2021 Bikes of the Month
January
1984 Moto Guzzi LeMans III
By Matt Geddry
Looking thru past bike of the month entries it is not hard to notice that Italian motorcycles are under represented; only two, and both Ducati's. Fine motorcycles for sure, but with apologies to Jeff and Rodd, they ain’t no Moto Guzzi.
So, to end the drought of Italian entries, here is my 1984 Moto Guzzi 850 Le Mans lll.
Sometime around the mid to late 2000’s I saw a late 90’s Moto Guzzi 1100 Sport and found it achingly beautiful. I toyed with the idea of selling my 2000 BMW R1100s and replacing it with an 1100 Sport. Guzzi fever had started.
After realizing that my BMW had no resale value to speak of and I still enjoyed riding it I decided to keep it and the thought of owning an 1100 Sport slowly faded away.
Enter Jim Meadows and the 1984 Moto Guzzi Le Mans lll. Shortly after I had considered selling my BMW, Jim purchased this Le Mans and let me take it for a ride near Sierraville, California. The motorcycle was striking to look at, long, low, narrow, and those two great big cylinders poking out the sides forming a 90 degree angle. How very Italian. I couldn't wait to take it for a ride.
After sitting on the bike I first noticed the long but not uncomfortable reach to the clip on bars. It was also hard not to notice how far the clutch and brake levers were from the grips. I recall thinking at the time, “Italians must have giant hands”. The seat let me know it was there, but not for the right reasons. It seemed to be made of wood and shaped for discomfort, just ask my kids.
Time to ride! I put the bike into first gear, clunk, and as I let the clutch out slowly I realize that it has a first gear that feels capable of going 100 mph before needing to shift again. Time for second gear and after a VERY long shifter throw, vroom, I have found neutral. I take another stab at the shifter and clunk. After what has seemed like an eternity I have found second gear. This process is repeated for the remaining shifts to fifth gear. The transmission seems to have four neutrals (possibly more), and gear ratios found randomly laying on the factory floor.
Once able to free my head up from shifting I notice that it is easy for my knees to make contact with those two big cylinders placed directly in front of them. Nothing horrible or painful, just not something I have ever experienced before. But that’s ok, because the engine really is very good, making nice power and wonderful sounds.
When it comes time to slow down or stop I get to experience Moto Guzzi’s early stab at ABS. Moto Guzzi were an early proponent of linked braking systems where the front brake lever only activates one front rotor and the rear brake pedal works the back rotor and the other front rotor. If you primarily use the front brake to stop, not much stopping happens. Again, not what I am familiar with, but when used as the Italian engineers intended, the bike stops well.
As for handling, this is a bike that demands my complete attention. Between the driveshaft causing the back end to rise and fall, the ‘unique’ transmission, and the slow steering, it is clear that it will take many rides and lots of concentration to ride this bike well. Riding the Guzzi is not at all like riding a contemporary motorcycle from Japan which were much more user friendly.
After the ride I realized that the Le Mans was just plain weird and different, and when ridden correctly, was a joy. I was hooked, Kool Aid consumed. It is just one of those motorcycles that is lets me know it is special even if no one else knows it.
I offered to let Jim store the Guzzi in my garage since I had room and became its caretaker of sorts. After several years and many offers to buy it and pointing out to Jim that I was putting many happy miles on it, he finally agreed to sell the Le Mans to me.
Thanks, Jim.
February
1948 Harley-Davidson UL
By Bob Lopes
The 74 cubic inch UL flathead was the high compression version of the original U models introduced in 1936, along with the El knucklehead. Both models share the same chassis. Only 970 UL's were produced in 1948, the last year of production. We acquired the bike at the Mecum auction in Las Vegas last year. The bike was part of Art Bowman's collection. The restoration was performed in 2000 by the well known Clifford "Dink" Corwell out of Chicago Illinois. I'm honored to be the custodian of this great piece of history. A special thank you goes out to Comstock member Gus Assuras for gifting three OEM parts to complete the bike's authenticity, and Matt Verelly at Fractured Glass images for the bike photos.
March
1951 BMW R50/2
By Jim Coe
While living in Las Vegas in 2006, I got a call from the president of the local Studebaker club. He had been in the hospital recovering from heart surgery. During conversations with his male nurse, vintage cars and motorcycles came up. The nurse told him he had an old BMW and was interested in talking to someone about the AMCA. His number was given to me, so I had to call him.
