2017 Bikes of the Month
January
1955 BSA Goldstar
By Jerry Meadows
Jerry Meadows is an excellent motorcycle builder and restorer, restoring several award winning BSA's. In a moment of weakness in 2002, Jerry Meadows agreed to build a 1957 BSA Goldstar for a friend, Phil Anderson. The deal was that Phil would give Jerry a Goldstar for building one for Phil. In 2006, Phil once again caught Jerry in a moment of weakness when Jerry agreed to build another BSA Goldstar for Phil. This BSA would be a 1955 Goldstar used for competing in vintage motorcycle events. Ultimately, the bike was used at land speed competitions at El Mirage and Bonneville, where it set class records at each venue. Phil has since passed, and to fulfill his commitment to Jerry, the Goldstar shown below was Jerry's reward for building the initial Goldstar.
For additional information on the Goldstar, please see Jerry's account of the bike and story below, as well as photos of the record setting machine with Jerry and Phil at Bonneville in 2007.
THE ROAD TO BONNEVILLE
By Jerry Meadows
Part I
My “obsession” with BSA’s began in 1975 with a basket-case A65 and has since grown to 20+ with about 10 other makes thrown in the mix. I have been with the BSAOCNC since its inception.
Phil Anderson started racing Gold Stars in the 50’s when they were new. His obsession is larger than mine, which he has turned into a business, Ace British.
In 2002 Phil caught me in a weak moment and suggested I build him a Gold Star for which he would give me one to build for myself. The Gold Star being one BSA not yet in my collection, I took him up on his offer. Phil’s 1957 DBD Gold Star was completed and has been on several Club rides as well as to the International in Massachusetts.
In December 2006 he caught me in another weak moment – “Let’s build a bike for me to race at Bonneville in August 2007.” To which I replied, “WHAT!?! Uh-h-h, Okay.” So began the project of building a 1955 production based chassis and motor for competition in the vintage class. I picked up Phil’s frame from Harold Heitmiller’s backyard that same week. Then found good wheels, oil tank and tool box in the rafters at Phil’s shop. There were also front forks in the pile of forks. The old chrome fenders polished out okay. The chrome on the old wheels and spokes was fine.
In January we ordered new tires and the new Pearson oval crank. We sent the piston, supplied by Ron Halem, off for coating to fit a standard bore liner, also from Pearson. I began assembling the swing arm, forks and wheels. Dick Mann loaned us an RRT gearbox and agreed to do the head work.
The crank arrived in February – WOW – its really too bad it has to be buried in the motor. The liner arrived with the crank. While waiting for Gold Star items to arrive in my shop, I am keeping myself busy restoring a 1958 Ariel Huntmaster. Phil has become a frequent Friday night visitor for consultation, fittings, homemade pizza and wine tasting.
In March we fitted the engine cases in the frame. The new seat arrived. Bill Botelho of Motor Machine returned the cylinder bored to fit the piston but the head is still missing. While at the Clubman I consulted Gold Star gurus, Ron Halem and Dave Kath, for their opinions over what I’d messed up on so far. The ignition was ordered from SRM Engineering.
The painted items came back from Harold Heitmiller in April. I fitted the oil tank, toolbox, and primary clutch using the standard six-spring as Phil only needs to shift four times at Bonneville. I was caught up on this project again so I sold a dual sport, I couldn’t even begin to touch on, which dropped me below the magic number of 30 bikes so I found a 1984 Yamaha RZ350. People have told me I’ve deviated from being a BSA purest. So many bikes – so little time. My neighbor, Mel English of Carson KTM, has an awesome machinist and Mel comes over nightly for parts delivery, moral support and inspection.
May sees the arrival of the head and ignition. The bike is assembled for a photo to be submitted with the entry for Bonneville Speed Week program. It’s a go!! The combustion chamber is clayed and final assembly of the cylinder and head is done. The ignition is installed. Haven’t seen the carb from Phil yet. Hope to bring it to life in June with plans to take it to El Mirage for a tech inspection.
Not bad progress when it usually takes me 2+ years to build a bike. Watch for updates from the road.
Part II
Let’s see, where did we leave off? Oh yes, we hadn’t started “Brenda” (Bonneville Brenda as dubbed by Phil – after a love in a past life).
We left off with the ignition installed but no carb the end of May. Phil got me the 1 3/8” GP carb. We went to El Mirage, CA June 9/10 for tech inspection with the bike not running. We came back with a list of minor changes/deficiencies to be made or fixed. Phil, Moe and I stayed the weekend to watch the racing. Phil joined the Gear Grinders and we met really great people.
