2018 Bikes of the Month
January 2018
1978 Ducati 900 SS
by Rodd Lighthouse
As a young teenager, while attending the penultimate round of the Grand National Championship with my father, probably 1975, I remember watching the Superbike race at Ontario Motor Speedway, which featured Cook Neilson on his 750 Ducati Super Sport, “Old Blue”. I’m not sure why, but as a thirteen-year old kid, I fell in love with that Ducati. It sounded great and it kicked butt. Since that time, the Ducati 750 Super Sport has been one of my dream machines.
In 1980, my father had the opportunity to purchase a 1978 Ducati 900 Super Sport from a friend. Although not quite a 750 Super Sport, the 900 Super Sport is the next best thing. The Ducati had been in a wreck or two and there were a few things wrong with it, such as a broken fairing, few bent brackets and clip-on bar, but other than that, the bike worked fine. Being the generous guy that he is, Dad let me ride the Ducati around all summer long, eventually allowing me to take it to college with me in northern California, near the Napa Valley, and then to the University of Nevada-Reno. I had a great time riding the Duck all over the place and even taking a few cute girls on rides. Graduating from college in 1986, Mom and Dad presented me with the Ducati as a graduation present. Thanks a lot Mom and Dad!
Moving to Elko for work in 1987, the Ducati went with me, where I continued to drive it around. Trying to impress a beautiful girl during the summer of 1989, I took her for a ride on the 900 SS and she loved it. Within a year of that ride, the Ducati was not running well and it had a flat tire, but the beautiful lass was hooked and we were an item. While trying to repair the flat, I realized that the axle was seized in the hub. Neglecting the Ducati and storing it outside for about ten years, took its toll on my baby, so I decided that I was going to take it apart and fix it up. The bike was completely disassembled and put in boxes in 1990.
Fast forward to 1995, the beautiful lass, Christy, and I were married. Fast forward again to 2010, Christy requested that I get the Ducati running so that I could take her for a ride again for our fifteen-year wedding anniversary, what a gal! After approximately twenty years in a box, I began the long process of restoring the Ducati. Although the Ducati was not completed by our fifteen-year anniversary, it was completed a couple of years later for our seventeen-year wedding anniversary.
I’m so glad that my bride requested that anniversary ride; it motivated me to get one of my all time favorite motorcycles on the road again. Plus it was the pass I needed to spend money.
February 2018
1948 Indian Big Base Scout
by George Lindesmith
The history of this particular scout was unknown when I acquired it from my next door neighbor in 1972. The story he tells is that he had purchased the bike from a “Joe Smith” in San Jose, CA. a few years earlier. The bike at that time was basically a roller. He brought the bike back to Reno and went through the engine. Upon completion and starting the bike it didn’t run right, so he lost interest and the bike sat parked inside his garage, which is where I noticed it. A couple of years later he came over and asked if I would be interested in purchasing the bike. I said yes, as I was excited at the opportunity to own an Indian.
I purchased the bike, which at the time consisted of the 648 motor in a 1934 scout frame. The bike had a Honda 350 rear wheel fitted, a BSA front fork with electrical tape wrapped around the stem to fit the bearing in the neck of the frame. It was also equipped with a fiberglass flat bottom Sportster tank, a custom aluminum oil tank and a ribbed rear fender. The bike also had a flat front tire.
Upon inspection of the bike, it was discovered that it was miss timed and had a blown front head gasket. I found a source for new gaskets (Sammy Pierce in Monrovia) and ordered a complete gasket set. I also provided him with information, what little I had, on the bike in order to learn more about it. I was told it was a probably “Daytona” or “Big Base” Scout, but I really had no clue as to what the real history or value of the bike might be. I pulled the front head, retimed the motor and after reassembly the bike started on the second kick and ran fairly well considering that the Linkert carb was only adjusted with the bike stationary. At this time the bike still didn’t have a functioning front fork.
A year or two later, I met Jim and Jerry Meadows. Jim was very helpful with getting the bike rideable. I was able to locate a custom front end and fit it to the bike along with a front wheel with a small front brake of unknown origin. The bike was now rideable, but I only had a bill of sale, no title. Jim and Jerry helped guide me through the process of obtaining a title for the bike in Nevada, which at the time, wasn’t very difficult. It just took time. Finally I had a title and headed off to DMV to license the bike which went without a hitch.
