InsideTracy Dunn Pinellas Park, Fla. Restoring memories In 1972, my older brother Randy gave me a...

Vol. 29, No. 3 June/July 2008 $5.50

Inside: • CBX expert profile• More online, eBay tips to avoid scams• Riding a Vision through the Rockies• The XS650B restoration is complete• Hundreds of classifieds and more

June/July 2008 www.vjmc.org 3

4 President’s letter The VJMC wants you. Ever thought about being a field rep?

5 Editor’s rumblings Long ride on an XS650 coming. How’s that Road Toad doing?

6 News, notes and miscellany Upcoming rides, shows, reader pics and more.

10 A Vision in the mountains More than 2,000 miles in a week on a 25-year-old bike.

14 Watch out online Don’t fall for these phishing scams that target eBay’ers.

16 A dream realized Well, not a Dream exactly, but darn fine CBX.

22 XS1B is all it can be The winter project is back together for summer.

25 Paying double How often do you get a second chance with the same bike?

26 Classifieds What do you need?

On the coverRoger Smith’s dream CBX from restorer Jan Ringnalda is pictured in Detroit in front of Comerica Park. Read more about the bike, and Jan, starting on page 16.

4 www.vjmc.org June/July 2008

It is a pleasure to write to you again. The club is looking for more regional reps to step up to the plate for the club to spread the word. We have a wonderful bunch of people doing this, but we need more support in some areas of the country.

Here in Massachusetts we have two very active reps who are always getting in there and making things happen, Dave Richter and Jack Delaney. They sponsored a wonderful picnic at Look Park in Florence May 18. Jerry Condon supplied food for the mob out of his own pock-et and collected $300 for Shriners Hospital for children.

Jack and Dave sponsor rides or winter pizza about six times a year and help man the booths and shows in the area to get new members. I think there were more than 100 bikes for the day coming through the park. This is what we like to see in field reps.

A sample of what field reps can do to promote the club include:• Promote networking among the VJMC members in your area.• Organize and promote vintage motorcycle events (shows, rides, lunch gatherings,

picnics, etc.) for present and prospective VJMC members in your area.• Increase the visibility of the VJMC by representing it at other local, regional and

national events in your area. • Represent the VJMC members in your area in the day-to-day management of the

club.• Lead the effort in your area to help the VJMC grow by introducing prospective

VJMC members to the benefits and value associated with VJMC membership. • The most important goal of participation in the VJMC should be to gain a sense

of enjoyment and satisfaction from your activities with the club. We are working on getting an online database that’s easily accessible to reps to do

direct communications with their area members. Reps also receive a VJMC field rep name tag and a nice VJMC polo shirt to show off at events.

We want you to step up if you have the time and desire to help the club grow. All we ask is for you to at least do one event a year (anything more is gravy).

We do have a field rep manual that is being revised for publication on the website to give you more ideas of what you can do and how to do it.

The time of year is upon us for some great summer events and riding. We all know that the expense of traveling is changing rapidly with the volatile fuel prices, so we expect people to do more local events and not travel as much. Recruiting in your own backyards will bolster the local membership and that in turn would give you more people to work with in your area.

I look forward to the seasons events and hope to meet as many of you as I can.Take care and keep it on the sunny side up!

— Stuart Covington

The VJMC wants youVJMC magazineJune/July 2008Vol. 29, No. 3

PresidentStuart Covington

[email protected]

EditorBrendan Dooley

[email protected]

Classified adsGary Gadd

[email protected]

Display Ad Director/ West Coast Rep

Bob Billa949-433-3580

[email protected]

Mountain States RepHal Johnson

[email protected]

Central States RepMarjory Teachout

[email protected]

East Coast RepLouise McCarthy-Dutton

[email protected]

Membership DirectorBill Granade

[email protected]

Mission statement:The purpose of this organization is to promote the preservation, res-toration and enjoyment of vintage Japanese motorcycles (defined as those 20 years old and older, until 2011. We will embrace 1990, 1989 and 1988 until then). The VJMC also will promote the sport of motorcycling and camaraderie of motorcyclists everywhere.