My BMW knowledge was very limited, as I had never even sat on one prior to this. His story was he that he came across the BMW while stationed in Turkey waiting to retire from the Air Force. He bought it, had it restored in Ankara, Turkey, and shipped it back to Idaho via our tax dollars.
While talking we discovered we lived about 2 miles apart. He said his wife hated the bike and he wanted to sell it so he could start on a home addition. We got together and I drove it around the block. Needless to say, I bought it and rode it home .
This was my introduction to "Turk Knowledgy". It had many problems, the generator was a Lucas, not the Bosch, and it never worked. The transmission gears were welded as well as the final drive pinion. Most problems have been redone and it is now a reliable machine.
As far as BMW history , the Allies did not let the Germans build single cylinder motorcycles until 1948. In 1950 they were allowed to build twin cylinder bikes. BMWs motorcycle plant had been in Eisenach, now in Russian hands, they had to start over. They reversed engineered their prewar 500cc, thus the /2 designation. It is a twin cam engine with a timing chain tension-ed by the generator. In 1951 they went to a single cam with a gear drive making this basically a 1 year only model . Production was about 5000. The transmission is a 4 speed with a foot shift and a hand shift. Rumor was they didn't want to discourage the old timers who were used to their earlier hand shift models.
Its hard to track its traveling history, but it was shipped to a distributor in September 1950 in Frankfurt, Germany. I did get the registration book from Turkey and it was there from 1974 until it was shipped to the U.S. in 2004. The years in between will remain a mystery, as with most bikes we come across.
April
1952 Harley-Davidson FL
By Kelly Hogan
During one of my usual Craigslist searches, I found a mid 90's Harley Road King listed in Carson City for a "steal" of a price. Of course, with cash in hand, I went to meet the owner. While poking around the owners garage and shooting the breeze, he informed me that the next day he would be listing his Panhead on Craigslist. At that time I had no knowledge of old bikes, but I had a good friend building a shovelhead, so I called to tell him. Before leaving with my new Road King I assured the owner that I would return the next day to get the panhead, saving him the trouble of having to list it for sale. I don't think I slept much that night, but the next day, we loaded into the truck and went for the score. Turns out "the Panhead" had a seized engine and was in a Shovelhead frame, however he had the original wishbone frame and many other parts to go with it. Not knowing the difference between Panhead or Shovelhead at the time, wishbone frame, etc... I relied on my buddy's guidance. By the way this "friend" of mine would go on to become a founding member of the Comstock AMCA and master builder of old Harley choppers, Knuckleheads, etc...... None other than Mark Lobsinger. This spark lit my fuse for what may now be an obsession for old Harleys. As time went by, I ended up piecing together a Shovelhead out of that deal. My first bike build was a steep learning curve, but thankfully led me to meeting another Knucklehead, I mean rider, Napa Dave Mull. Long story short on how I met Napa Dave, I attempted to ride the Shovelhead from Carson City to L.A. My bike building skills provided me with many learning opportunities (aka BREAKDOWNS). Fortunately, one of those opportunities took place at the Lone Pine, California Napa store. With inspiration from these great dudes, I got the bug to go "all in" and build a Panhead. This 1952 FL started as a set of engine cases. I scoured swap meets and Ebay to find many original parts and after a couple years was able to get this baby on the road. Today, I have over 10 thousand miles on the Panhead, but still enjoy the occasional roadside "learning opportunity."
May
1975 Norton Commando Mark III
By Jeff Park
I purchased a New Norton Commando roadster in 1975. It was not known to be the most reliable bike, it wasn’t the fastest bike, but it was a Norton. Unlike the UJM’s (universal Japanese motorcycles) that were dominating the marketplace this bike had character. Norton had a long history of producing road race winners and great road motorcycles. The rumor was that 1975 would be the last year Norton would be in business. Because of that, I figured it would become an instant collectors item, one that would only skyrocket in value. I was so confident that it would happen, I turned down buying stock in a young upstart microcomputer manufacturer named Intel and instead bought a shiny new red Commando MKIII Roadster. I of course added Dunstall pipes to get the full effect of the 850cc motor. After the ride home from the dealer I vowed I would never sell this motorcycle.