The bike was started on Father’s Day – how appropriate! Phil had purchased a starter-block and we (Tad and I) set it up on the lift. We tried and tried – helps if you put it in gear – (brain fart) then she started right off and ran like a top. Wish I could put that sound in the newsletter! Patti has it on her camera.
The following weekend we took her on a maiden 130-mile ride to Gerlach for breakfast. Tad rode beside on the 76 Honda CB 750 to keep a look out. Patti followed with the van and trailer – just in case. I kept looking out the window at Bruno’s (breakfast) but no leaks. We did manage to vibrate off the battery straps – not enough lock-tite. None of the pieces went missing. It is amazing what you can do with wire ties. When we got ready to leave, a gentleman pulled off the road and waited/watched while we restarted so he could hear her. When we pulled away, he was still staring. Tad took the ride home and came all the way to the house without a falter.
I changed the oil and advanced the timing to be ready for the first speed runs at Stead Airport. Moe has connections, so we used an abandoned runway to test for speed. We have a problem with cutting out at high speed and found we needed to safety-wire everything on the carb as it all started to come loose. We called it a day and decided to reconvene at a dyno to test prior to El Mirage the following weekend.
Upon evaluation and phone call to Ron Halem, we determined we might have a battery problem. On Tuesday at the dyno at Freedom Cycle, Brad & Mark Yuill, Phil and I “Jerry-rigged” a battery direct. As it went to 8200 rpm without a problem, figured it was indeed a defective battery. Replaced the battery and purchased a back up and went home to load up for El Mirage.
We ( Phil, Tad, Patti and I) left Saturday, June 23rd at 5 am in our pickup and trailer loaded with the BSA, our Honda 100 for a pits bike and a couple bicycles as well as all the camping gear, food and coolers. We arrived and drove across for flats until we thought we surely must have passed where the races might be. We now understand why it is called El Mirage. At 1:30 we saw the first vestiges of the race site. We found the tech trailer and unloaded the bike for their inspection. They went over the bike and we had to prove the clip-ons came from the factory. They did like the parts book we had brought along so they passed the BSA and all of Phil’s riding equipment. The CB would not work so Phil & I had to run back to Victorville to purchase one. Tad and Patti stayed to set up camp. We got back just after 5 but too late to reaffirm to tech that we had the CB. Also missed the track walk.
Met all of our neighbors, barbecued hotdogs, drank wine, ate cheese and watched a beautiful sunset. Tad took some awesome pictures of the bike with Phil. Then we just vegged. I took a Buill for a test run and my traitor wife got pictures.
We woke at 6 am to the sound of a car being tuned. We are pumped and ready for our first attempt. All rookies have to do a rookie-run which does not count for any records. Phil had to do a rookie orientation and then came back to suit up. Tad and I have figured a way to push the BSA with the Honda to get it to the line. Patti will bring Phil in the truck with the starter (air-conditioned).
They start rookies on a whim with no set pattern out of the “rookie line”. There are three other start lines, 200+, odd and even. They go on a rotating pattern. We finally get to the front of the line, start the bike and wait about 8 minutes to be released due to a hold at the top of the track. The announcer is excited about the bike and so are the on lookers. We are sending the announcer sign language to his questions as to year, cc’s, etc. Finally time to go and Phil is in second gear but too late to worry about it – rookie or anxiety mistake. The starts down the track we peel off to the left to proceed to pick up. The announcer comes on the radio with his speed of 95.79 at 5338’, 86.7 deg. 9:28 am.
We get Phil and the bike picked up and back to camp to cool off and wait for the next run. As he will not attain a speed of 125 for licensing, we are able get in the proper odd/even lane for the next run. Phil goes to talk to buddies and we get lunch fixed while waiting for the second run to be called. It is getting hotter and we are glad for the pop-up. They start calling for entries to do the second run about noon and as our number is 184, we figure we have plenty of time but due to the heat and attrition, they finally just call for everyone wanting to make a second run to line up.
Tad and I take the bike, Patti and Phil follow in the truck. We wait in line about 90 minutes. While in line, they announced the temp at 102 deg. Phil is glad to be in the AC with his leathers on and Patti is more than happy to be his chauffeur. Tad and I just keep advancing the bike in the line. We did get in the truck once. Much water is consumed.
We are up, the bike is started and in the proper gear. He is off. Tad follows on the Honda. Patti and I take off in the truck with the radio tuned to the announcer. WHAT – WHAT – 100.246. “That one will have to go to impound. That is a record.” We can’t wait to get to Phil as he is patiently waiting at the end of the run for pickup. Tad gets there on the Honda and Phil takes it to make sure we heard right.
Yep – the bike needs to go to impound and we must take the heads off so they can reaffirm it is not over the 500cc limit. The wind is blowing the sand around and I am not liking this at all. But – they will seal the cylinders and we will not have to do this again at Bonneville. It was certified at 499cc, sealed and in the record book. YES!!
