusho 500 ST. I have most of a Marusho ST. Rolling chassis, tank, seat, engine is in parts but looks like most of it is there. No muffler and no title. Call me if interested. David Farley, (575) 437-0458, Alamog-ordo, New Mexico, [email protected]

◆ Suzuki

1966 Suzuki X6 Hustler. Complete and original, has not been run for 15 yrs., engine turns over, some rust, can take photo’s if needed, $250 or best offer. Ste-ven Johnson, (914) 669-0135, North Salem, New York, [email protected]

1968 Suzuki KT120. This bike has seen very little use and it runs perfect. 1st kick starter every time. 3 speed dual range high/low transmission. New tires. Luggage rack and rifle scab-bard included. This bike has a clear title a valid license plate, completely street legal. This bike is only going to appreci-ate in value, $1200. Bob, (816) 587-0006, Kansas City, Mis-souri, [email protected]

For 1968 Suzuki Larado 305cc, exhaust heat shields. Brand new, still in package, never used, excellent. $100 plus ship-ping. John, (724) 722-3675, Pennsylvania

1971 Suzuki Rebel 350cc. Origi-nal, nothing missing. Runs good needs carbs adjusting, cosmet-ics. $400. Must pick up. John Rose, (724) 722-3675, Greens-burg, Pennsylvania

1971 Suzuki T350. All there, all org. Ran when last parked. $350. John, (724) 722-3675, Greensburg, Pennsylvania

1972 Suzuki TS185. Old clas-sic enduro. $450. Scot, (586) 468-8472/(586) 484-6939, Ma-comb, Michigan

For 1972/75 Suzuki, front brake shoes for TC250 and GT250. Rear brake shoes for GT550. William Mack, (865) 983-4204, Louisville, Tennessee, [email protected]

1975 Suzuki GT550 Indy. True

barn find, 13000 mi., motor free, no battery. Needs little to run. Nice bike to restore. Can email pics-$450 obo. Michael Wall, (828) 342-6938, Franklin, North Carolina, [email protected]

For 1981 GS1100E, Parts. Set of carbs, $45. Stock Cams (Less than 17,000 miles) $20. Gas Tank $20. L.H. Side cover W/Good Emblem, $10. Tail-Piece & Extensions (W/Complete Tail-light), $15. Rear Brake Mast. Cylinder, Foot Lever Switch & Spring, $15, Tack Cable, $5. Tack/Speedometer Set (Shows 16,796 miles), $25. Air Box, $25. Patrick Wilson, [email protected]

For 1982 GS1100E, Parts. Head-light Bucket and Fork Brackets, $25. Set of Four Turn signals, $20. Handlebars, $5. Mirrors, $10. Front Brake Junction Cov-er, $5. NOS L.H. Head Pipe & Muffler (Chrome), $300. No. 2 & 3 Head Pipes (Chrome). New (42) Tooth Sprocket (for 630 Chain) $15 (Powder Coated Gloss Black). Air Box, $25. Pat-rick Wilson, [email protected]

For 1983 GS1100G, Parts. Triple Clamp Cover, $10. NOS (UN-PAINTED) Side cover, $15. Pat-rick Wilson, [email protected]

1992 Suzuki GSX1100G. Only im-ported 2 years. Original factory metallic red, and exhaust vg cond.. 19 km, new tires, Cor-tec day bags, sport windshield. This model is a standard, not retro-racer. Adult owned and garaged. Gary Williams, (315) 449-0774, Syracuse, New York, [email protected]

◆ Yamaguchi

1961 Yamaguchi Autopet. 55cc. This is a very rare and cool bike. It is very complete. Engine is not stuck and it goes through all the gears. It has an original black plate. Have tank badges in good shape. Tank will need work or replacement. Bike has cool little parts. Email me for more information about this bike. Francisco, (510) 420-5792, San Francisco Bay Area Califor-nia, [email protected]

◆ Yamaha

For 1960/80 Yamaha 50/650cc, Have quite a selection of NOS parts , parts lists , manuals , and *fiche cards* for Yamahas . Can email a list sorted by their part numbers. John Ruff, (705) 789-4318, Huntsville Ontario, Canada, [email protected]