Somewhere near the fourth of July in 1975, with the bike licensed it went on its first road trip. The Meadows families, 45 Ray, and a couple other bikes headed off to Downieville, CA for a weekend of riding and camping. The bike ran well. This was the first of many camping trips that we went on that summer. We went as far south as Sonora Pass and spent quite a bit of time riding up and down Highway 49. The bike was now pretty much my daily ride.
As time went on I made changes to the bike to improve it. I picked up parts when and where I found them to make the bike more original. I found Scout tanks to replace the Sportster tank. A 741 front fork along with Scout wheels and brakes. I was moving from the chopper 70’s into more of make it more original again. I wish I had understood more of the history of this bike in the beginning. It would have been much easier to obtain racing parts for this bike in the 70’s and 80’s than it is now.
The first 25 years of owning the bike, information was scarce and very hard to find. The internet has proved a source of pictures and information in large quantities over the last 15 years or so. On line I found a gentleman that has made the preservation of the history of these bikes a primary project. He has established a data base to try and locate or account for all 50 of the original bikes built by the factory. Since I had the bike apart to some extent, to fix a failed oil pump, he told me about different markings inside the motor that might provide more clues about the bike. I was able to provide him with pictures and information about my engine and he provided me with information on the builder who modified the engine for racing, where the work was done and the probable name of the rider who raced it. I also was able to do some machine work on the heads to match them up compression wise and I replaced the stock scout pistons with the correct “Big Base” pistons which raise the compression ratio considerably. I am currently awaiting the return of my rebuilt magneto, which should allow me to get the bike running again.
Another “Big Base” owner in South Dakota is helping me track down Joe Smith to see if he can add to the history of this bike. Evidently Joe was in the Bay Area around the early 70’s. He was also a fairly well known drag racer. He raced both cars and motorcycles in southern CA. for many years. My friend came across an article about him in a recent magazine and having heard the story about Joe, he told me about it. I contacted the magazine to see if they would provide me with contact information or provide Joe with mine, but no word yet.
A few details about the engine. It was built by an engine builder in Illinois named Dick Gross. He was famous for building very light weight high revving engines. He also replaced all caged rollers and bushings with ball bearings. The rods on this bike are drilled to reduce weight and polished. The cam followers are lightened and polished. I’m currently looking for some cams to replace the pretty much stock cams in the engine right now. The clutch hub has been turned down from a three row chain hub to a one row hub, with the back of the hub and the clutch disks drilled to make them lighter. I’m told that Dick set up his motors to be turning near 8000 rpm at the end of the straight away. I’m looking forward to getting this bike on a dyno just to get an idea of its capabilities.
Over the forty five years or so that I have owned the bike it has been very reliable. I rode it for years with a battery coil ignition system which was very reliable. A six volt Volkswagen generator provided electricity, but not much light. The oil pump failure about four years ago is the only real mechanical problem I’ve experienced with the bike. I’m looking forward to restoring the bike back to more of its racing heritage.
March 2018
1948 Harley-Davidson FL Deluxe
by Gus Assuras
My uncle George Assuras purchased it April 8, 1948 for $825 out of Salt Lake City at Chris Drayer HD. They delivered it to McGill, NV and uncrated it. He purchased it to get to UNR economically. During these years he traveled extensively including three trips to Canada and rode year round in all weather conditions with Joe Sertic on his 1947 HD, After college he married a McGill school teacher and moved to Reno to work for Sierra Pacific Power Co as an engineer. The bike sat from around 1954 with 32,650 miles on it in his garage because his wife didn't want him riding it.