Part III
We are home from the El Mirage record run of July 23rd with a certain “glow” but with work to be done. The bike is still cutting out at top speed and less than a month till we need to be ready to go to Bonneville.
We know we have to change the timing and re-jet for altitude. The head must also be re-secured from the inspection.
First we need to clean all the El Mirage dust off everything. Phil was amazed that I had left the dust on bike for more than a day. I re-secured the head and gave it all a thorough once-over. The timing was advanced and the main jet was lowered one size. I patted “Brenda” on the pillion and deemed her ready to go.
Phil brought his enclosed trailer over early the week of August 10th to be packed and ready to leave that Friday. Phil and Moe showed up at o’dark hundred and the caravan was off. It turns out to be the same distance to Bonneville as it was to El Mirage – 400+ miles.
Upon arriving at Wendover, Utah we went directly to the salt flat only to find we had to do a water crossing at “end of pavement” to get to the event site. Our initial impression was that everything is VERY white!! And that white was sticking to everything because of the water crossing. We found the sign-up trailer, did tech inspection with faces familiar from El Mirage and got in line for the spec fuel. The fuel is 110, leaded and the gas cap is sealed.
A pit location is found and all is unloaded, trailer unhooked. Now is time to inspect what other types of machinery is around. There are a few rat rods, other bikes of all types and sizes, as well as streamliners, diesel trucks, drop-tank hot rods, lakesters and more stuff than you could ever image. Back to the pits to relax before having to leave the salt at 6 pm. We will be back on the salt at 7 am to do our rookie run.
Saturday morning finds the lake still at “end of pavement”. We get to the pits, hook up the trailer and get in line. This year at Bonneville, because of the rain earlier in the month, there are two courses. One is the long course – 7 miles with run-out. The other is the short course – 5 miles with run-out. Rookies are to use the short course.
By the time we got to the start line, the temperature had reached 91 degrees. As it was our “rookie” run at Bonneville, the speed really didn’t count. We just need to make a nice run, 93.935 mph at 7,264’ (corrected altitude). The bike quit at the end of the track. Our first rookie mistake was in the retrieval of the bike from the track. Back to the pits to diagnose why it quit. Discovered the gel cell battery was toast. We borrowed a “real” motorcycle battery from Rich Newton and wired it in. All was, again, right with Brenda. Phil disappeared on the Honda pit bike to visit with some of his Rainbow girls from Reno. We later found out we could have made a second run. (Second rookie mistake). We also learned we could pre-stage the trailer so the length of wait time the next day would not be so bad. We were informed by officials that we would need to be at the trailer at 7 am so as to “not hold up their line”. So the trailer is in line and we are off to the hotel to clean up and have dinner.
After dinner we wandered across the street from our hotel to inspect the wonderful display of rat rods, most had been out playing on the salt all day. WOW!! What ingenuity to take pieces from a junk yard and put them together to form these rods with little money spent.
Up early again on Sunday to be at the trailer by 7. The sunrise on the salt is magnificent. We are at the start line about 9. Phil is ready and the bike is running like a top waiting to be sent down the track when it suddenly just quits. No amount of effort would re-start. Back to the pits and our early advantage is lost. Track down that little problem and wire around the switch, (Yes, Ron, you’re right, the original Lucas headlight switches are really bad after 50 years) get back in line by 10 to wait our turn while the weather deteriorates. Ron Halem and Dave Kath found us and visited for the afternoon. Dave Anderson, current record holder in our class, stopped by and hung out in the trailer with Phil. We also met our “competition”, a 1955 BMW.
The course was on wind/rain hold for about two hours and then only cars were released for their runs. Finally at 5:30 we were released to run and off Phil went. His exit speed at mile 3 was 90.958 mph at 7,554’ and 94 degrees. This is enough to break the old record of 81.4 mph and require the bike be in impound overnight, with the BMW, to back up the record runs first thing (7 am) Monday morning. Gus Varetakis found us in the impound lot while Phil, Ron, Dave and I were having a tech session as the bike is still missing on top end. We dropped the needle jet one size, double checked all the wiring, charged the battery and called it a night.
Back across the “lake” to town for a celebration in anticipation of the possible record the following day.
Monday morning is no problem to get up early and be out at the impound lot at 6:30 am. Another beautiful sunrise. All machines from impound are escorted to the starting lines to make their back-up runs before the rest of the field can run. Phil left the line at 7:30 and his speed at mile 3 was 92.745 mph, 6,128’ at 73.2 degrees. The average of his two runs is 91.851 mph. That, BOYS and GIRLS, is a Bonneville record. When we picked him up, he had a big grin on his face and for the first time was semi-happy with his speed. Not as much as he had wanted, but enough. Back to impound for the inspection. Thankful for the seal put on in El Mirage, the head did not have to be removed again. While the tech is finishing his inspection, the BMW pulled in with a speed of 95+ but his average speed did not best our average so he was back to try all over again.