1962 Yamaha YD1. 250cc. Very good restorable running condi-tion. Excellent chrome, badges, chain guard. Very few dings. Very nice original shape except for inside of gas tank must be refinished. Kurt Allgauer, (630) 205-8205, Chicago, Illinois sub-urbs, [email protected]

Parting Out: 1963 Yamaha 200. Chuck Nagy, (440) 965-5713, Birmingham, Ohio, [email protected]

For Yamaha YDS3/YDS3C Big Bear, 6 volt sealed beam head light. William Mack, (865) 983-4204, Louisville, Tennessee, [email protected]

1966 Yamaha YA6 125cc. Part-ing out: engine $100, seat $50, headlamp/speedo assembly $50, tank $50, wiring harness $25. Also have some misc. bits. All prices + shipping. B. Samms, (208) 664-4462, Coeurd’Alene, Idaho, [email protected]

1967 Yamaha YM1&YM2 305cc. Two complete bikes, one parts bike, and one rolling chassis. Two are Big Bears, other Cat-alinas. Need parts or bikes call or email me. Wayne Modglin, (217) 895-2291, Neoga, Illinois, [email protected]

1967 YM2C Big Bear 305cc. Com-pletely restored, rechromed and cad plated. NOS parts used. VERY NICE Candy Blue. Don’t have time to show it and too nice to ride. I can send pictures. $4,250. David Moss, (316) 992-7458, Derby, Kansas, [email protected]

1969 Yamaha DS6C. 250cc. All original down to the tires. 3300 miles, California orange in color. For the serious collec-tor. $10,000 firm. Stuart Smith, (954) 561-0200, Ft Lauderdale, Florida, [email protected]

1971 Yamaha XS1B. Basket case.


classiFiedsI bought the bike last year at Vintage Days and have been collecting parts to restore the bike. Most of looking is done. 447 crank and transmission acquired to replace broken 256 crank. Huge pile of parts, many NOS. The work is mostly down to cosmetics and reassem-bly. Asking $1100 for the bike and parts. Ellis Holman, (317) 691-4242, Indianapolis, Indiana, [email protected]

1973 Yamaha TX750. 3 bikes, one 1974, and two 1973s, titles for one ‘73, and the ‘74. 14000 miles on the ‘74, and 6000 miles on each ’73. All three for $1200. Call for more info, pictures upon request. Don, (734) 564-7501, Downriver, Michigan, [email protected]

1973/75 Yamaha RD60. Selling 3 project bikes due to lack of restoration time. One complete with title, 2 others 80% com-plete. $600 for all three. Tom Kolenko, (770) 427-4820, At-lanta, Georgia, [email protected]

1974 Yamaha RD350. Suitable for restoration or parts. Engine turns over, seems to have good compression. Was running last summer. $350. Pete Hartung, (313) 433-7966, Royal Oak, Michigan, [email protected]

1980 Yamaha SR500. Very good condition. Fresh motor with Carillo rod, Weisco piston, Bas-sani slip on muffler. New brakes, chain sprockets etc. $1600. Dave, (607) 732-1375, New York, [email protected]

1982 Yamaha Seca 650. All origi-nal, not restored, 3 miles on odometer of this brand new, never registered, 26-year-old motorcycle. Have original tank, not on bike (rust issues). Dave Potts, (904) 268-0027, Jack-sonville, Florida, [email protected]

For 1972 Yamaha XS2 650cc, complete motor with carbs. Low mileage, $500 obo. Greg, (603) 582-0433, New Hamp-shire, [email protected]

1981 Yamaha XS400 Seca. Sweet running and looking Seca 400. Dark blue. Lightweight, stan-dard ergos. Euro (German) jet-

ting makes it run like the cafe racer it was designed to be, pre-EPA strangulation. Asking $900. Email for photos. Chris Lewis, (614) 306-6430, Columbus, Ohio, [email protected]

1985 Yamaha RZ500. Two bikes. Both Canadian models, both with clean MI titles. Bike 1 with approx. 7000 miles. Plastic and paint is stock and in excellent condition. Engine runs strong. Bike has JollyMoto GP pipes, Ohlins rear shock. Has solo rear seat cowl. Currently has bar end mirrors and MPH spee-do, stock mirrors and original speedo (KPH) are included. Gel cell battery. Everything works. $8500. Second bike has 27513 kms (17,100 miles). Bike is in a bazillion pieces. Refreshed en-gine (new seals, rings, pistons) waiting to go back in. Plastic is rough. $2500. New bike arriving forces sale. Pictures available on request. Package deal both for $10,000. Bob Winn, (734) 516-8426, Michigan, [email protected]