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

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

From the president

editor’s rumblings

It’s going to be an interesting sum-mer for our hobby, considering the volatile fuel prices going around. And not just in limiting the motorcycle rides, rallies and other vacations that were planned.

With seemingly every media out-let bemoaning the gas prices daily, or at least weekly, they also give tips on increasing mpg. They haven’t figured it out everywhere yet, but coming soon will be the news stories about the mile-age your average scoot gets.

That will mean an influx of folks trying to save money on gas buying whatever they can cheap, which usually means older Japanese rides. (Maybe not your rides if you’re partial to CB750K0s or Z1s or GT750s, but my rides, like the 350 scramblers and 650 twins.) The prices of our bikes will likely change, not necessarily at live auctions, but on-line and in the classifieds.

A potential influx of new VJM’er hobbyists isn’t a bad thing, but I lament the bikes that will go to homes where the owner has the best of intentions (sav-ing gas) fall by the wayside as he finds he does not like to ride (sore butt).

Speaking of gas prices and sore butts, I’m excited

right now planning a long (for me) road trip with my brother-in-law, Ben, around Lake Michigan. I’ll be leav-ing from scenic southeastern Wisconsin on a Friday, while he’ll leave Columbus, Ohio, to meet in southern Michigan. Saturday we’ll take it easy going up toward Traverse City. Sunday we’ll pop out over the Mackinac

Bridge, ride through the Upper Pen-insula and to Grandpa’s Farm (near Powers), and then Monday down along the lake and back home.

Now that it’s in print, we have to do it. Watch for the ride story, hope-fully packed with inspiring pictur-esque photos, in the next issue.

I’ll be traveling to San Diego for a trade show in early October. It looks like I may have an open afternoon on Saturday, Oct. 4. If anybody has any ride tips, from the best local roads to where to rent, beg, or borrow a Japa-nese bike to ride on them, I’m all ears. And I have insurance.

See you soon, maybe at Vintage Motorcycle Days. (I may be in the mar-ket for a better seat for my Road Toad.) Have a great summer.

— Brendan [email protected]

Around the lake (Michigan) and back again

Here’s my fun, nonstock, everyday-type vintage bike, the bulletproof 1978 Yamaha XS650 Special, a few weeks before its first long trip in my care.

I’ve had this Road Toad, as well as a bucket or two of spare parts, for going on two years. If I don’t start doing something with it soon, it will be time to sell under the three-year rule of restoration projects. All advice welcome.



Oops. Sorry.

That was a pretty bike on the last cov-er, wasn’t it? As many of you may have no-ticed, there was no information on it inside the issue at all. Sorry. For those of you who may need to settle a bet, it was a 1959 Li-lac CF40 247cc V-twin, on display at the Barber Vintage Motorsports Museum in Leeds, Ala.

—Ed.

Black Beauties

Just thought you might like to publish pictures of the three “Black Beauties” that I restored. All three are 1978 GL1000 Gold-wings. Each one was done a little different. Lots of work, but fun!

Tracy DunnPinellas Park, Fla.

Restoring memories

In 1972, my older brother Randy gave me a Honda SL70 (summerset yellow) for Christmas. He said there was one little con-dition: When I was finished with it, when I didn’t want it anymore, he wanted it back! Well to a 10-year-old that sounded pretty good (to a 45-year-old, that still sounds pretty good!)

I rode that bike like I stole it. Randy still has the bike today; he taught his son to ride when he was 10 (and is now 22 and the bike still runs).

I wanted to restore the original SL70, but my brother wasn’t really interested. So I took on the project myself without any-one knowing.

I bought two bikes on eBay in Decem-ber 2006. I used one for parts and a practice tear-down unit. The other was 95 percent there and just needed repainting, chroming and lots of elbow grease. This was my first restoration project of any kind, and I had lots of help along the way. Brian Ratkos

and Jamie Hovsepain helped me so much that I want to give them credit for how well this bike turned out! You made my learning curve on a first-time restoration smoother. Thanks guys!