We pack up the pits and prepare to leave the salt for the trip home. Only one more lake crossing. The salt has built up on our truck like heavy snow and I can’t wait to get to a car wash to get some of it off. We called Dave Kath when approaching Elko to see if the Star would be open for a Basque lunch. Gerri and Dave met us as well as Ron Halem, who had not yet left Elko on his way home. We had a very nice lunch, Dave fulfilled his promise of a bottle of champagne and we toasted Phil, Jerry, Brenda and the record. After lunch, Tad went with Ron, Moe and Phil went on and Patti and I spent $6 in quarters at the local car wash to get the first 20+ pounds of salt off the truck. Once home it will take another two days to clean all the salt off everything while watching the BNI website to see if the record will hold.
Well --- the BMW turned out on their next run and didn’t run again.
BRENDA’S BONNEVILLE LAND SPEED RECORD IS OFFICIAL.
Epilogue
Phil and I were talking the other night about this summer’s events and he said “Bonneville Brenda” was destined to happen. When I asked him why, he explained that the Bonneville bike was to be mine for building his Gold Star. He had made that promise to me and was following through. However, a gentleman walked into to his shop, Ace British, with a Gold Star to sell. It was in much better shape than the one he had, so that was to become mine. That left him with another Gold Star and a dream to fulfill.
It is amazing what you can make happen when you put your mind to it. My current bike project, a 1958 Ariel Huntmaster, went on the back burner as we went full steam ahead with the Gold Star. Phil has connections and I’d like to think I pulled a few strings also. Anyway, it progressed and there are so many people to thank in the course of making things happen and hopefully they have been mentioned in previous articles. Our team consists of Phil Anderson, Owner/Rider; Jerry Meadows, Builder/Mechanic; Moe, Son-In-Law/Crew Chief; Tad Meadows, Starter; Patti Meadows, Team “Mom”.
We are looking forward to going back to El Mirage in the spring to partake in a full season to extend our hold on the record. Tad may even compete on a BSA Hornet I have in the shed. Who knows what the future will bring to BSA land speed racers. This year records were set at Bonneville by one Norton, eight Triumphs and four BSA’s, all in various forms and sizes. Anyone can do this and I encourage everyone to try. It would be great to see more vintage iron in the books.
It makes you believe in people and the power of a dream.
February
1953 Indian Chief
By Jim Coe
Jim Coe purchased his 1953 Indian Chief in 2012 from a friend he had known and ridden with in the Las Vegas area since 1980. While attending a gun show in 2012, Jim ran into his old riding buddy, where he informed Jim that he was selling his Chief. Although he already had four Chiefs, Jim was looking for a project for his upcoming retirement. After looking the bike over, the asking price was agreed to.
Since Jim was retired, he stripped everything down and went to work. Because most of the sheet metal on the bike was incorrect when Jim purchased the bike, all sheet metal was replaced with new sheet metal. It took awhile, but a seat was finally sourced. The engine only had 5,000 miles on it since the last overhaul, so Jim decided not to rebuild it. What you see in the photos below is the finished product. Nice job, Jim!
The final year of production for Indian was 1953, and production was only about 500 for the final year.
March
1971 Ossa Stiletto
By Rodd Lighthouse
In 2008, I introduced my son, Nick, to vintage racing. The venue was a farm in Canby, California, where Mom’s Honda Elsinore was tested on the rolling, grassy fields of the Bushey Ranch. On the way home from the event, much to my delight, Nick informed that he had never had so much fun on a motorcycle.
Sometime prior to the Bushey Ranch event while exercising my hound in Washoe Valley, I located a couple of Ossa Stilettos parked up against a shed. I stored the location away in the old memory bank for future use if necessary. Upon hearing those joyous words from my son, my mind started churning, and I asked if he would like to build a bike of his own and do some more racing. Still excited from the afternoon of racing, he said yes. I told Nick of the Stilettos, showed him some photos of what they looked like, and he was all in. Contact was made with the owner and Nick and I went out to Washoe Valley to check out the bikes. After looking them over, we agreed to purchase the two Stilettos (one ‘69 to ‘70 4-speed and one ‘71 to ’73 5-speed) and a Yamaha DT-1 for $250.