1985 Yamaha Vmax. 1200cc. First year. 21000 actual miles. Strong motor. Very clean. $3500. Wayne Modglin, (217) 895-2291, Neo-ga, Illinois, [email protected]

1993 Yamaha Seca 2. 600cc. Ex-cellent bike. Decent paint. Email for pics. $1499 obo. Chris, (910) 324-1227, Jacksonville, North Carolina, [email protected]

MISC. FOR SALE

For 1966 on Kawasaki, Suzuki and Yamaha, hard to find new coun-tershaft and rear sprockets. William Mack, (865) 983-4204, Louisville, Tennessee, [email protected]

I have 100’s of vintage Kawasaki and Suzuki OEM keys for sale. Contact me with key numbers and I will get back to you with price and availability. Also a large number of Kawasaki and Suzuki service manuals. Drew Fon-tenot, (337) 684-6679, Church Point, Louisiana, [email protected]

NOS Vintage Helmets. These brand new full face mid-60’s helmets come with shield. They are perfect for display or paint-

ing to match bike. L and XL only, $69 each. Free shipping in 48 states. Dale Kregoski, (734) 789-8249, Monroe, Michigan, [email protected]

Points and condensers for most Honda, Yamaha, Suzuki and Kawa-saki. Carb Kits for Honda CB500 Four, CB360, Z50 1978/71, Ka-wasaki KZ400/550/650/750 four. Yamaha RD250/350, A6, YDS3/5, YM1 305. R2/R3 1967/69. Suzuki GT250. Parts for older Honda, Kawasaki, Suzuki and Yamaha, includ-ing Honda NOS gray cables. William Mack, (865) 983-4204, Louisville, Tennessee, [email protected]

New Parts. Chrome speedo and tack covers for Honda 175-450cc. Engine guards for Kawasaki KZ650. Magnetic drain plugs for all Kawasaki except Z-1’s. Chain adjusters for Kawasaki KZ900, Honda CB750/550/500, CB/CL350, and 70-125cc. Rider foot peg rubber for Honda 250-750cc. Intake valves for Honda CB/CL350. Intake and exhaust valves for Honda CB/CL450, XL125, CB125, ATC 185/200, TRX200, CB/CL125. Intake and exhaust valves for Honda 1983/84 SL185/200. Exhaust valves with springs for Honda CB/CL/SL/XL100. Exhaust valves for Honda CL/CT/SL70. 156-27413-00 rider foot peg rubbers and 214-27413-00 passenger foot pet rubbers for old Yamahas. Right handlebar switch for Kawasaki KZ400. Rear crash bars for single cam CB750 Honda. William Mack, (865) 983-4204, Louisville, Ten-nessee, [email protected]

For Honda, Yamaha, Kawasaki, Parts. I am a Kawasaki dealer who was one time a Yama-ha and Honda dealer in the 1960’s-1990’s. I have a huge old new stock. Please contact me with part number and I will help you out in any way. My prices are very fair. Scott, (860) 886-2407, Taftville, Connecti-cut, [email protected]

Voltage rectifier/regulators for 1979/82 Honda CB750 C/K/F/SC, 1980/82 CB900 C/F, 1979/82 CBX, 1983 CB1000C and CB1100F. 1981 CB750 custom, chrome head light case

with rims and retainers, also front brake light switch. Chain adjuster bolts for Kawasaki Z1, Honda CB/CL450, CB350F, CB/CL175 and 350 twins, CB/CL77. 1974/78 Honda CB550K, metallic brown frame side cov-ers. Honda CB/CL175/350/450/etc lower clutch side handlebar switch repair part with lever mount, mirror mount and horn button hole; same but brake side and throttle mount. Suzuki and Yamaha old model brake and clutch lever perches with mirror mounts, etc. Honda CB/CL 100/125 ignition switch. Old CB750 ignition switch with square connector. Kawasaki KL250 ignition switch. Kawa-saki KX1300 gas tank and right frame cover in original green. Complete 1986 Yamaha XV700 Virago engine minus carbs. Other parts available. William Mack, (865) 983-4204, Louis-ville, Tennessee, [email protected]

