2024 Bikes of the Month
January
1964 Parilla Grand Sport
By Jon Jacobson
This machine represents the last version of the well known Grand Sport model, Parilla's sportiest road bike. Designed to easily be turned into a club racer on the weekends and back into a high performance street bike during the week. This is the version made when the factory was in finacial trouble and on the verge of closing. They used many more common parts as used on other models to cut cost. A much “tamer” version than the previously produced examples:
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Standard footpegs instead of the folding rearsets and levers
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Fixed kickstart lever instead of the complicated foldout version found on previous GS and MSDS
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22mm UB series Dell'orto instead of the more expensive and larger SSI Dell'orto
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Still with the hi comp piston and X1 camshaft
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Normal road gearbox ratios
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Triangulated frame is common with higher production Tourist and Trailmaster models.
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Most came in the more common and traditional silver with black paint scheme on the tank and black rolling chassis (inspired by the Manx Norton) but other paint combinations were available if inventory still existed. This example is painted in the blue and silver scheme which is likely the most uncommon, if not the most beautiful. The last GS normally came with a flatter seat covered in a black vinyl with white piping but again, if inventory of the older “bump stop” style seat existed, you could get that as well, as this example has. Clipons or Sport bars were available in Europe – I opted for the less common Sport bars which is a top fork clamp with low bars intergrated into it as these are not really seen outside the USA too often.
The frame, suspension, electrics are all in original, unrestored condition – only the Grand Sport body work, Sport bars, and seat have been restored so I would call this in about 60% original condition.
February
1935 Harley-Davidson VD
By Larry Doane
In my 20’s I had a Harley 45. On road trips with friends who all had more powerful bikes, they liked to sprint up long grades. That left me trying to keep them in sight. I wished for a larger, more powerful bike every time. After a couple of years the 45 was sold/replaced with a BMW R75/5. Thirty years later I had the thought that if I didn’t build the “big powerful 45 style bike” I would never get to it.
So, what I ended up assembling in my 50’s is this much modified 1935 Harley VD. The engine is a stroked VD. It displaces 101 cubic inches. The transmission is a 1952 4-speed with ratchet shifting, normally used in a hand clutch/foot shift machine.
Long ago, I was warned by Bob Ross (Motorcycles Only, San Pedro) to never cut up or modify, good original Harley parts. So, most of the sheet metal parts on this machine are repop parts.
As purchased, a basket case exMexican police bike, many parts were missing, like the transmission, fenders etc. So, here’s a list of parts I used:
Aftermarket FX fenders
K model saddle
Primary cover, inner and outer, Knucklehead
Rear hub and brake drum, Knucklehead
Tool box
Front wheel, Triumph
Horn, BMW
Generator 12v , with Bosch regulator in tool box, Sportster
Carbuertor, Keihen from 1978 FX
Lots of aftermarket bits for various year Harleys (switches and such)
Aftermarket mufflers and pipes
The engine is an experiment I pieced together:
VL cases and timing cover
5 ¼” stroke, aftermarket flywheels
Evolution Harley pistons on Shovelhead connecting rods
New camshafts made with more lift/timing
Replica UL cylinders and heads
The bike has been on the road since 1999 and is well received:
First place trophy at Hanford in 2001.
Cover bike for In The Wind magazine, September 2002.
In the end, it’s just a rider I enjoy. It is not a racer or show bike. It was built in my garage next to the gardening tools. Style? About a 1950 Bob Job, as my memory guides me. Yes, I was alive then and had eyes wide open when it came to motorcycles.
March
Trackmaster Norton Dirt Tracker
By Charlie Stewart
NASTY NORTON
I was racing a Triumph that had seen better days when Ron Smalley, friend and local Norton dealer, offered to sponsor me if we built a Norton for TT Scrambles. Because of injuries from previous crashes I had lost some of my nerve, but racing was still fun, so I decided to take him up on his offer.
I ordered a Trackmaster frame and Ron supplied the engine, transmission and primary. Some Nortons received water damage on the voyage from Great Britain. So Norton Villiers removed the Combat engine, transmission and primary and sold them to dealers as a package, Norton riders who purchase parts now days will appreciate this, the complete package for $425.