After assessing the bikes, it was determined that the later model Stiletto was in better condition and would make a better candidate for restoration. Nick and I got to work right away, disassembling the bike, and scouring the internet for parts. We sourced the painting of the bodywork, powder coating of the frame, and plating of the controls and miscellaneous parts. Nick wire wheeled all of the hardware for plating, which he performed with an Eastman’s plating kit. I disassembled, inspected, and rebuilt the motor. I also buffed the rims, hubs, brake backing plates, engine cases and fork bottoms. New bearings, seals and gaskets were sourced for the engine, as well as a new rod kit, piston and ring from a few of the Ossa gurus in the United States. Forks were rebuilt and new shocks were purchased. New cables, rubber parts, and other miscellaneous parts were sourced from the gurus, as well as local bike/parts suppliers.
Steadily working on the bike, Nick was able to compete on a semi-finished bike the following spring, 2009. By the time the Bushey Ranch race took place in October 2009, the Ossa was complete. The bike turned out nicer than we thought and Nick was apprehensive about tearing it up, but after convincing him that we could always restore it again, Nick has been racing the bike ever since and having a blast.
Building the Ossa with my son was a rewarding experience and it was fun to see the smile on his face the first time we fired it up.
April
1965 Harley-Davidson FLH
by Frank Vavra
About 20 years ago Frank Vavra was looking for a 1955, Harley-Davidson, the same year he was born, and he stumbled across this 1965 Harely-Davidson FLH on some web site. He 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 he was living in Southern California. Frank 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. He 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". Frank flew to Detroit, rented a van and headed to Ohio. When he got there the bike was all original except for a few additional tail lights. It still had the original white grips and shift rubber. Frank 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. Other projects to keep Frank busy like his 1990 Springer Softtail. Now the 65 is almost like his own barn find. He had the lower end of the engine rebuilt by the Bees Brothers in Henderson, NV when he lived there from 2000 to 2003. Frank was going to do a total restoration but now he is thinking of putting it back together and riding it. New Coker/Beck tires have been installed 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.
May
1953 Harley-Davidson Servi Car
by Dick Toth
In 2001 I purchased a Harley-Davidson 45” flathead engine that was missing a few parts, but was a good deal. After doing some research, I found the engine to be from a 1953 Model G Servi-Car. The trikes were produced from 1932 through 1973 and powered by the venerable 45 ci flathead engine.
Then with the power of Ebay, I found a 1953 trike missing an engine. It was original and not modified but a little rusty. After purchasing it, I began the restoration of a trike.
I tried really hard to decipher the advertisement on the back of the box to include as part of the restoration. It was used in at least two businesses one of which was Texaco Service.
Now more researching and finding the correct original parts for that year:
Learning how to deal with rust is a must for restoration!
The rear compartment was totally rusted out, and someone had replaced the floor with a thick piece of sheetmetal that weighed 45 lbs.
With the help of Joe Brown at ABC Sheetmetal in Carson City, the 18ga. floor and double side panels were cut and fabricated for the restoration.
Then came the primer and paint. “Pepper Red” was one of the colors for 1953. I needed to make special jigs for painting the tanks, body and fenders:
In the end, it’s all worth the time and effort and the feeling of accomplishment. Now the fun begins, antique shows to judge the restoration, and riding around with a smile on my face.
June
1949 Harley-Davidson FL
by Mark Lobsinger
Four or five years ago I got a call from fellow Comstock AMCA member Kelly Hogan saying a local Carson City guy had parts of a panhead for sale in the back of his garage. The story was the seller was unloading all of his motorcycles and parts in an attempt to raise funds to take his wife to New York City to watch the ball drop on New Year’s Eve. Seemed silly to me but different strokes, right? I rushed over asap and made a deal.
The 1949 FL started as a complete (but seized) motor and a wishbone frame. The seller said the motor had seized up on him on the interstate in Reno years before, and he brought it home and parked it. There were no cracks in the cases though and it had matching belly numbers. Splitting the cases revealed a rod went south, and a large chunk of the flywheel had lodged itself between the wheels and case. It was a miracle that the cases held up, especially the way the seller explained it locking up instantly and coming to a skidding stop on the highway.
I found the rest of the parts for the bike at swap meets or on the internet. I’d say around 90% of the bike is Harley and I’m constantly replacing the re-pop stuff with OEM. The first summer I had it complete I put around 4,000 miles on it in the month of June. I rode it to Mexico and back on the El Diablo Run. Then I took it Dixon for the Fort Sutter meet. Then I rode it to Born Free (Irvine, CA), all the way down Hwy 395 and back up the coast. Then I made a trip out to Austin, NV and back. The thing ran like an absolute dream through all of those trips. The only thing I did to it was add gasoline and check oil throughout the entire month.