For Yamaha, Honda, Kawasaki, parts. I was a Honda and Ya-maha dealer from the early 60’s to 2002 and an active Kawasaki dealer. I have a huge inventory of brand new old stock. Please email or call. ALL MY PARTS ARE BY PART NUMBER not by bike. When emailing please list what you looking for by make, model, year and part descrip-tion or part number if you have it if not I can look it up. Scott, (860) 886-2407, Taftville, Con-necticut, [email protected]

WANTED

◆ Bridgestone

Bridgestone 350 GTR/GTO. Look-ing for restorable bike, any year. Les Cordes, (408) 353-3448, Los Gatos, California

Bridgestone 200 or 350 parts or complete bike. Stewart Read-man, (352) 637-1496, Inverness, Florida, [email protected]

For Bridgestone 60 Sport, I need the R.H. side knee grip for the gas tank also the side cover screw knobs. Leave message or email. Randy Feldhaus, (605) 772-4353, [email protected]

For Bridgestone/Rockford Chibi


meet the advertiser

Motorcycle Classics of MarylandMotorcycle Classics of Maryland was founded in 2002 by

Chuck Banks. Banks has more than 28 years of experience in the motorcycle industry as a technician, service manager, and full-time enthusiast.

Banks saw the need for classic motorcycle service as, year after year, older motorcycles were being turned away by the modern shops. He decided to open Motorcycle Classics of Maryland to cater to the needs of the classic motorcycle owner. The shop of-fers repair, restorations, high-performance tuning and many other services for older motorcycles.

Banks’ son has joined the shop, and they have expanded their services to include cafe racer customization and modifications, bead blasting, polishing and motorcycle pick up/ delivery.

Banks is a graduate of North American Schools’ Master Motor-cycle Mechanic program and has earned Yamaha’s 5-Star Certi-fication. Motorcycle Classics of Maryland services Japanese and European motorcycles, vintage to modern.

Contact Motorcycle Classics of Maryland at (301) 293-1720, [email protected] or www.mcofmd.com.

classiFiedsDelux, clutch cable: #886 34301 900, choke cable: #888 11501 800, throttle cable: #885 11501 801, front brake cable: #350 34301 800, left handlebar lever assembly push button assem-bly: #107 34301 901, carb rub-ber cap retaining spring: #2178 5000: carb case rubber plug: #2168 5000. John Sharp, (804) 829-2641, [email protected]

For Bridgestone 200 RS, front fender for a 200 RS or late model Bridgestone 175 DT. Top price paid. Jim Trader, (217) 899-7628, Springfield, Illinois, [email protected]

Honda

For 1960 Honda CB92 125cc, seek Keihin PW20 carburetor with 50mm on center mounting flange. I have 38mm PW20 ver-sion to trade/sell. Tom Kolenko, (770) 427-4820, Atlanta, Geor-gia, [email protected]

1962 Honda Cuby. Looking for 19cc engine and any parts or literature. Tom Kolenko, (770)

427-4820, Atlanta, Georgia, [email protected]

For 1962 Honda CB92 125cc, need the following parts: left and right mudguard stays 80122-205-000 and 80123-205-000, complete rear tail light and bracket, rear fender section (mine had been bobbed probably due to damage), left and right aluminum shock bracket covers 50303-205-000 and 50306-205-000. Any help would be greatly appreciated. Tom Laing, (574) 753-2294, Lo-gansport, Indiana, [email protected]

For Honda CB92, look for the fol-lowing parts: Knee pad, front fender, gas cap, chain guard, foot pegs, left side cover, cables, tail light & tag bracket, mufflers, fuel tank rubber mounts, all rubber parts. Jim Gilbert, (601) 853-9853, Madison, Mississip-pi, [email protected]

For 1966/67 Honda CA110 49cc, I am looking for a standard set of rings for my project.