I had quick change wheels, Ceriani forks, plus other parts from the Triumph so work started right away building a race bike. It was not just a bolt up job.
With the frame came aluminum mounting brackets. The engine, transmission and primary would not fit. I phoned Walt Mahoney, who owned Trackmaster at the time, and explained my problem. I was told no two Trackmaster Nortons are assembled the same. He sent a large sheet of aluminum and said when I got mine to work to send him the template. More on this later. I wish that was the only problem.
Much was done to make the engine reliable and also increase the horsepower. Main bearings were updated, parts were lightened and polished, the radii on the crank journals were changed plus other work.
Norton rocker arms have an oil passage inside but not in the same place on every arm. After grinding through to the oil passages on a couple of arms, I took a box of rocker arms to Sacramento to have them x-rayed. The ones with the oil passages toward the center of the arm were chosen to lighten and polish.
Though it was heavier, I wanted to retain the stock Commando 3 row primary instead of going to single row.
Of course the inner and outer primary covers were too long, so an inch was cut from the inner case and welded back together. A homemade aluminum outer cover had to be made. The cover was cut out of an aluminum sheet, a hole was cut for the clutch, and the bottom of an aluminum cooking pan was welded on for the clutch cover.
The transmission had to be mounted rigid, so I used a slipper from a Triumph with a bolt to take up primary chain slack. Ignition was to be constant loss battery, so the end of the crank was cut off where the rotor would mount.
First time I raced the Norton it was leaving a black streak down the entire front straight. I thought this thing had crazy horsepower to lay so much rubber down. Trouble was the streaks were oil and not rubber. It would not scavenge the crank case so it would blow all the oil out the breather. It was a mess!!!
I got really good at taking apart and assembling the engine but could find nothing wrong. After a lot of head scratching, a call was made to Mr. Slark at Norton Villiers. He said to send him my crank cases and he would check them personally. My engine cases were returned plus a new set that were modified and ready to be raced. Norton Villiers appreciated anyone racing a Norton and was more than willing to help.
When finished the Norton was light and made good power, was reliable and fun to ride. Thanks to Dave Brant for continuing the sponsorship after Ron sold his business.
Charlie Stewart 4N
April
1961 Honda 305 Dream CA77
By Rocky Phoenix
My wife and I own a brace of Honda 305 Dreams, both an early version (1960-1963) and a late version (until 1967). The blue bike shown is the early version (1961) and the red bike is a late version. Differences are minor, fuel tank shape, mufflers, rear fender stays, etc.. Suffice to say for all intents and purposes both bikes function the same.
I have owned the three common versions of the Honda 305 sold in the U.S.A. The Scrambler, the Superhawk and the featured bike, the Dream. For some reason I’m drawn to the style of the Dream. The styling is unique, but very functional. The fully valanced fenders offer excellent wet weather protection, and the fully enclosed chain case reduces the need for daily chain maintenance.
The shop manual shows a top speed of 87mph with the rider in a crouched position. I think that’s stretch, unless you’re going down a mineshaft! The manual also claims a maximum horsepower of 23 @ 7,500 rpm. It might make that claim, but you won’t know when it arrives as the bike is not equipped with a tachometer. My strategy for max power is to rev the engine until it sounds like a turbine and then shift. So far no bent valves! The one believable stat from the manual is the dry weight of 373.8 lbs.. It is slightly on the heavy side, but it does have an electric starter!
The Dreams garner a lot of attention when we are out for a ride. Typically a person of an older age that we meet will reminisce with us about them having “owned one just like that when I was a kid!”
May
1983 Harley-Davidson XR 1000
By Rodd Lighthouse
As I have previously written, my father was almost exclusively into British motorcycles when I was young. That trend lasted until 1983 when he purchased his first Harley-Davidson Sportster XLX. The Sportster was a clean, no frills, nice looking machine that sold for less than $5,000. Dad really enjoyed the little HD which started a new obsession. Within a year of purchasing the XLX, he purchased a 1983 Harley-Davidson XR 1000.