I had the frame powdercoated because I was afraid of scratches that would fol-low due to my inexperience in restorations. Brian rebuilt my motor, did the paint and helped by phone and email when I had questions. Jamie helped with extra parts and had some great ideas on where to find reproduction parts.

I tried to take my time and build this bike back as close to what I rode in 1972. You should have seen my brother when he saw it for the first time. He thought that the bike had been in a time capsule, and it brought back so many stories and memo-ries. Now that was priceless! Thanks broth-er for a very special Christmas!

Roger L. SmithDouglasville, Ga.

Are you a born salesman?

We’re now up to three VJMC members volunteering as ad reps for the club maga-zine and website. Louise McCarthy-Dutton (see below) recently joined the VJMC at the Deland meet in Florida. I’m still look-ing for someone for the Pacific time zone in order to complete the staffing of ad reps in each time zone.

Bob BillaVJMC Ad Director

Meet Louise Dutton

A native Floridian, Louise Dutton

letters, news and miscellany


For event information call605-347-6488

www.TheBigGypsie.com

Thunder Road SturgisRAIN or SHINE

• 40,000 sq ft indoors, 5+ acres outside• Located 3 miles E of downtown Sturgis• Vendor spaces $100-$1000

Friday, Sept. 12 Set-up, all day. Race TBA

Saturday, Sept. 13 9am to 5 pm - Swap Meet & Show

Noon - Vintage Auction

Sunday, Sept. 14 9am to 3 pm - Swap Meet & Show

$10$10

Legendary Sturgis, South DakotaAll

makes, all models

prior to 1978

One week after Davenport

*Largest vintage swapmeet in a six state region.

owned her first Japanese motorcycle, a 175 Kawasaki, in 1976. She currently works in advertising/marketing and owns her own agency catering to the marine indus-try. In the 1990s, she lived in Bellingham, Wash., where she owned an art gallery and a Honda 250. Her friends in south Florida missed her and asked her to return. When she moved back home, her love of the sea fueled her to find a job within the yacht-ing industry. She met her husband in 1999, they married in 2002 and have been col-lecting vintage mo-torcycles ever since.

She and her husband currently own 15 vintage mo-torcycles ranging from 1963-’82; sev-en Hondas, one Yamaha, five Nortons, one Triumph and one Matchless. They take the bikes to many events in Florida for shows and riding, as well as Georgia, Alabama and wherever else the road takes them.

Her current favorite motorcycle is a

1968 Honda Dream. She purchased it in Eu-stis, Fla., at the annual swap meet that pre-cedes the Deland bike auction and Daytona Bike Week. Partially restored, she polished it up and put it in the AMCA show to see what else it needed and received 94 points earning her a junior medal. Since then she has replaced the brakes and rear tire and re-spoked the wheels. Wanting to put her own

touches on the bike, she ordered an en-tire cowhide online and recovered a solo seat, and handmade new saddle bags and a tank cover for the bike.

“It’s become so hard to find the things you want for your vintage bike, even online these days, no

one advertises anymore! I know there are a lot of vintage bike owners out there that are looking for parts for their bikes and we need them to know eBay doesn’t have to be the only choice. I look forward to help-ing advertisers on the East Coast get the

best value for their advertising dollars from VJMC. I look forward to meeting all of you at the club events!” Louise said.

New date for Larz Anderson Japanese day

The date for the Larz Anderson Japa-nese Car & Motorcycle Day has changed. Plan on going to the Brookline, Mass., event on Aug. 17.

You can help the VJMC by bringing your bike(s) for the second annual event. The club will need volunteers to judge and man the booth as well. Contact Stuart Covington at [email protected] or 978-582-3335. For more details, go to www.larzanderson.org/.

New date for VJMC presidential BBQ

The date for Stuart and Elizabeth’s fourth BBQ Bash (rain or shine) is now Aug. 24 in Lunenburg, Mass.

Promised on display will be the


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

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

Join the Club!

VJMC president’s vintage Honda collec-tion. Please RSVP by Aug. 15. For more info, contact Stuart Covington at stucov@ comcast.net or 978-582-3335.