Three years later life circumstances changed and I had to sell the Norton, but I knew some day I would buy another one. After about 35 years, putting one child through college, and getting ready to retire I started searching for another MKIII Roadster. My search led me to a bike for sale in nearby South Shore Lake Tahoe. I contacted the owner and made an appointment to see it. He told me he had just gotten it up and running after a couple of years in storage and it did not have current tags. I rode it around the block and made the deal on the spot. He asked me when I was going to come and get it, and much to his and my wife’s surprise I told them I was going to ride it back to Reno. What could go wrong? A British motorcycle awakened from a two year nap taking a 90+ mile journey, no problem. I was right, no problem it made it back to my home and I have been its happy caretaker ever since. Aside form normal maintenance and a few upgrades it has been a great ride.
I will not sell this Commando, well never say never. A wise man once said, “Everything has a price”
June
1977 Harley-Davidson FX
By Mark A. Lobsinger
“Gallo Del Cielo was a rooster born in heaven, so the legends say.”
-Tom Russell
This motorcycle was the first antique Harley-Davidson I purchased. It was listed on Craigslist up near Shasta. The owner knew very little about it, and said he obtained it in trade for some land. It had a clean title and was mostly complete, but was missing fuel tanks, therefore, it had not ran in the time he had it. I threw some tools and a single fatbob tank into the truck and Kelly Hogan and I made the 4-hour trip. After some wrenching, we were able to get it running and I took it for a spin around the neighborhood. Little did I know that this would be the beginning of a life-long obsession with old Harleys.
I cut my teeth with this motorcycle, as far as motor wrenchin' and fabrication goes. I tore the motor all the way down to the cases and found out it had a new S&S 93" stroker hot setup. I hardtailed the frame and "attempted" to paint the tank, made my own sissy bar and mounts, rebuilt the top end and transmission, etc. The end result was a rough-looking hot rod bobber thing. I loved it though and it took me to multiple Born Free shows in southern California and up the coast, as well as a trouble-free trip to Mexico and back on my first El Diablo Run.
Fast forward a few years and I was deep into various vintage panhead and shovelhead projects. The shovel was being neglected, just collecting dust in its portion of the garage. Then, in 2018-2019, I was in need of a motorcycle project for my high school engineering class to build. Also, another El Diablo Run was coming up in the spring. I decided to use the motor and frame and build a well-built chopper ready to tackle the Mexican highways, 2.1 gallons (around 112 kilometers) at a time. This was my first complete school build, and we had a great time with it. We opted for a panhead hydra glide front end, with 6" over tubes, 16" rear wheel, 21" front wheel, hand shift (of course), small sprung seat, tall enough sissy bar to strap Mexican Doritos to, 4-piston Tokico brake setup, etc.
We finished the build with less than a week to go before my Mexico trip, and I only had time to put a couple of short rides on it. I was confident the motor and transmission were good to go, but a little uneasy about all the nuts, bolts, fasteners, brackets, etc. that teenagers had their hands on. Surprisingly, the bike had zero issues during the entire Mexican trip. The only thing I had to do was tighten one of the solo seat nuts that had wiggled loose.........that's it.
Oh.........I almost forgot. Gallo Del Cielo is one of my all-time favorite songs. I was riding my knucklehead through Oregon the summer we build the chopper and I could not get the song out of my head. When it came time for paint, it just sorta happened.
July
1937 Harley-Davidson Bobber
By Gus Assuras
I bought a 1951 panhead chopper out of Montana with the idea to make an old school bobber out of it. Then came a call from Tar at Dead On Customs. He called to see if I was interested in a 1937 knuckle. I had wanted a knuckle rather than a pan to begin with, so I contacted the guy in Portola and made the deal. It had been in a fire and he was tired of trying to get it back together. He claimed that it ran, so I bought it and put the pan on the back burner.
I got the knuckle running and began the process of making a bobber the way I wanted it. I sold the 1951 to fund the 1937 project. I dechromed a lot of the parts and repainted them black. I added Firestone tire from Coker, 19” on the front and 16” on the rear. I made an air filter cover out of a 1930’s to 1940’s style siren. Paint was done by Morel’s Auto Body.
When I was breaking it in, it started smoking so I pulled the motor and found several problems with it. I sent the motor off for repairs and found out that it had been dropped and the case was cracked. I had the case repaired and a valve job performed. The motor has been reinstalled but I have yet to take it for a test ride.
Blasting Squad wanted a bike for its 2021 calendar and they chose the 37 knuckle for their September bike.