Dad was an avid dirt track fan and really appreciated Harley’s XR 750 racers. The top end of the XR 1000 is very similar, if not a copy of the XR 750 externally, and Dad had to have one. Ultimately, this worked to my benefit.
Dad ended up preferring the XLX to the XR. Although neither bike was a touring machine, he ended up doing a fair amount of traveling on the XLX. Home from college during the summer, I was able to go riding with Dad and I got to ride the XR, which at the time, I really enjoyed.
A couple of years later, Dad graduated to a Harley Low Rider and the Sportsters (XLX and XR) were sold. As was typical with my father, he loved to reminisce which naturally led to him regretting selling his Sportsters.
Fast forward 35 years, Dad ran across an XR for sale. Now somewhat of a collectors item, Dad paid significantly more for his new used XR than the bike he purchased in 1983.
Due to declining health, Dad never got to enjoy his new XR before he passed away. As the executor of Dad’s estate, my sister agreed for me to acquire the XR, the bike shown in the photo below. In 2023, I decided to get it running.
I am not certain, but the XR appeared to have some performance work done to it and it seemed to run better than the XR that I rode in 1984. As much as I appreciate the XR, especially the engine, it wasn’t meant to be. I am not nearly as flexible as I was 40 years ago, and my back aches just thinking of bending over. I decided to put the XR on the chopping block. It was sad to see the it go, but I was grateful for the opportunity to ride an XR again.
June
1956 Triumph Tiger T110
By Mike Menezes
It was early spring of 1997 when I met an older gentleman while visiting a mutual friend. Over lunch we talked motorcycles and he mentioned the old Triumph sitting in his garage. He bought it new in 1956 but hadn’t ridden in years due to his declining health. Having owned a few Triumphs in my day I just had to check it out. So there it sat in a dark corner covered in years of dust and dirt sitting directly over a good sized oil spot and right beside an equally neglected 1967 427 Corvette convertible, but that’s another story.
There I was hovering over a one owner 1956 Triumph T110 aluminum head 650! The original metal nacelle was long gone. On top sat an aftermarket 1 ½ gallon peanut tank that was half full of stinky old gas and painted in faded 70’s metallic green. The seat was falling apart at the seams and both tires were flat. A front end from a 1969 model was fitted to the neck with makeshift stops, a Bates headlight, no front fender and a homemade dashboard. The icing on the cake was a set of ape hangers and JC Whitney bobber style mufflers. While I’m taking this all in my new friend looks at me and asks if I wanted the bike…..Heck Yeah!! I exclaimed and he handed me the original 1956 pink slip with no money changing hands.
He told me the story of how the bike was stolen in 1969 by a young kid who rode it from Thousand Oaks to Victorville apparently to score some illicit drugs but ended up T-boning a car instead. The kid survived but the bike needed a complete front end plus a gas tank and mufflers. None of these items were readily available at the time for this model, so with help from the local dealer he did what he had to do.
I took it home that day and got to work. I had a used Sportster tank and Corbin seat in my parts inventory that kind of worked, and then found a front fender and OEM handlebar at a local British shop. It took a few weekends to clean it up and get it back in one piece. After lots of kicking and bad words I got it running good enough to ride the 10 miles back to his house where we celebrated with a beer, lots of smiles and a commemorative photo. That photo ended up on page 76 of the July 98 20th Anniversary issue of IN THE WIND magazine adjacent to an attractive bare breasted young blonde, but that’s another story.
A few years later our friend passed away so in his memory I had a laser etched badge made which I attached to the right headlight mount. Back in 2019 he would have turned 100 years old. For sentimental reasons I could never sell this bike and occasionally while riding on a scenic backroad I’ll reflect on how it came to be under my care. May he rest in peace.
July
1962 MotoBi F3 Daytona
By Jon Jacobson
This is 1 of 5 specially prepared racing bikes shipped to the USA by the MotoBi factory to compete in the 1962 FIM US Grand Prix at Daytona put on by the USMC, who were competing against the AMA in those days. It is one of two 175cc machines sent over. There were also two 125cc and one 207cc machine prepared for the event. It's in 100% original, unrestored condition including tires. The machine was built in the factory race shop under the leadership of Primo Zanzani, the manager of the the racing team and chief engineer responsible for development.