Any help is appreciated. PN # 13010-001-010. M W McAl-len, (410) 820-7834, Maryland, [email protected]

For Honda CA77 Dream, need crash bars. Also misc. oth-er parts. Furl Smith, (260) 925-3124, [email protected]

For Honda CA110 50cc, motor parts or good used motor. Also top end parts for 55cc C105 Honda, piston, cylinders, etc. Pat Guagenti, (847) 328-5789, Evanston, Illinois

For 1960’s Honda C200 90cc, need left side battery cover, exhaust pipe, band for exhaust pipe diffuser, front fender in red. Parts should be BOS or very good condition. Bob Shields, (207) 346-6791, Mechanic Falls, Maine

Honda S90. John Evans, (404) 255-3966, Atlanta, Georgia, [email protected]

For 1967 Honda CL77, front

chrome fender and stays. George Fickett, (804) 541-6264, Prince George, Virginia, [email protected]

Honda CL175. Looking to pur-chase a clean, running, titled CL175. 1970, 1972 or 1973. Does not have to be perfect, just complete. Call or email with pictures. Also, have clean, running, titled 1982 CB125S to trade, if interested. Carl Best, (303) 796-7358, Centennial, Colorado, [email protected]

For 1966 Honda CB450 K0, I need a right muffler. David Farley, (505) 437-0458, New Mexico, [email protected]

For Honda CP450, Can anyone help us with the restoration of a white police 450. Parts list, photos, etc. Brian Slark, (205) 702-8733, Birmingham, Ala-bama, [email protected]

1960’s Honda CB/CL450. Any con-dition wanted. Mark Cilani, (714) 745-1969, Anaheim, California,


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

Regalia Order FormT-Shirts:

... $15Polo Shirts:

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................... $15Coffee Mugs:

......................................................... $52002 VJMC Calendars:

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Shipping Charges $_______

Ship to:

Name:

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SEND YOUR ORDER TO:Regalia Questions?:

[email protected]

1968/72 Honda CL450. Looking for rebuild project would like to find bike around south Loui-siana area. Ted Spillers, (337) 257-7558, Breaux Bridge, Loui-siana, [email protected]

For 1968 Honda CL350, I have 2 engines I would like to have gone thru by a good engine per-son. Chicago or St Louis area.Dana Pyle, (630) 660-6835, Chicago, Illinois, [email protected]

For 1968 Honda CB450 K1, need both gas tank rubber knee pads to complete a restoration of my 450 K1. Will consider buying a complete tank. Bob Billa, (949) 433-3580, La Quinta, California, [email protected]

For 1969/71 Honda CB100 through CB750, I am looking for a tail light lens for the 1969 through 1971 model years. This lens has yellow inserts on the sides. I suspect that it is a type sold overseas, possibly domestic.

Please contact me if you have one for sale. Ellis Holman, [email protected]

For 1969 Honda CL450 K2, front fender in good condition. I am not just shopping, I am willing to pay for it! Also need a good CA160 cylinder head core. Mark Troutman, (503) 703-8511, Port-land, Oregon, [email protected]

1970, 72/73 Honda CL175. Pre-fer a bike that is complete and running with a current title. Call or email with details/pictures. Also, consider CL350 in the same years. Carl Best, (303) 796-7358, Centennial, Colora-do, [email protected]

1969/70 Honda CB750. Rolling basket case K0. Does not need to have an engine but must be substantially all stock. Any con-dition considered. Mike Shoger, (815) 622-3366, Sterling, Illinois, [email protected]

For 1970 Honda CB750 K1, owner is starting a full restoration on this classic. Tips, suggested

resources and lessons learned would be greatly appreciated from any member. Rob Gibbs, (302) 645-9002, Lewes, Dela-ware, [email protected]

For 1973/77 Honda TL125, used gas tank Grey & Candy Sap-phire Blue colours. No dents or few. Laguens, France, [email protected]

For 1973 Honda CB350 Four, need the original 4/4 exhaust or 4/2. Will also buy any other good parts. the Bike is red. Owners manual also. Manny Athans, (480) 558-0640, Gilbert, Arizo-na, [email protected]

For 1975 Honda CB550K, look-ing for exhaust system with no rust and side covers. Bob Kelly, (720) 837-909, Boulder, Colo-rado, [email protected]