This is my first panhead and I plan on keeping it for life. My 3 year old boy already calls it “his bike.” It’s stock 74” with a Truett and Osborn flywheel assembly. When I first built it I ran an SU carburetor, but have since switched over to a rebuilt M74 Linkert.
Be a man. Ride a pan!
July
Sonicweld Honda CB 350
by Peter Hipp
In 1989 at an American Federation of Motorcyclists (AFM) race weekend at Sears Point, I was racing my Honda CR750. There was a motorcycle swap meet near the race pits and at the end of my race day, I wandered into the swap area. There was one swapper with a lot of different parts, and leaning on his pick-up truck I saw a Honda CB 350 in a special frame. I asked him the price and he said, “$350”. Without hesitation, I immediately pulled out the money and gave it to him. He said, “Maybe I was to cheap, do you know what frame this is”? I replied, “Yes I do, it is a Sonicweld frame with Betor forks set up for flat tracking”. The seller told me he was on the way to the Sears Point swap and stopped at a yard sale, where he purchased the bike for $100. There was moss growing on the frame from being stored in an old barn in a wet climate.
I put the Honda onto my 2-rail trailer, facing backwards, between the to race bikes and transported it to my shop/house on the north shore of Lake Tahoe. Weeks later I started cleaning the carbs, adjusting the valves, setting the timing, changing the oil and more. After all the fettling, I installed my remote fuel set up and started the motor up. It sounded good and was not smoking. Driving it around the block, it ran and shifted great.
As winter set in at Lake Tahoe I started the process to make it into a road racer. I was thinking that I was going to start racing with the AHRMA (American Historic Racing Motorcycle Association) club. The class I would go for was Sportsman 350, which could bump up a class to Sportsman 500. All AHRMA vintage bikes are eligible to race in two classes. After market frames (Trackmaster, Champion, Sonicweld, etc.) are legal in the Sportsman classes. The Honda 350 motors are actually 325 cc and the rules allow the engines to be pumped up to 350cc, plus you can bore to 4th over, which makes it 362cc. Another criteria of the class is that the front brake must be a drum brake. Number plates are yellow for this class. AHRMA uses different color plates for different classes because there are multiple classes participating on the track at any given time. The different colored plates help the spectators determine who they are watching. In 1998, the AHRMA race was at Sears Point was in May or June and my Sonicweld Honda CB 350 ran in the top 5 in 350 Sportsman class.
I like the Sportsman 350 and Sportsman 500 classes, bikes and riders out there, and raced the 350 Sonic for 10 plus years at tracks all over the nation. My brothers, Steve and Kurt, as well as Steve's son, Kevin all have and currently race Honda CB 350’s. Over the years, I have learned how to build these motors and my bikes are currently some of the fastest in the nation.
Sonicweld Honda as Purchased at Sear Point Swap Meet
Ready for AHRMA Competition
Hipp Brothers at Willow Springs
Peter and Kurt Hipp at Portland International Raceway
August
1976 Harley-Davidson FXE
by Jan McCauley
My interest in antique motorcycles began in 1992 when I was privy to a one on one tour at Paughco's. I grew more interested when I met Frank Vavra, who had a 1965 Harley Davidson Panhead sitting in a box in the garage.
Frank was one of the founders of the Comstock Chapter of the AMCA and I went to one of the first Comstock Chapter meetings and got hooked. There was some debate on whether or not I should join the AMCA and the Comstock Chapter because I didn't have an antique motorcycle. That was definitely enough reason for me to find one.
When looking through the AMCA magazine for antique motorcycles for sale I found one that was exactly what I was looking for, a 1976 Harley-Davidson FXE, the year I graduated high school. I contacted the owner, Paul in Michigan, and that's a whole other story, but eventually we came to an agreement and the bike was shipped to Carson City. I have never been happier and I was even more excited when I found out that it was a liberty edition, it looks so cool. With the exception of all of the rubber parts being replaced, it is an original bike with about 4,000 miles on it.
I'm not 100% sure that one antique motorcycle is going to be enough.
September
1970 BSA A65 Lightning
by Paul Giese
Blue...A Survivor's Tale
Blue is a 1970 BSA 650 Lightning that found me more than I found it. While attending the Run-a-mucca event in 2006 I rode on my father-in-law's (now mine) newly restored 1966 BSA Lightning and was encouraged to enter the bike show Sunday morning. Another competitor entered his BSA and we got to making small talk. He asked me if I'd be interested in another Lightning his friend had down in Riverside, CA. Sure, send me pictures. The fellow competitor was none other than Ken Lighthouse, our prez' father. He said he was going down to SoCal and would bring the bike back on his return trip. So I made the deal and free shipping was included. I also won the "Vintage" category and got a nice plaque and $100 to boot.