This machine finished a fine 3rd place in the 250cc race, ridden by Bill Powers. Pretty impressive when you realize they were competing against the works Honda RC162 four cylinder 250cc machines. At that race they did not run the full banking, primarily just the tight infield circuit, which prevented the Hondas from using their big power advantage. The MotoBi took full advantage of its' lighter weight and better handling to demoralize the Honda riders, forcing them to withdraw from the race after only a few laps. The riders involved also credit much of the success of the MotoBi to the fantastic Oldani magnesium front brake and the tuning/preparation by Zanzani
This bike had not been seen in public since the late 1960's, residing in the garage of Bill Powers in Indiana, until his son brought it up to the AMCA swap meet in Wauseon, OH in 2018 to sell it. A good friend of mine was there and, knowing I'm a MotoBi nut, sent me photos, saying “I think you're gonna want this”. To make a long story short, I bought the bike.
Specifications
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2 valve head – push rod operated valve train - 17-20 hp @ 9000 rpm – safe revs to 11,000
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62 x 57 mm bore and stroke – 10.5:1 compression ratio
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Dell’orto SSI 22.5mm to 25mm depending on racing circuit
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Oldani 200mm front brake. Amadori 160mm rear brake
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Suspension: Bonazzi 34.5mm “F3” forks, B.E.B. Rear
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Special “DS” frame with extra support for swingarm axle to prevent twisting
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Hand formed aluminum fairing
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Complete bike weight = 96kg/210 lbs with fairing
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Owner: Jon Jacobson
August
1948 HRD Vincinet Rapide
By Robert Conn
The Evolution of HRD
So --- What is and what was HRD? The Man – the machines, light years ahead of the years they were from.
The Man.
Howard Raymond Davies was born in 1895 in Birmingham, England a time when the world was beginning to get an interest in motorized bicycles. What a perfect time for a young boy to get on board! By the time he ended formal schooling, motorcycling was in his blood, as well as a competitive need for speed. Howard joined local clubs and went to work as an apprentice with the AJS company owned by five Stevens brothers that had started up in 1897. At that time they were a small production numbers company, turning out only a handful of touring bikes. Early on, with an eye on “sporting” events he hooked up with Sunbeam and rode in Scottish trials, piloted sidecar, then moved to Diamond Motorcycles, only to be rehired by Sunbeam for junior member for Isle of Man TT Senior race of 1914. At the ripe age of 19, he finishing second, making his mark in racing.
Soon after, it was off to war, first Army, then Air Force to pilot and got shot down twice, mistakenly reported as killed in action. Nevertheless, Lt. Davies returned home to AJS and rode 350 and 500cc in the IOM TT in the early 1920’s with mixed reliability. Some wins and some DNFs. Not good enough for HRD, so in ’24 he helped design along with Massey Arran and produced the 80 and 90 series, using JAP engines. In addition to winning at IOM 1925, HRDs were getting noticed internationally with wins and records in Australia, Japan, Germany and Italy.
Tough economic times in the 1925 General Strike forced HRD into voluntary liquidation, selling to Ernie Humphries who then sold the name to Philip Vincent. After selling the company, Davies worked as a traveling rep for Alvis and Star cars, then got a mistaken call-up for WWII military duty – but wound up unemployed again when the company he worked for folded. Jobless for a while, he became depressed and attempted suicide by gas fire only to be rescued by his wife. With a new lease on life, Howard started his own business and was a manufacturer’s agent ‘til bad health, and died Jan 3, 1973.
HRD and his insight into speed and reliability carried forward, integrated into the future HRD designs and models by Philip Vincent in the Comet, Rapide and Black Shadow. Under new ownership, HRD Co., Philip Vincent designed, manufactured and produced the Series “A” Rapide in 1936 with 45 bhp at 5,500rpm, a 50 degree, 1,000 cc, V-twin, with a 4-speed Burman gearbox, boasting that it would do 100-110 mph.