August
1947 Harley-Davidson FL
By Kris Phelps
This bike was a gift to me from my older brother, Eric, who was an Airman in the U.S. Air Force in 1973. Like every other “garage rat” interested in old cars, trucks and motorcycles, he was always on the hunt for great projects. He found this motorcycle in Clovis, New Mexico and knew it would be a positive distraction for his 15-year-old younger brother. Eric made the purchase for $750.00 before being reassigned to a new duty station in Germany. My Dad and I borrowed a pick-up truck and drove from Richmond, CA to Clovis, New Mexico to pick up my brother and the coveted knucklehead.
This motorcycle has taken on many different versions of itself. In 1977 it had the look of a 50s bobber with a 21” front wheel, a Bates headlight, three-inch risers, Flanders #1 bars, dual fishtail up sweeps and a bobtail rear fender. Paint by Kelly Wheeler, black with blue pearl, $40.00, chrome by ABC Plating, unknown cost and an engine rebuild from Armando Magri of Sacramento, CA., $502.00. Total cost: $2,300.00.
The most current version of the knucklehead was assembled as a stock motorcycle with the exception of an electronic ignition and 12-volt system. The exhaust system is once again, dual up sweep fishtail straight pipes. The engine was tired, and so, was rebuilt and brought back to stock by Shoeman’s of Reno. The paint and body work were completed by “Scotty” at Mo Music. The chrome was completed at ABC Plating of Sparks. Risers, frontend springs and offset triple tree were obtained at Paughco. This project began in 2013. Due to slow going financial reasons and other obligations, the project was not completed until 2019. Finally, I can devote my time to riding the other motorcycles in the shop. Building them is fun, riding them is better. Ray Horstmeyer was always available with good information and a helping hand during assembly and wiring. Gus Assuras always had those original off the wall parts available for nothing. Joe Tracy and Dan McMullin were there for the heavy lifting.
To date, I have owned this motorcycle for 48 years. I have no intension of selling as it has always been a part of the family. My wife has instructions to push it in on top of me when I die, unless of course, some guy with a wad of cash happens along first.
September
1959 Ariel Huntmaster
By Jerry Meadows
The First in the Collection
In 1973 while working in Santa Cruz, my brother, Jim found this project for me and brought it up to Reno. I don't have any before pictures and I think it was a rolling chassis and may have even run. I found a parts source in Canada, Nicholson Brothers and built a shed beside our little house trailer to be able to work on the bike.
Since this was about 48 years ago, my memory fails me on some of the finer points. I had the frame sand blasted and brush painted it with a marine paint. A battery box was made. In February 1974, I began on the engine. Motor Machine worked on the head and crankshaft. It had a bad habit of seizing, but once it cooled down, it would run again.
In the spring of 1975, the Ariel had finally proven itself to be more reliable. I had a seat upholstered, an Ariel logo painted on the gas tank and installed a sissy bar. We started what would become known as "Marathon Summer". Sever of us including Jim and Heather, George and Cathy Lindesmith, and Ray and Dawn Horstmeyer would set out after work on Friday night or Saturday morning, go as far as we could, camp and return home the next day. The sleeping bags and cooking gear were bungeed onto the sissy bar. During Marathon Summer we discovered a lot of rural California, removing our helmets when we crossed the state line.
In 1975 I added to the collection with the purchase of a basket case BSA Lightning for Patti to ride and a Norton Commando. As new acquisitions commanded my attention, the Ariel was retired to storage.
In 1998, the Marathon Summer group got together for a reunion at PJ's. We drug out our rides and took the trip down memory lane.
Patti had been after me for years to restore the Ariel, but with the frame missing the rear loop, incorrect gas tank and bent fork, I decided it was better to keep it as a period piece tribute to the 1970's. In 1993 I purchased a 1958 Ariel Huntmaster from Southern California to restore, but that's another story.
October
1971 Bultaco Pursang Mk5 350
By Rodd Lighthouse
For a short period in the mid to late 1960’s to the early 1970’s Bultaco were a major force in the dirt bike scene with their snappy, lightweight two stroke machines winning world championship events in motocross, enduro and trials. The Pursang, their motocross model, was introduced in approximately 1966 as a prototype with a 250cc displacement, and they continued in Bultaco's lineup to until 1980. Beginning in 1971, the Pursang lineup consisted of three displacement options, 125, 250 and 350, and in 1972, a 175 and 200 were added to Bultaco's offerings.