For 1975 Honda CB750 K5, left side cover. NOS, Planet blue metallic color would be nice. Charles Gerard, (800) 243-5045, Louisiana, [email protected]

For 1976 Honda MR250, I am look-ing for any leads for a complete bottom end with a good crank, bearings etc. The trans clutch works fine. I just finished “re-building” it 1450 miles back, it is just perfect cosmetically. We put in new rings seals ,gaskets etc. After I took off the Keihin and replaced it with a 36mm Mi-kuni, it has developed a terrible bottom end noise. With Hon-da’s obsolescence policy there are some new small parts I have had trouble getting. I believe the bottom end for MR’s and CR’s are the same in ‘75 and ‘76. Any help I can get greatly appreciated. Frank Elkins, (563) 386-9244, Davenport, Iowa, [email protected]

For Honda MB5, motor. American models preferred. Nicholas Loti-to, (315) 391-3694, Parish, New York, [email protected]

For 1979 Honda CB750K, looking for a nice, stock 4 into 4 ex-haust.. May also fit some 1980’s. Jim Draus, (810) 367-6564, Richmond, Michigan, jjbcuz@


classiFiedsaol.com

For 1979/82 Honda CBX Super Sport, buy and sell, new and used parts/bikes for all years CBX Inline 6 Cylinder Motor Cycles. Website: www.CBX-SuperSport.com Jason, (918) 810-2039, Northeast Missouri, [email protected]

1980/83 Honda CB750 Custom. Looking for a bike to ride. Should be in very good shape, with no modifications. Will pay cash up to $1500, depending on condition. Can pick up any-where in Southeast US. Gary Hatfield, West Florida, [email protected]

For 1982 Honda MB5 50cc, look-ing for the following parts in excellent condition. Headlight rim. Plastic headlight case. Left chrome seat grab rail. Black “ON “-”OFF” ring that fits on ignition switch. Speedometer/tach assembly. Front brake disc. Seat. Turn signals. Mirrors. Left side cover. John Sharp, (804) 829-2641, Virginia, [email protected]

For 1983/84 Honda VT500 As-cot, I am in desperate need of a starter switch/kill switch as-sembly. Please help. Dale, (760) 419-8388, Southern California, [email protected]

1985/86 Honda VF1000R. Look-ing for parts or complete bike. Please email with details. James D. Nold, Sr., (432) 889-8607, Odessa, Texas, [email protected]

Honda NSR250SP Rothman. Low mileage Rothman, would prefer the first year 1988 model MC18 or last model year 1994 Model MC28. Need hi-res photos, bike details (cosmetic/mechanical is-sues), pricing, contact informa-tion. Would prefer a bike already registered in US, but not a re-quirement. Please send informa-tion. Michael, (405) 625-6564, Oklahoma, [email protected]

◆ Kawasaki

For 1971 Kawasaki A1, I need a good set of carbure-tors. Mark Morrison, (309) 662-5371, Bloomington, Illinois, [email protected]

1983 Eddie Lawson Helmet (Bell Star). Looking for full face, Ka-wasaki Team Green helmet with white and blue stripe. Ed, (586) 872-3839

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

◆ Suzuki

1965/70 Suzuki. Am interested in small displacement Suzu-kis of 150cc and under. Please contact with what you have. No basket cases, please. Danny McMillin, (601) 264-6099, Hat-tiesburg, Mississippi, [email protected]

For 1966 Suzuki X6, needed for early X6 (serial #t20 10929): handlebars, petcock, 45 tooth rear sprocket. NOS preferred. Glenn Rumburg, (330) 264-8502, Wooster, Ohio, [email protected]

For 1966/69 Suzuki T20 X6 Hustler, mufflers, low style, must be free of rust, dents, cracks. Needing re-chrome fine. Transmission with minimal or no dog wear, nice forks a real plus. Top dol-lar paid for NICE parts, already have plenty of junk! Dave Brod-erick, (612) 624-0398, Rose-mount, Minnesota, [email protected]

For 1968 Suzuki T500, looking for NOS connecting rod sets (crankpin, rod, bearings, thrust washers) or any parts thereof to fit T500 twin crankshaft. Steve Drane, (250)475-1345, Victoria, B.C., Canada, [email protected]