After the war ended, the Series “B” was introduced and was the same displacement and engine with 7” dual brakes and Brampton forks (later switched to Girdraulics), with Vincent 4 speed gearbox and Vincent sprung frame. The “B” model topped out at 110mph, would do 60 in first gear and lug and chug down to 20mph in high gear – a great touring sidecar machine with plenty of grunt. It wore Avon Speedster tires, 20” front, 19” rear, and weighed in at 455 pounds to give it that well-planted feeling and handling/manners. The “B” Rapide soon was a hit with touring, rally and racing, as the Works in Stevenage were hopping-up the model for more speed. Obtaining speed and reliability not often seen in a race bike, famous record holders began to emerge. The series “B” design further evolved in to the “sporty” Black Shadow series “C” with upgrades. That is to say, faster – more than 2 miles in 1 minute,125mph.
Phil Vincent changed the company name in 1948 after being in the US (H-D country) and thought there would be identity confusion so he changed the name to The Vincent Co. to avoid confusion. The Vincent Black Shadow, then an upgraded Series B Rapide became the fasted production bike in the world until those pesky Japanese came along with those Kawi’s.
A heartfelt Thank You to HRD – Howard Raymond Davies and to Philip Vincent – Nice Vision and Nice Work!
September
1937 Triumph T-80
By Mike Hammond
I have been asked by the local Comstock Chapter to write a short piece for the newsletter. The temporary motorcycle display down at the National Auto Museum provided a suitable topic. My son, Andrew, entered three motorcycles, a 1974 Norton, a 1957 Triumph TR-6, and a 1937 Triumph T-80. I entered the only show quality bike I own, a 1949 Triumph TR5 T.
Andrew has developed an interest in collecting and showing older motorcycles recently. This is a new concept to his 'ol Dad, I have (up to this time) only kept bikes that are actively being ridden. The '37 Triumph is a beautiful restoration that was done by someone else, I personally would rather display my own work. However, not all people have the necessary skill set to build a suitable show entry. Is it ok to display an object that you yourself did not produce? This question will probably stir up quite a bit of debate…
As to the '37 Triumph itself, we took it down to the Yerba Buena show in June. The AMCA rules specify that all entries must run. Andrew asked me to look at his bike and maybe get it running. The T-80 had a fresh engine, beautiful paint, sparkling chrome and had never been filled with oil. It took a couple days to get it going and revealed several interesting things. As beautiful as the restoration was, it was incapable of running. The timing had never been set, the valves never adjusted, there were a few wiring errors, and the carburetor was missing internal pieces. This makes me wonder if all show bikes are unfinished. At the Mecum auction you see 100's of bikes, they're pretty, but do they run? Is a restoration truly done until you hear it rev up?
After I finished working on the old Triumph we HAD to go around the block. It was surprising how strong the motor was, after all it's only a single cylinder 350c.c. According to the factory brochures it will go 80 m.p.h. Hence the T-80 designation, the 250c.c. T-70 will go 70 m.p.h., the 500c.c. T-90, etc., etc. Handling was somewhat spooky with girder forks and rigid rear end. It was great fun watching that great big 'ol headlight bobbing up and down. Brakes were a little sketchy so one needs to plan ahead. This motorcycle has one serious problem, it leaks like the Exxon Valdez. I'm not sure if it's poor workmanship or possibly all these oldies do that. Dunno-
The ACMA show and judging procedure was completely new to us. Andrew entered the '37 and I entered the '49. My '49 was a 100-point Grand National Champion in 1993. Regardless, as the new owner I had to enter the junior class, starting all over again. That was only the first shock of the day. Andrews' T-80 scored 96 points which I thought would be worthy of some sort of recognition. The AMCA judging and scoring procedures are structured to encourage continued participation. The first time you enter you receive a score. The association then wants you to work toward receiving a higher score at their next event, hopefully addressing the items that were called out. Eventually you might receive a 100-point score. At that point in time you will be moved into another class and formally retired. You are not allowed to compete with that motorcycle any more. There is no giant, shiny trophy, no silver mug for your mantle.