In 1965, when I was 13, my dad suggested I try to purchase the bike from him. My uncle agreed and back home to McGill it came. My dad told me when I could start it on my own I could ride it so everyday after school I would try until I got it kick started. I rolled it out of the garage and began riding it down the street. My dad was initially mad but actually wanted me to buy the bike so he'd have someone to ride with. I rode it to high school daily 12 miles with no license plates or drivers license passing the school bus daily. I also worked on a couple ranches in Cherry Creek and Currie, NV, riding 35 miles (15 of dirt) to help pay for the bike. It used to smoke so badly I had to change plugs weekly. When I was 15 all my friends were riding Honda 90's or 350's so I asked my dad for one and he said trade in the Harley. Thank goodness I never made that trade! All the girls wanted to ride on the Harley.
Dad and I tore the motor down because of the smoking. Took motor only to SLC HD dealership and was told parts were not available to rebuild so they suggested I bring in rest of bike and trade in on a new one. Returned to SLC and picked up motor without accepting their suggestion. Bike sat apart while I moved to Reno in 1972. Meanwhile I was riding my dad's 1942 but in 1974 or 75 I returned and got the bike and began putting it back together. I entertained the idea of making a chopper out of it but I didn't have that much money. Thank goodness for being broke! Auburn HD agreed to rebuild the motor. Family friend, Joe Sertic, in Ely, had the nicest 1947 HD I had ever seen so I decided to change color from original red to black with chrome. Spent winter months rebuilding bike in a tiny basement with parts throughout the house. Took me, my cousin, my wife, a tree and a come-along to get that bike up those basement stairs.
Got it back together but 22 miles later on Pyramid Highway all I saw was smoke in my mirror so I called Auburn HD and told them of motor problem. They wanted the whole bike brought in but I couldn't trust them. I located a guy at Reno HD who tore motor apart and found they had bead blasted motor and never cleaned it properly so bead blast went throughout motor and wiped everything out. $1,600 later back on road again in 1977. Rode until 1996 and decided to restore to original red color. Tore it down and repainted. Back on the road February 25, 1997.
Been running great ever since, met my dad and Joe many times in Austin and Eureka on Hwy 50 on way to McGill. After meeting Jim Meadows I've taken several trips including Wendover Salt Flats and Dixon swap with it. Recently found an original fender ornament I had seen on an old pic when my uncle owned it on eBay and now it’s totally back to how it looked when newly purchased with original windshield frame, bags, seat, muffler and ornament. Looking forward to many more miles and years of great service!
April 2018
1914 Excelsior 7TS
by Charlie Stewart
Floyd did a lot of work refining this 1914 Excelsior before I bought it in 1993. I had been riding an Indian on the pre-16 tours with Floyd and always admired his motorcycle. I told him to let me know if he ever wanted to sell it. He had some health problems and decided not to ride any longer, so he gave me a call.
My Indian was working well at the time, but I really wanted the Excelsior, so I sold some things and bought it. With the grey, red, maroon paint and shiny nickel plating, the early Excelsior showrooms must have been very enticing for new buyers. The cost was $260 when new – I had to pay a little more!!!
The engine was professionally rebuilt in 1986 and still works well. This model, a 7-TS, has 2 speeds and is 61 cubic inches. It is rated at 7 to 10 horsepower, which on modern roads is good for 60 mph. That is fast for an old bike, but the brakes are only good for 20 mph. I use 28” x 3” car tires. They make steering harder, but the tires last a long time. The tires are made in Vietnam, sold by an American company, and come with the sidewalls pre-cracked.
I have made a few improvements, so now I only have to check clearances, gaps, and make sure everything is lubricated. At the beginning of the riding season the magneto gets a couple drops of oil, the fork rockers get new grease, and the chains get lubricated. The intake rocker arms and all the mechanical linkage needs to be lubricated before riding each day. There are three chains, primary, drive, and pedal start/coaster brake.
The starting procedure is slightly harder than pushing a button on your handlebar. When you are ready to fire it up and it is on the stand, the procedure goes like this:
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Turn on the oil supply
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Open fuel petcock
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Tickle the carburetor
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Choke, if cold
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Get on the bike
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Position one pedal to get a good strong down stroke
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Put transmission in high gear
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Raise foot boards
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Retard ignition with left grip
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Twist throttle in opposite direction to raise exhaust valves
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Peddle like heck
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Give it gas which lowers the exhaust valves
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Advance ignition
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When it fires, put transmission in neutral and open choke
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Get off bike
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Put foot boards back down
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Apply rear brake to keep rear wheel from spinning
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Take bike off stand and set in clip on fender
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Get back on bike, slip into first gear and go.