Event: Motogiro America timed tour, July 13

Italy’s oldest vintage motorcycle rally, the Motogiro d’Italia, is coming to Califor-nia as the Motogiro America in July prior to the MotoGP. The vintage road rally be-gins July 13.

Motogiro America is a classic mo-torcycle timed tour, covering more than 150 miles each day during its five-day route and explores the Monterey Penin-sula’s twisting country roads, challenging mountain passes and spectacular Pacific panoramas.

Motogiro America 2008 will kick-off a full week of the inaugural Motorcycle Festival excitement leading up to MotoGP weekend at Laguna Seca.

Events include a vintage motorcycle auction in addition to the tour and racing.

The tour is open to motorcycles of all marques and is divided into categories:

• Vin-tage Class f e a t u r e s m o t o r -cycles of 175cc or less manu-f a c t u r e d prior to 1957.

• Su-per Sport C l a s s 250cc mo-torcycles and side-cars of all m a k e s , built up to 1968.

• 70s Twin Class

welcomes all motorcycles of all makes manufactured between 1968 and 1978.

• Scooter Class all 2 stroke scooters prior to 1978 qualify. Unlimited displace-ment.

• Touring Class will follow the same itinerary as the other four classes and is

open to bikes of all makes from all years. For more information, check out www.

motogiroamerica.com.

Event: Vintage Motorcycle Days at Mid-Ohio, July 25-27

From July 25-27, at Mid-Ohio Sports Car Course in Lexington, Ohio, is one of the biggest celebrations of vintage motorcycles on the continent. From the enormous motorcycle swap meet, to vin-tage racing, auction, vintage racing, bike show and more, VMD is a must-attend event at least once for any vintage bike enthusiast.

RMe t r o o t o

Subscribe for $9.99!

m a g a z i n e

Subscribe online orsend a check or

money order withyour contact info to:

Subscriptions4905 Cassiope Ct.Hemet, CA 92545

Questions?Subscribe@retromo-

tomagazine.com or call818-634-9175

www.retromotomagazine.comCanada= $15

(Bi-Annual 2-Issues)

we are the newold school

From the dirt...

...to the street.


New this year will be a special display of pre-1980 cafe racers of any marque. If you would like to show off your cafe racer at VMD, contact Will Stoner at 614-856-1900, Ext. 1415.

Stop by one of the VJMC booths while you’re there and say “Hi.”

Event: Rocky Mountain concours, Aug. 31

On Aug. 31, the second annual Rocky

Mountain Concours d‘Elegance will be held at the Broadmoor in Colorado Springs, Colo.

The concours staff is looking for en-trants into the main concours event, as well as to have VJMC members show bikes (not up to the rigid standards of the concours) display in the 14’ers Club area.

Judging in the event’s concours area will not be based on AMCA judg-ing, but on the overall elegance of a ma-chine. Competition categories include Un-restored Classic, defined by them as any bike, 1970 –1985.

For more information, contact Rocky Mountain Concours d’Elegance, c/o Bob

Martin, 7350 Campus Drive, Ste. 200, Colorado Springs, CO 80920, or 719-314-1400.

Got something to say?

Do you have news, notes, event list-ings, event coverage or just some steam

you need to blow off regarding the club and Japanese motorcycles? Have something to say about something that was in the maga-zine? Want to write a story about your lat-est restoration, ride or acquisition? Forward what you have, and don’t forget high-res pictures (the “fine” setting on many digital cameras), to the VJMC magazine at [email protected].

Help us grow!We’re looking for another VJMC member to volunteer by helping to expand our commercial advertising in the VJMC magazine. We need another member in the Pacific time zone to solicit motorcycle-related businesses. We will provide the leads, ad pricing details, ad layout assistance, proven strategies and expense reimbursement. If you have some marketing experience, good phone skills, a personal computer and are willing to establish a PayPal account, we’d like to hear from you today. Please contact VJMC Ad DirectorBob Billa at 949-433-3580 or [email protected] for details.