Not quite what we expected-
Another thing that I found quite unusual. At lunch we were seated next to a table that had several of the judges also eating lunch. One of the judges said, "I have to go judge a BMW after lunch." She then said "I know nothing about BMW's" A different judge said, "I know a little bit, I'll go with you." I was under the impression that the judging was done by experts. That they arranged to have marque specialists available to look at your bike.
I am questioning my desire to enter the AMCA formal judging event again.
Enough ranting for now, I'm not sure show bikes are my thing. I believe in the old adage "Ride 'em, don't hide 'em!"
See y'all at coffee next Saturday.
November
1969 Royal Enfield Interceptor
By Bob Lopes
I acquired this series 2 Interceptor several years ago from the David Moot collection, former president of the Viking Chapter of the Antique Motorcycle Club of America. It has gone through a comprehensive restoration and scored an AMCA 99 point winner circles award. The 1969 Interceptor 2 engine featured a new design with 736 cc and a top speed of 105 mph with a list price of $1,495.
Less than 900 series 2 models were built between 1969 and 1970.
The Royal Enfield Interceptor is a rare bird indeed the factory brochure read, “Not everyone can have one. There aren’t enough to go around that is why the owner of the interceptor always has something special. Something the other fellow hasn’t got“.
December
1960 Heinkel Tourist 103 A1
By George Canavan
Post World War II, Europe was in a terrible state. Industries were destroyed along with most of the infrastructure essential to supporting civilization. Municipal power, potable water and sewage were usually nonexistent as well as transportation and employment. Both Allied and Axis powers needed to create a new peacetime existence for their citizens.
As you can imagine, Axis aviation was particularly devastated but needed to become a contributor to the rebirth of their nations. BMW, Heinkel and Messerschmitt of Germany saw their opportunity to rebuild not through aviation, which was restricted, but by entering new avenues - ground transportation for their citizens and even exports to raise much needed capital.
Although the post war destruction was great, there were many essentials available. Yes, the physical plants, the factories, were mostly destroyed there were the other essentials needed for commercial success. There was an unemployed, skilled work force. There was no public transportation, very little employment and cold cash was almost nonexistent.
The remedy? Put the people back to work building essential vehicles that would generate employment, payrolls, mobility and even capital for growth.
Clearly, you are not going to offer up something like a BMW 6 series sedan into this market. That would be entirely inappropriate. It was time to address basic transportation needs. These solutions took the form of mopeds, scooters, small displacement motorbikes and scooters.
Heinkel, the builder of bombers for the WWII Luftwaffe, entered the post war economy as a manufacturer of mopeds, scooters and microcars (bubble cars).
My example of those Heinkel engineering capabilities is this 1960 Tourist scooter model #103-A1. Built between 1954 and 1965, the Tourist was extremely popular in Europe with tens of thousands produced and sold. The story over here in the U. S. of A was different. Heinkel never succeeded in building a distribution and retail network. It was a tough sell too. Vespa and Lambretta created the golden age of scooters here. Cheap transportation, light, hip, well marketed and colorful. Heinkels were designed and manufactured as you would expect a German aviation company to build. When war surplus Harley WLAs were selling for less than a C note, the ask for a Tourist was $625, retail.The result was that only about 350 units were sold in the Lower 48. Today, the North American registry of all Heinkels barely exceeds the century mark.
What would a German aircraft company build for scooter enthusiasts? Here are a few details:
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Air cooled, 4 stroke, O.H.V single of 9.2 hp, 12volt DC, electric start
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4 speed gearbox, front and rear brakes, 4x10” tires, 330 lbs
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Fuel consumption - 3 liters per 100 km
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Top speed - 57mph, two up
Today, the Tourist is well supported by the enthusiast in Germany and here in the U.S. We have Heinkel Club Deutschland
https://heinkel-club.de/ and our North American Registry in Colorado City, CO https://www.heinkeltourist.com/
I chose my scooter because it is a 15K mile original that has been well maintained mechanically. Yes, the cosmetics are a bit dumpy but there ya have it. It holds its own riding with those wheezy two strokes and in 2022, the previous owner rode it up Pikes Peak to 14,115’.
Chrome don’t get you home, but my Heinkel will!