I have spent my fair share making roadside repairs, and have had a couple of rides in the trouble truck, but this is a great 104 year old motorcycle.
I think Floyd would be happy knowing his Excelsior is still running down the road.
May 2018
1965 Honda CB 450
by Mike Leukauf
This months Bike of the Month is something a little different. Honda's biggest motorcycle in 1965 was the all new CB450 Black Bomber, nicknamed because of low sales at the time. Some say because of the odd-looking fuel tank. Today it is a sought after, rare collectable bike. The magazines of the day were impressed and gave it stellar reviews.
What makes this Honda engine unique, are the overhead cams, with torsion bar valve springs. It was designed and sold to compete with the bigger, faster and better handling British machinery of the day. Weight is a claimed 450 lbs, horsepower was rated at 45, and top speed slightly over a hundred. A 4-speed gearbox was changed to a 5-speed in 1968 along with an all new fuel tank and disc front brake. An ultra rare kit was sold in 65-67 that turned these bikes into scramblers. It included high pipes and a different fuel tank among other goodies.
This 1965 CB450 Black Bomber was bought brand new, in Reno, Nevada at Bill Rudd Honda. For those who haven't heard of Bill Rudd, he was an avid Ferrari enthusiast and his passion was racing them. To finance this hobby, he sold Honda motorcycles. The buyer of this bike was a man named Joe Sheppard. He was the chromer for the Harrah Automobile Collection from the mid 1960's to around 1985. Joe put 10,000+ miles on the bike then parked it in the chrome shop the in 1971, due to a problem with valve train. It sat in the chrome shop for the next 30 or so years amongst the toxic fumes and mists. Needless to say, the bike became completely rusted out from headlight to tail light from the chrome shop exposure.
Bob Abney, the current owner, became a very close friend of Joe Sheppard while working together at the auto collection. Bob mentioned to Joe one day that the motorcycle would have a good home if he ever wanted to part with it. Eventually, Joe gave it to him. For a few more years it sat unrestored, and was garage art in Bob's upholstery shop. When Bob finally got caught up on work a bit, he made a prototype seat, using disco red metal flake vinyl, just for laughs. These seats are almost unobtanium. When, and if you can find one, they're well over a thousand dollars, and still not done to Bob's ultra high standards of upholstery. Next up was to take the motorcycle to an expert on vintage Hondas to have a look at the damaged valve train and rebuild the forks. Comstock Chapter AMCA member, Peter Hipp, was given the task. The engine was gone through, parts were replaced, and it was given a clean bill of health before it was delivered back to Bob's shop.
It sat a few more years ‘til Bob could get caught up again, when it was completely disassembled. Every nut, bolt and washer was removed, ‘til it was a bare frame. The hardware was blasted clean, threads chased, and polished on an emery wheel till everything looked better then new.
Over the next few years the frame was worked over and sand blasted. It was then primed and painted by Roger Wilson. The metal was worked back into shape and straightened, all by hand with zero body filler, by Bob. Roger then primed and painted the tank, fenders, side covers and other small parts. When the paint was dry, friends in the neighborhood helped assemble the bike. With the engine re-installed, it became a roller. After months and years of work, it came together and looked like a new motorcycle again. Bob kept his word to his deceased friend, and Joe would be proud of this labor of love.
Next up on the machine was a proper Connelly leather seat, made to the highest standards, by Bob himself. With the bike complete, it was time to kick the tire and start the fire. It started and ran and was ridden around the neighborhood. Fine tuning of the carbs remains, and this should happen in the near future.
June 2018
1940 H-D WLD
by Ray Horstmeyer
This story is part bike story, part love story.
In 1983, dressed in my best 50’s attire and driving my 1940 Harley-Davidson 3 wheeler, off to the oldies dance I go. I’m there for a while and I see this gal by the dance floor, so I asked her if she would like to dance. Four days later I proposed to her, eleven days after that, Pam and I were married.