That summer I got it running after pulling out several little green soldiers from the gas tank. The tranny was filled with water, so it was flushed and refilled with oil. I went through the carbs and added a new electronic ignition. The bike fired about the fifth kick. Just because you bring a Brit bike back from the dead does not mean all is well. There is a gremlin way down deep inside the crankshaft called the sludge trap. I was warned by at least two authorities that it was probably plugged or not passing the amount of oil required. Anyway I rode it around that summer and while racing up Washoe Hill at eighty plus, the engine started passing copious amounts of blue smoke. It got me home and as soon as it was cool enough I tore into the motor. The oil ring on number two piston was broken in half. The rod under that piston had enlarged its big end and the bearing was paper thin. I don't know what failed first, but I'm willing to bet the sludge trap either caused the failure or made it worse.
So now it was 2013 and Blue got torn down all the way. The motor's bottom end went over the hill to Raber's in San Jose where cases were welded, machining was done and a modern oil pump was installed. While I was waiting the rest of the bike was torn down and reassembled from the swing arm bushings out to the tires. Having one restored BSA, I decided to leave this one with all the original finishes. The bike was a survivor and I wanted the scars to show.
Now that the bike is completely done with all new power plant, 200w alternator with solid state regulator and AGM battery, oil filter/cooler and a few other modern mods its probably a better bike than when it was new. Blue isn't as fast as the red '66. but he's a lot sweeter ride. The frame and suspension really give an amazing, quality ride. The engineers really knew what they were doing. If ridden within limits, Blue will do anything I ask. Very comfortable at 60mph. The buzzing starts in the handgrips about 65 and continues with the foot pegs. At 70mph things start getting frantic and I feel like I'm pushing it.
Like anybody else, I'd like an Indian Four or a Vincent, but these old BSA's are closer to what I was riding fifty years ago and I feel very privileged to have them.
The Boys
Spring Street Vibations
October
1970 BMW R75/5
by Dale Schuett
It all started during my oldest daughter’s senior year at Cal, 1998. She met a guy who rode to class about 350 days a year, and eventually opened his own motorcycle shop. After about six months of riding with him, she bought a 1979 BMW R65. Eventually she said “Dad, you used to ride, didn’t you? If you had a bike, we could ride together.” That started me researching motorcycles again. It took a couple years, but I bought my 1970 BMW R75/5 in the winter of 2000. It had been painted, supposedly had the engine rebuilt, and it wasn’t black (like 90% of all BMW’s).
During my research period, my daughter let me ride her R65, and I took the new rider’s course to get my motorcycle endorsement. I took it out about three nights a week, learned how to maintain the bike, and joined the Airheads Beemer Club in the San Francisco Bay Area. I also joined the BMW Motorcycle Owners Club and the Antique Motorcycle Club of America. The Airheads was an active club, doing weekend rides and monthly dinners, and I met dozens of great people. I held an annual Tech Day for about eight years every August. The Airheads taught me a lot over the 15 years I was active in the club, and bailed me out when I did something stupid.
In 2015, I decided to upgrade the heads for unleaded fuel, including hardened valve seats, new valves, valve springs, and valve guides. The new top end forced oil past the rings, so I sought the help of a buddy who owns a shop in Redwood City, CA. A few days later, I received a call. The good news, standard size new rings, no new pistons. The bad news, the previous owner used RTV instead of BMW gaskets for sealing the cylinders to the block. In the process, he blocked an oil passage, and one of the rod bearings was down to the brass shell. So, new rings and bearings, no damage to the crankshaft, and now I have a classic bike that will outlast me by years or even decades.
One interesting story is the cable operated brakes. Once, on a ride near my old Pleasanton, CA digs, Bambi jumped onto the road about ten feet in front of me. I grabbed both brakes, locked up both wheels, and missed Bambi by inches. I have tried several times since to lock up the brakes and come away slower but not skidding. Seems that adrenaline allows extra strength after all.
November
1977 Triumph T140
by Jeff Park
In 1977 the last British motorcycle manufacturer left was Triumph, and it was on it’s last legs. In just a few more years they too would be gone. The Silver Jubilee was made to get in on the 25th Anniversary of Queen Elizabeth’s reign as queen. Triumph decided to build 1,000 Special Edition 750 Triumphs. The color scheme was Silver, Red, White, and Blue. The motor featured chrome primary cover, timing cover, and transmission cover. The seat was blue with red piping, and the chrome wheels had blue,red white stripes painted on the chrome rims. The motor was a standard 750CC Triumph twin, kick start only with the federal mandated left foot shifter, and front and rear disc brakes.
The idea was to see if they could sell the 1,000 they made. Those bikes had a special badge on the side cover which read “One of a Thousand”. The bike was a good seller, and Triumph decided to sell another 1,000 units worldwide, but the side panel was changed from one of a thousand, to Limited Edition.