By Don Vanecek On June 14, 2007, it was only one day

before I would jump on my 1982 Yamaha XZ550 Vision motorcycle and ride to Colo-rado to meet for the first time and ride with other people who own and ride this same bike. This trip had been over a year in plan-ning and was to commemorate the 25th an-niversary of this model. (I'd owned mine for 23 years.)

I had spent a fair amount of blood and money getting ready for this trip. I pur-chased protective clothing, tires, a luggage rack, a brake line, brake shoes, a seat, a bat-tery and a voltmeter. I completed several repairs and updates and worked numerous hours at my second job to bankroll this ad-venture.

And now I was going to drive 600-plus miles to meet up with a dozen or so people that I had only met on the Internet. Does this all sound just a bit crazy?

There is a sort-of club on the Internet called the Riders of Vision. It has no formal dues or particular rules, other than that you have an interest in the 1982-’83 Yamaha Vision. ROV started as a quarterly news-letter way back in the mid-1980s. I was a member myself back in those pre-Internet days.

I posted on the ROV site that I would love to get together with other ROV mem-bers going to Colorado, but no one east of the Missouri River was able to come to

Colorado for this get-together. Just a few days before the event, Ken-

ny, an ROV member from Canada, posted that he had just arranged the time off and was coming my way.

No gas

On Friday morning, we proceeded west. We were in my territory and doing the kind of riding I was used to—straight down the highway—so I led. We had a nice ride across Nebraska on the Lincoln Highway and ended the day at a motel in Ogallala, Neb.

Saturday morning we left about 7 a.m. and hoped to make it to Robert Grover’s (known on ROV as H2O) home in Fort Collins, Colo., by late morning. After com-

ing off about 80 miles or so of blasting down the interstate at 75 mph with a lot of wind, we came to the town of Ster-ling, Colo. We were going to gas up but came to one of those unmanned cred-it-card-only gas stations. I was on a cash-only basis, so we left that station.

I suggested we find a gas station further down the road. I figured I was good for an-other 50-60 miles. Big mistake.

The next two towns had no gas stations and that 80-mile blast down the interstate ate up a lot more gas then I figured. At 122 miles on my trip odometer, I ran flat out of gas! Kenny was also on his reserve tank and we had no idea where the next town or gas station was. Fortunately, a couple on another motorcycle stopped and then es-corted Kenny down the road just in case he also ran out.

Meanwhile I sat there on the side of the thinking what a fool I was. We were now going to be late.

Then four middle-aged guys, each one on a late-model Yamaha FJR loaded down with baggage, stopped to help me. One of them siphoned gas from his tank for me (yeah, he carried a siphon line). Kenny appeared with a gas can before the FJR group left.

Even more incredible was a little one-pump open gas station just about two miles down the road.

Accommodations

The rest of the way to Fort Collins went smoothly, but once in town both of our temperature gauges headed for the hot side. Robert said his bike seems to always run hot in his town, so he has a manual fan switch on his bike. My fan came on for the first time in almost two years.

Robert was delayed and wouldn’t be coming up until late. While our bikes

I rode my Vision to Colorado2,100 miles through the mountains on my 1982 Yamaha, riding with strangers

Here’s my 1982 Yamaha Vision, high up in Rocky Mountain National Park.

A short distance from the top of Mount Evans.

cooled off, he gave us directions and we got acquainted.

We went into the hills on our way to Walden and boy were things starting to get pretty! We followed a river for many miles and as the road became more twisty, Kenny passed me. I wasn’t very good on the twisty roads, and I was driving him crazy as I had

my foot on my rear brake just enough that my brake light was on almost all the time.

We had a really nice lunch in Walden and then headed to the vacation condo in Winter Park. By this time in the trip, the back of my neck, right at the level of my shoulders was really start-ing to bother me, and would be a problem for me the rest of the trip. The ride from Walden is

rather boring for about 30 miles before you get into the mountains again.

I don’t see how Robert could have done any better on the accommoda-tions. Our unit was just right for a bunch: five separate sleeping locations and three baths. Perhaps the greatest asset was the underground parking, a place we could gather, talk about and work on the bikes, start and end rides and all in our own semi-

private huge covered garage. The accommodations were great.