Since I hadn’t learned Pam’s middle name yet, and we were in the middle of our whirlwind romance, I thought there were a few things to get out of the way. On our way to the court house, I asked Pam what her middle name was and what color would you like your Harley to be. She answered, “Well first of all, Ann is my middle name, and second, I don’t have a Harley. I said, “I did not ask that, I just want to know what color you would like.” “ How about Porsche red”, she stated? I said, “Ok, let’s get married”.
In our third week together, I was off in search of parts that I did not have in stock as my personal stash was diminishing after building six or seven 45’s fro friends and family. I had a 1938 custom 45 and a 1940 custom 45 three wheeler that I have owned since I was 19 and was excited to be adding one more 45 to the family.
Into the way back machine I went. I remembered Armando Magri at Sacramento Harley-Davidson had a 1940 WLD 45 motor sitting on a shelf that I discovered in 1976. I called Merle, the service manager at Sacrament H-D, and asked if he still had the motor and if the price he quoted me in 76, $175, was still good. He answered, “Yeah, Ray, only for you, seven years later.” Then I called my buddy, Tim, in Roseville at his bike shop and asked if he had a 45 frame. He said, “Yes, and it’s a cherry one, but I gotta get a hundred bucks for it.” I said, “Sold”!
So off to Sac we go to pick up the frame and motor. Now the bike is coming together in my head. I had a complete springer front end and wheel at home, a set of WR tanks, and all the miscellaneous parts, but I was missing a rear wheel assembly. Again, I jumped into the way back machine and remembered my friend Allen has a Hallcraft rear disc assembly with a wheel. After some horse trading, the wheel was mine.
With Porsche red WR tanks and a red frame, the metamorphosis of a pile of parts on the floor was starting to take place into something that resembled a motorcycle. The deadline for assembly for the Reno Autorama was looming, so we burned the midnight oil and rolled the beautiful 45, fresh with Larry Walker paint job, onto the show room floor in March 1984. The 1940 custom 45 won best of class.
A few months later we worked out all the bugs, and August 1984 we were packed down like gypsies and headed for the California coast for a week on the road.
Fast forward 35 years, Pammie still rides her custom 45 and has taken best bike in many shows and our love story continues.
Dedicated to Pammie!
July 2018
1964 H-D FL
King of the Road
by Gene Shields
In May of 2014, I came up with the brilliant idea of purchasing another Duo-Glide and started looking on Ebay. This, of course, was without my wife’s knowledge. My $12,000 bought a 1964 Panhead and I had some explaining to do! I received a call right after bid closing from an eldery lady saying that I had purchased the bike and to come pick it up in Fresno, California. So, reality set in and not quite sure of what I had purchased, we headed out to Fresno.
Looking at my new purchase I saw a radio, box on back, funny seat and a paint job that was painted in 64 by some guy with a pointed beard, maybe Ed Roth? She told me that I was the second owner. Her late husband, her true love, she said, was the first owner. She said any money he had went into the bike. Looking at the speedometer, 11,400 miles, I realized what I had, and could not get it into the truck fast enough.
I went to work replacing all the seals, getting the dog food out of the exhaust pipes, and refreshing the upper end. It needed only one thing….a new paint job. My wife helped with the process and John Pierce supplied us with the paint. We picked the hi-fi turquiose and had my painter Louie Faties get to work on it. I wonder the miles the machine, the ultimate king of the road, has been in it’s lifetime, and hope the original owner, who purchased it in 1964 for $1,400, would have approved of it today.
August 2018
1965 BSA C15 SS80
by Jerry Meadows
I bought this BSA C15 in 1985 for $300 and put it in the “to-do” shed. It was pretty complete as far as the cosmetics. It was missing everything you would take off to do the top end – head and exhaust system. I had purchased it on the premise of Patti riding it.
She finally talked me into getting started on restoring it in 1991. Parts were tracked down and the project was finished in 1993 with a Louis Feliz paint job at $450 which included hand painting the side covers as I could not locate the proper decals. I wish they cost that now. I took it to bike shows for a year then put it in the barn without ever starting it. Patti was riding our little 1962 Honda CB110 until we found her 1976 Honda CB400F .