Suzuki GS1100E. In good condition. I love these bikes and will be willing to pick up. Kirk Johnson, (260) 622-1358, Ft. Wayne, Indiana, [email protected]

◆ Tohatsu

1960’s Tohatsu RunPet Sport 50cc. Non runners OK. Tom Kolenko, (770) 427-4820, Atlanta, Geor-gia, [email protected]

◆ Yamaha

1960 Yamaha MF1 50cc. Seek complete, nonrunner OK Scoot-er from 1960. Tom Kolenko, (770) 427-4820, Atlanta, Geor-gia, [email protected]

1963/71 Yamaha YG1/G5/G6/G7, looking for an 80cc Yamaha, for a commuter bike. As com-plete as possible, but not a mu-seum piece, preferably in the northeast. Rick Comes, (203) 500-2600, Connecticut, [email protected]

Yamaha 80 YG1T Trailmaster. Looking to relive my youth. Dead or Alive. What have you got? A restored yellow one would make my heart sing. Alan Singer, (904)262-8991, [email protected]

For 1967 Yamaha YA6 Santa Bar-bara 125cc, I need a fuel tank and a muffler. David Farley, (505) 437-0458, New Mexico, [email protected]

1967 Yamaha YL2. Street bike. I’m looking for my first Yamaha or one just like it..the single cylin-der 100cc street with single low pipe...anything out there? Jef-frey A. Weldon, (213) 367-4341, Santa Clarita, California, [email protected]

For 1968 Yamaha AS1 125cc, look-ing for a good solid rust free gas tank. Also Bridgestone 200 or 350 and Ducati single 250-450 parts or complete bike. Stewart Readman, (352) 637-1496, In-verness, Florida, [email protected]

1970 Yamaha HS1 or HS1B 90cc twin. Looking for complete bike or any parts. THANKS Fred Klopp, (717) 273-0141, Leba-non, Pennsylvania, [email protected]

1970/71 Yamaha CS3 or CS3c 200cc twin. Looking for com-plete bike, or any parts you may have. THANKS. Fred Klopp, (717) 273-0141, Lebanon, Penn-sylvania, [email protected]

For 1972 Yamaha CS5 200 ELEC-TRIC, I’m looking for 2 parts for this bike. The first is a nice right side cover. Should be in good shape with the stock purple paint. Also I need (1) new, rub-

ber carb to air box boot. Jim Draus, (810) 367-6564, Rich-mond, Michigan, [email protected]

For 1974 Yamaha TA125, need pis-tons and rings. But ANY TA125 part may be of interest. Engine parts - fuel tank… Jack Christer, (714) 944-6840, Southern Cali-fornia, [email protected]

1974/76 Yamaha DT400 Enduro. Will consider almost any con-dition, prepared to do total restore if required. Neil West, (217) 239-9813, Paxton, Illinois, [email protected]

1975/78 Yamaha DT400. Look-ing for a DT400 enduro, project or runner, titled would be nice. Any leads call me. East coast preferred. Voddy Neal, (843) 409-2998, Florence, South Car-olina, [email protected]

For 1977 Yamaha XS 750 tri-ple, need carburetors either 1977 or 1978. Manny Athans, (480)-558-0640, Gilbert, Arizo-na, [email protected]

1982 Yamaha Seca 650cc. Look-ing for a clean, stock, original, and low mileage 650 Seca, the silver and blue sport version with shaft drive, not the cruiser. Top dollar paid for the right bike. John Pavich, (828) 294-0158, Hickory, North Carolina, [email protected]

MISC. WANTED

Want back Issues of VJMC news-letter/magazine. Kirk Johnson, (260) 622-1358, Ft. Wayne, In-diana, [email protected]

For 1960-80’s Honda, looking for Japanese dealer memora-bilia from the 1960s-80s...shop signs, banners, ashtrays, light-ers, clocks, toys, promo items, hats ,etc....please call. Tom Ko-lenko, (770) 427-4820, Atlanta, Georgia, [email protected]

Honda Wall Clock or any origi-nal display item. 1983 or older. Gary Behling, Sahuarita, Arizo-na, [email protected]

Inside - vjmc-florida.org · My wife, Elizabeth, and I flew to Florida for a week March 4. I left...

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