My Silver Jubilee was originally sold in the San Francisco Bay area, and made its way to Seattle, where I found it for sale on Craigs List. The bike had a hair over 1900 miles on it when I bought it. The original owner stored it in less then ideal conditions. I have decided to keep it in its original patina because they are only new once, and it is in pretty good shape considering the years.
December
1921 Harley-Davidson
J Model Custom
by Montana Albitre
From time to time, I've stumbled upon great little finds while looking for something completely different, such is the case with this motorbike. It must have been 2012 or so, while scouring across the internet, trying to find antique bicycles and the like, when I came across the heart of this little gem you see here. There was a Craigslist ad for an estate sale in Cleveland, listing all sorts of junk and trinkets that I had no interest in. There was however a mention of "old bicycles and parts" that I thought could materialize into something of value. I called the gal posting the sale to find out her father had recently passed and had amassed all manner of clutter and garbage and no apparent focus or specific interest in the "collection". Just stuff accumulated over a life time and all she wanted to do was to clear it out as quickly and painlessly as possible. We had a brief telephone conversation, and the bikes and parts she described seemed to be more modern than anything I would typically want.. A bust. I did however ask about any old automotive or motorcycle junk her father may have had. "Let me check", and a few days later I got an email. Photos of hubcaps, old tires, and engine parts. Among them was this Harley J engine. I wanted it, for no good reason, and with no knowledge of these prewar Harleys, but it looked so cool, maybe just as a display piece or paper weight. We made a deal and I was able to find a bike shop in Ohio that was willing to crate the hunk of iron and ship it out to me. I think I payed nearly as much for the shipping as I did for the motor itself! (I did score a pretty good deal I believe!)
When the thing finally arrived at my doorstep, I grabbed a hammer and cracked open the crate and really couldn't be happier with it. Immediately I took it out back and turned the pressure washer on it, got all the grime, grease and dirt off to reveal that nice rusty top coating that's all too familiar to us. However, the insides seemed to be in great shape considering what the outside looked like. It has compression, the valves and springs operated, and it still had oil in it. Much better than I imagined it would be, so much so that it seemed more fitting to throw it into a bike rather than let it sit on a shelf. Again, not knowing these bikes, I had no idea how difficult it would be to build a somewhat restored 1921 Harley Davidson.
After a few months of searching websites, swap meets and AMCA club meets, it was settled. There was no way I was going to build even a remotely original bike out of this. I've clearly got CB350 finances with Brough Superior tastes. A custom it would become.
I am an Ironworker by trade, and old cars and bikes have been my primary hobby since I was 15 or so. I have the tools and partial fabricators skill set to make what I want so the welders and torches came out. I found a bent Triumph pre-unit frame here locally and was able to use the front portion of it. I made up the rear "hardtail" section, welded the two together, and started on the front end. Looking through some my old moto books, I decided to build a leaf spring fork rather than the old HD style springers they had in the 20's. I got a hold of Paul Brodie in Vancouver, who was building gorgeous replica Excelsior boardtrack racers, and bought a set of fork blades off him that he was using on these racers. A little tweeking, cutting and grinding, a few arc strikes, and I had the bike on two wheels. The spring steel I was able to source from a wrecked Jeep Wagoneer, taken to a spring shop off 2nd st. where they were able to form them to my template and properly heat treat them to bring back that bounce that was lost in the annealing.
The tanks I built out of 16ga mild steel to emulate something between the flat sided tanks and the more common teardrop style. This is still a total oil loss bike, so the tanks are actually three chambered. Fuel, reserve, and oil. I'm still on the fence about the material though, they are heavy, and I've been considering redoing them in polished aluminum instead.
The bars and triple clamps are CroMo as well, adjustable from the more upright drag angle, down to that wrist breaking boardtrack crouch. I haven't ridden the bike yet, so I'm not sure at which position I'll be able to find comfort, so adjustability should be useful. The gearbox is a 4 speed out of Commando I believe, another swap meet find with an attractive sticker price. I think I've got the sprockets, chains, primary and angles all figured out, just not completely fabricated yet. The motor sprocket is a one off to fit the tapered HD crank but with an English chain. The clutch is a combination of Norton Atlas and Triumph pieces, necessary to ditch the Commando triplex and run a single chain instead. Wheels and tires are old clincher style rims wrapped with 28x3 white rubber bands.
That's about where we're at this moment. I worked pretty steadily on it for a year or so, but other projects bumped in and this has been put on the back burner for some time now. I'm currently finishing up one of my automotive projects, so hopefully I can give some attention to the J model Harley again soon.