The BSA Club was hosting the International Rally in 2014 in Northern California so Patti started ragging on me to get the C15 out of the barn so she could ride it during the rally. I was reluctant to start it because I knew the “unlimited-lifetime parts and labor warranty” would begin. After all, it had been in the barn for 20 years.
However, gas was added and a new battery installed. It was kicked through a couple times to make sure the oil was circulating. The only warranty issue was a leaking rocker box gasket and I had to surface the float bowl on the carburetor. I guess I was a better mechanic back then. That crazy little bike started right up and has been running like a top ever since. For a little 250, it has a very “barky” exhaust note, can keep up with traffic (though we avoid the freeway) and quite a bit of compression so I am the “electric” kick-starter. The Lucas puts out more candle-power than her CB.
We took it to the rally and she rode it all over the hills of Petaluma. It has been her primary ride since then. Less confusion in what side the shift and brake levers are on. It has won numerous awards and garners second looks whenever we are out. Lots of “What is it” and “Who makes it”. It made me want to restore its bigger brother, a 1965 B40 SS90. They make quite a pair.
There are a couple more BSA’s in the barn that have been restored, shown and put away without starting. I wonder what they would be like - - - -
September 2018
1965 H-D FLH
Part 2
by Frank Vavra
When I volunteered for this installment of the Bike of the Month I thought my 65 would be on the road. I was wrong.
To recap where I started here is the last article:
“My 1965 Harley Davidson FLH. About 20 years ago I was looking for a 1955, the same year I was born in, and I stumbled across this bike on some web site. I was interested because this was the last year for Panheads and the first year for 12 volt systems and electric starts. It was located in Ohio and I was living in Southern California. I emailed the owner and had him send me some pictures of it. The engine was blown up and it had previously thrown the primary chain so the inner primary was welded. I decided to take a chance and go look at it. It was supposed to be almost all original and the guy needed the money to build a garage. I did my research on what was supposed to be on it and all the tabs too. I flew to Detroit, rented a van and headed to Ohio. When I got there the bike was all original except for a few additional tail lights. It still had the original white grips and shift rubber. I paid him for it and, loaded the bike and boxes of parts into the van and headed back to Southern California. The work on the bike has been slow going, mostly it has been in the garage covered up. I have had other projects to keep me busy like my 1990 Springer Softtail. Now the 65 is almost like my own barn find. I had the lower end of the engine rebuilt by the Bees brothers in Henderson NV when I lived there from 2000 to 2003. I was going to do a total restoration but now I think I will put it back together and ride it. I put new Coker/Beck tires on it, cylinders are bored and the heads just need a little work to fix the chips on the exhaust ports. The carb is out getting rebuilt at Linkert carbs in Vermont. And now it’s about time to put the rest of the pieces together and ride it.”
After this I decided to get in touch with club member John Hoy and show him what I had going on. I decided to have John re rebuild my engine which as it turns out was a very wise choice. The guys that put the lower end together did a horrible job. In December John finished my engine. When I was ready to install the engine, I called fellow club members Dick Toth and Mark Lobsinger for some assistance. Mark provided the muscle and Dick the moral support. After a few tries and then having to remove the battery box, the engine was finally back in the frame after 20 years. But there was more work. The fuel tanks had to be cleaned and sealed. A couple kits of POR 15 fixed the tanks. Then there were the pesky fuel leaks with those steel lines and rubber bungs. Everything leaked. Time to go to Colony and change all the fuel fittings. I also went from a dry clutch to a wet clutch so the oil would not recirculate the clutch dust back through the oil system. Then finally came the time to start it. The first few cranks were to send oil through the engine and turn out the oil light. Then turn on the fuel for the first real attempt. It just cranked and nothing happened. I figured something must be wrong, I was getting spark but no fire. I pulled out the instructions from Linkert carbs and reset the carb to their minimal settings. This time it fired!!!! First time in 20 years. I did a quick video to show it really was running. The only thing was the generator light would not go out. I got another generator and installed it but that didn’t help. Voltage regulator was the next replacement. That still didn’t help. Tried the old generator still