First ride On Sunday morning, there were six

Visions, but Robert needed to drive back home that day. The rest of us rode to Rocky

Mountain National Park and back. We had our first scare as Glenn went

down the road with his side stand fully ex-tended for about two miles until Kenny was able to catch up to him. As Kenny tried to tell him about it, Glenn leaned over just far enough that he popped the stand up without it giving him any problems.

Traffic on the roads was busy, and when we got to the Alpine Station the place was packed! It is a pretty ride though the park. The trend I noticed riding with Kenny kept up—I cannot keep up with these guys, and my neck was killing me after only about 30 minutes of riding.

The gang’s all here

As the five of us returned, the Vision population at the condo had almost doubled with a few more still on the roads.

A bit on the gang (sorry I don't recall everyone’s non-ROV [real] name):

Kenny from Canada has perhaps the nicest 1983 Canadian Vision you will ever see, and he is also an excellent motorcy-clist.

The kids were all nice: Rex, Inane-cathode (we also called him Shaggy) and Kwells. And Kwells is one hot rider!

Robert (H2O) was sure an honor to

My Vision in Rocky Mountain National Park (above), and the group that rode to Rocky Mountain National Park on Sunday.



meet. I have always enjoyed his forum posts. He sure knows his Visions and has a really nice silver/gray 1982.

QBS and his wife trailed their lovely original 1983 Vision from Texas. You wouldn’t know that they have more than 80,000 miles on that Vision. They were the only couple that went two up on all the group rides, and don’t think for one minute that this meant they were the slowest bike (that honor was mine).

The group from California included:Glenn, who drove to Colorado in his

toolbox on wheels (Chevy van). He had the tools to fix anything, plus a back-up bike (his gray primer Vision never let him down all week, though).

The McCoy family trucked in two Visions, two Vision drivers, two wives and two cute little kids. It was really hard not to sit and stare at Ron McCoy’s lovely blue 1982 Vision. Ron and Visionless are a fa-ther and son team.

Supervision brought his nice bike in the back of his pickup.

VisionMeister and the brothers, Vic and Chet, all rode in from California (Chet rode the only non-Vision, a very nice Hon-

da 650 Nighthawk). All three very nice guys and excellent riders.

Having all these Vision experts togeth-er sure was nice. Robert and I both changed our spark plug wires and caps on Monday night. It was nice to have some experts around who know how to do this somewhat minor operation. Considering I had only met this group online, what a great bunch of people they all turned out to be. Sure wish they didn’t live so darn far away.

Into the mountains

Monday and Tuesday we had our larg-

est group rides. Robert has posted most of the locations; it’s mostly a blur to me. Here’s a few items I remember, mountains, valleys, a valley with railroad tracks running though it, streams, pine trees, no pine trees, snow, geez it was neat! I wanted to stop, look, smell; what are these guys in such a hurry for?

I also remember uphill turns, downhill turns, turns that never seemed to stop turn-ing, narrow two-lane roads, sometimes with steep drop offs, and you had to keep moving as there is no shoulder and very few places to park. Let’s also not forget that my neck was now in pain after only about 30 minutes of riding. I was riding road types that I had nev-er really ridden before. They really test your abilities to shift, brake, lean, balance, counter-steer, etc. I quickly learned that in spite of my 25-plus years of riding, I was almost a novice on these mountain roads. I sometimes found them more scary than fun. I would definitely want some professional instruction and prac-

tice before doing these kinds of roads again. But it was beautiful!

One piece of road I really did not like was the couple of times we were on I-70. The road was always busy and you would find a lot of speed differ-ences among the different

vehicles. I really noticed the lost

power of the Vision at altitude. Most every-one had to turn their idle screws up a few turns. The Vision still had good power, but I had to use lower gears and more RPMs in the mountains than in Nebraska.

Some of the Visions had nice sticky sport tires and 1983 front ends. Some had custom aftermarket rear shocks. But I think rider ability was more significant in the twisty stuff then how a bike was set up. But if I ever did this again I would have the stickiest set of tires I could buy! Any edge would have been welcome on those roads.