The Bultaco featured in this months Bike of the Month was a gift to my wife. Christy and I moved to Reno in 1999 because she had an opportunity to join an established optometry practice. The founder of the practice, local good guy and gearhead, Gary Arentz, was nearing retirement. Upon learning that his new replacement was a motorcycle rider and that her spouse was into vintage motorcycles, Gary gave his rust bucket, original owner, 1971 Bultaco Pursang MK5 350 to Christy.
Some Comstockers know that Gary was a talented individual with respect to restoring vehicles. He could upholster, paint, weld, buff, plate, etc. He could do it all. Gary offered to repaint and rebuild the Bultaco engine if I disassembled the bike. Not wanting to offend, I partially took him up on his offer. Gary did the paint (frame, tank, fenders and number boards). In short order, he returned all the painted parts, and did a fantastic job. My son and I did most of the rest of the work (buffing; rebuilding motor, wheels, forks and shocks; installing seat cover and foam; and reassembling). Chrome and nickel plating was done by ABC plating. Local Bultaco guru, Lynn Mobley, bored the cylinder, and Dad rebuilt the crankshaft. Miscellaneous Bultaco parts were sourced through Lynn Mobley and Hugh’s Bultaco, an expansion chamber was sourced through Circle F, and consumables were sourced locally.
The Bultaco turned out so nice that we were afraid to ride it and mess it up. Plus, we did not want to break the original Bultaco fiberglass fenders.
November
Dave Brant's BSA Dirt Tracker
By Dave Brant
I started racing motorcycles on a 650 BSA in 1968 at Perris TT track in Southern California. Made enough points to become an amateur in my first year in District 37 but moved to Reno in February of 1969 and District 36 made me start over as a novice. I moved in to Reno up near the university and Charlie Stewart live around the corner from me and if that was not much of a coincidence than going to work at Merle Brennans and having Windy Foreman working in the stall next to me was. Windy built Hondas at home and combined with Russ Huntoon to become number 1 plate in Northern Nevada.
I rode well in my first year in Nevada and earned number 10 in points as a Novice. Second year went just as well and I finished number 10 again and they issued the numbers as permanent numbers and boosted me to amateur. Time to make the BSA a bit faster, Made up a new frame from stock 1968 BSA , modified the fork angle, lightened, mounted alloy wheels (a wide one on rear ...Windy 's idea), Ceriani lightweight forks, Honda 175 double leading shoe front brake, Sifton cam with springs and larger valves, 32 mm Amals for larger tracks..kept the 30 mm Amals for short tracks. All went pretty well that year with the BSA but I ran over my own skidshoe while my foot was still in it at Cal Expo short track on Windy's Honda and put me out for two months. I finished out the year a few points short of Expert.
1973 showed up and I thought a Trackmaster frame was a must have to make my way onto the podium as an Expert. Bought it, built it, could hardly ride it. Had better traction than the old BSA frame but turned so slowly I could not get it thru a turn...took over a year of frustration to get the hang of it. So then I went off in search of more power and the 750cc engines were allowed in open class. Could not afford the "BSA" 750 kit, so I sleeved a 650 cylinder and overbored it to fit BSA 441 pistons. Made a nice difference in torque off the turn.
A crash that put me in hospital for a few days brought an end to my racing ,as the wife said this was time to sell all that stuff and grow up. So I did...sell the stuff. At a later date I got rid of the wife and got more motorcycles....a decision made too late.
The best BSA I built was the '68 framed bike...easiest to ride and really fun. I have cloned it and it resides in my office...no fuel or oil, but ready to go when added.
December
1925 Harley-Davidson JD
By Charlie Stewart
I did not need another motorcycle, but I have no willpower and I’m also a sucker for blue. My interest in a JD started about 40 years ago when I purchased a 1928 motor at a small swap meet at Rancho San Rafael Park. Since that time, owning a JD was always in the back of my mind, but was never a “must have”.
Jan and I went to the Fallbrook run last year and we had lunch with a fellow who was going to sell his 1925 JD. After seeing lots of videos and learning its history, it ended up in my driveway. He was kind enough to deliver it on his way to a day of skiing.
I am not a fan of buying restored motorcycles, but I have too many projects to finish already and did not want to take on another one.
A JD is 74 C.I. It has a 3 speed transmission, intake over exhaust valves (F head). In 1925 Harley came out with a new frame style with lower seat height and a more rounded fuel tank. A previous owner installed a front brake which was not offered until 1928. In 1925 a new Harley JD cost $335. There are lots of Harleys from that vintage and parts are plentiful.
All I need is a stoplight and I am ready to hit the road.