nothing. So I figured I would go with a solid state regulator. Got one from Cycle Electric and installed it. I also made new electric lines from the generator to the regulator. Tried to start the bike but the starter would not work. Nothing. I previously replaced the starter switch so I trouble shot that and it was working as it should. I put back in the old new voltage regulator and it worked. By now lots of head scratching was going on. I called the Cycle Electric guys and they were confused too. They said you don’t need a voltage regulator to make the bike run so it must be electrical. More research and I found out that in mid 65 the factory started putting in a fused link to the voltage regulator and I even found a copy of the service letter when the bike would go back int the shop they would put in this fuse. Only problem is I haven’t been able to locate this fuse on my bike. So I thought I would check the new battery to see how it was holding up. Got out my trusty $300 Fluke meter and only got 1.5 DC volts on the battery. Great, now my new battery took a dump. But then I thought something else must be wrong. I rummaged through all my junk and found an old meter that had a volt meter in it. Checked the truck and it had 12 volts. Then checked the bike and it had 12 volts also. Time to order a new Fluke meter. So with the new old style voltage regulator back on another attempt to get it started. Now the solenoid started acting up so it got replaced too. Another attempt to start but the starter would not keep engaged. Now there is a new starter sitting there in a box. I had to get Jan’s 13 Street Glide Trike ready for our Sturgis run and my 03 Road King.
Wish me luck, I hope I do not have to do a part three for the bike of the month.
October 2018
1942 H-D FL
by Gus Assuras
In 1942 during the war Harley Davidson produced 799 FL motorcycles and delivered 13 to Salt Lake City, UT. They went into service as police bikes for four years. It was 1946 and my dad, age 28, decided to upgrade from his 1936 VL74. Chris Drayer's Salt Lake City HD had the 13 police bikes for sale. Dad had his pick. They gave him $15 on the trade in and he paid $625 for this 1942. Friend Steve Sankovich also purchased one with no trade. That trip back to McGill, NV across the Bonneville Salt Flats began a lifetime of riding and enjoying many trips throughout AZ, NM, NV and UT.
This 1942 provided such great service he never felt a need to replace it. Some cold winter months he would take down the motor, mic it and put it back together to be ready for the next riding season. In 1980 he decided to overhaul the bike for the first time. He said it felt like it was losing a little compression when kicking on it so he and friend Joe Sertic went through it and put it back on the road around 1990. Diabetes was affecting his feet and it became too difficult to kick over so he quit riding. I tried to get the bike to Sparks, but not a chance. He let me ride it around White Pine Co. when I visited and then it went back into the basement. He would sit on a stool, have a beer, look at that bike and reminisce about all of the fun rides he went on over the years. About two years before he passed he said come and get the motorcycle. He was done reminiscing. I had been riding on that motorcycle tank since I was 2. At age 4, I went to the back carrier and was replaced by my little sister. I believe every kid in town rode on it one time or another. My dad loved giving kids rides.
My daughter also rode on it at a very young age and would fall asleep across the gas tanks. I am now a papou (grandpa) of two grandsons. The 6 yr old is always ready to ride but the 2 yr old is just sits on it for pictures! Today the bike remains original except for rewiring and tanks and fenders have been repainted. I plan on riding this 1942 and sharing it with them for many years to come.
November 2018
1946 Indian Chief Bobber
by Rodd Lighthouse for Victor Hounsell
With so much emphasis put on who owned, or who rode what these days, Victor Hounsell must have the most valuable motorcycle in northern Nevada. Victor’s 1946 Indian Chief bobber was made for the movie “Hell Ride”, and the Indian was ridden by the character Comanche played by Eric Balfour. “Hell Ride”, presented by Quentin Tarantino, written and directed by Larry Bishop, and produced by Harvey Weinstein, starred several famous actors including David Carradine and Dennis Hopper. Although, according to Victor, “Hell Ride”was the second worst movie ever made, a lot of famous people have ridden, sat on, touched, and seen Trigger, the movie name given to the Indian bobber.
Victor purchased the Indian off of eBay from a movie prop house in El Segundo, California in 2008. Apparently two identical bobbers were made for the movie, the actual bike and a back up. When the movie filming was complete, both bikes were sold. With the purchase of the bobber, Vic received a certificate of authenticity verifying the bike was the actual bike from the movie.
Although the Indian was custom built for the movie, it is a matching numbers machine and it runs great. When Vic acquired the bike, he swapped out the battery and gassed it up, and the Indian started on the second kick. Victor occasionally rides Trigger to Saturday Coffee. When you get a chance, check it out, it’s pretty cool.
When asked what the worst movie was, Victor replied, “There is always a worse movie”.
December 2018
1955 Cushman 710 Highlander
By George Canavan
I was visiting The National Automobile Museum recently when I ran into an acquaintance who wanted to tell me about his latest yard sale score. During a mid-week parts run he came across a gent with a front yard full of tools and machinery. If that was not interesting enough, there was this two wheel contraption front and center. The object with wheels turned out to be a Cushman scooter from the ’50’s. A deal was struck and the object was loaded up for transit.
Enter the wife who questions the wisdom of the purchase. Drama! We have all been there before and have practiced our defense mechanisms. This time the tale of restoration and profits fell to callous heart dagger eyes. Seems that this was not her first rodeo either and she had well practiced defense mechanisms too. In the name of domestic tranquility, regular meals and not bunking with the Chihuahua on the couch, a deal was struck. Immediate sale was in order.
After a short conversation, he convinced me of the restoration potential and sheer joy of opening my horizons to two wheel adventures aboard a machine of challenged stature. A deal was struck and the object was loaded up for transit.
So, what is this thing? Enter, the back story. As vehicular folklore would have it, Everett and Clinton Cushman were the founders of said company back in 1903. Their forte was small engines primarily for stationary applications such as pumping, agricultural use and even lighting. Eventually, one of their engines was put into a home made scooter in 1936 by Robert Ammon, son of the company’s owner Charles Ammon. The scheme was to enter the transportation market as a line extension to sell more engines.
Cushman went on to sell many engines in their scooter line as a result. There were several variations to both engine and scooter lines as time progressed. Wheezing two horsepower scooters developed into double digit horsepower cruisers capable of sustained speeds exceeding 40mph. Eventually OMC purchased the Cushman company who produced the Silver Eagle in the early ’60’s.
What was the “hook”? Why would people buy a Cushman Scooter? America and American’s transportation needs were shifting rapidly in the 40’s, 50’s and 60’s. For instance, gas rationing made fuel economy an essential during WWII. In the 50’s suburban sprawl put school, work and entertainment out of the reach of the bicycle. Freedom to choose when to depart and arrive also held an advantage over public transit too.
Back to the moto of the month - True to form, this Cushman had come with the usual issues. A carb without gaskets, a fist full of bare wires that were twisted together and the nebulous bill of sale.
The mechanical bits can be worked out in the usual ways. Documentation was the most concerning issue. When a Cushman falls out of favor, it degrades into yard art or a man cave trophy always beyond the grasp of the DMV for years into decades. If you don’t have title then you can’t register it for road service. If you can’t ride it, why bother! At this point the dialog becomes terse at the DMV. Application? Yes. VIN inspection clear? Yes. Insurance? Yes. Title? Well, that’s why I’m here. Please step back from the counter. Next!
Well, there are ways and then there are ways to reenter the DMV system. If you have one or more vintage vehicles you have experienced this problem or have heard stories of these solutions. Some good, some expensive, some should not be mentioned here. The state of Nevada has an interesting documentation path to secure title. Township judicial systems will entertain applications for “Submission Without Action” or an “Order Vesting Title”. These legal proceedings follow a set format. Application to the court, a DMV VIN inspection, a statement of facts and supporting documentation. Pictures, a bill of sale, prior receipts, etc to establish a flow of ownership are all essential to supporting your position. The court reviews the docs, does a vehicle background search and decides - denied or success. Success is defined in these words in the decree,
“…the court finds that it has jurisdiction over the parties and the vehicle in question, it is hereby ordered that the title to ____________ VIN # _____________ hereby is vested in Plaintiff as full and complete satisfaction of the judgment…”
And that as they say is a beautiful thing. What was a pile of parts is now a legal vehicle; title and registration impediments are absolved.