I do want to thank Robert for being the

good host and always riding caboose on the group rides.

On Thursday, some of the group went to climb Mt. Evans and other locations. I decided to go back to Rocky Mountain Na-tional Park by myself to ride at my own pace and stop whenever and wherever I wanted, and hoped to get some good pictures.

On the way up I took a sidetrip in Grandby to explore some of the towns’ side roads. I then stopped at Lake Grandby and talked to a family fishing for a few minutes. I proceeded up to the Alpine Station, stop-ping when I could to take pictures. I thor-oughly enjoyed my day of solitude.

The higher you go

The other riders did not climb Mt. Ev-ans on Thursday due to Ron McCoy’s need for a stator change. So this was now our Friday ride. Again we went over Berthoud pass onto I-70 for a few miles. The road to Mt. Evans is about 13 miles long and climbs to 14,270 feet. It is strictly a tourist ride and has no towns or shops on it. It is blacktop but narrow, no shoulders, few places to get off the road and lots of twists and turns—all for just a few bucks. I couldn’t believe the people on bicycles that were going up to the top!

This is another road I would not want to see a new motorcycle rider on, it requires your full concentration and no looking off to the sides. My thrill pocket was rather full and at the eight-mile point I seriously thought about turning around. (I didn’t.)

Wow, what a view it was from the top! We did not have a very clear day, but it was still really cool. I really do mean cool, my guess is the temperature at the top was in the 30s. I wish I had packed a small stock-ing cap to wear when my helmet was off. Regardless, I was quite happy with my rid-ing outfit for this trip. I have an HJC model CL-14 helmet, a Power Trip mostly textile jacket, and Joe Rocket Alter Ego textile pants. I did wear a sweatshirt on some of the colder rides, but otherwise I was quite comfortable in hot or cold.

The group at Loveland Pass.

I just love this picture, but I don’t know why the guy is not taking a picture of that unique motorcycle next to him!


The long ride homeOn Saturday morning, with the 25th

anniversary ride week history, I faced the longest one-day motorcycle ride I had ever taken. I needed to get from Winter Park to my sister-in-law’s house in Kearney, Neb., about 500 miles through Grandby, Walden and then to Laramie, Wyo., for either I-80 or U.S. 30 the rest of the way.

I really enjoyed my first 100 miles or so and stopped a few times to take pic-tures. I knew once I got to Cheyenne there would be no more forests or mountains. Things went pretty nice until I got to Lara-mie where I finally got hit with a bad case of vapor lock! Seemed like it took forever to get the bike going again. For the rest of the trip whenever I had to slow down for a town I put my petcock to prime. I don’t know if this trick really works, but I never had vapor lock again.

Finally running again I gassed up and hopped on to I-80 and headed for Cheyenne. Having never ridden this section of road, I had no idea I would end up going over an-other pass. It was not an enjoyable 46 miles, and my neck was killing me! That was all the interstate I was going to drive on that day as I had to be able to stop every hour or so due

to my neck pain. I switched to the Lin-coln Highway again.

Once I reached Nebraska, there were little towns about every 20-30 miles and most had work-ing gas stations. So I was gassing up every 50-60 miles just to get off the bike for a few minutes. This re-ally added time to my trip. Now that I had descended thousands of feet, the Vision was running great and I was back to full power. Finally, 11 hours after I left Winter Park I reached Kearney.

For those of you new to the Vision, I found it a perfectly acceptable ride for the long distance. I did not enjoy ex-tended times above 70 mph or so. Not so much that the bike won’t handle it, but I didn’t like the very intense level of concentration you must maintain at those high speeds.

On one trip to Minnesota (677 miles),

I got 47 mpg. On this trip I did more than 2,100 miles and got less then 42 mpg. I would guess the lower mpg is because on average I drove at least 5 mph faster for the trip, plus 700 miles in the mountains.

What an experience this was, I hope all the rest of you get to do something like this at least once in your own lifetime.

More ROVwww.ridersofvision.net

All of us at the top of Mount Evans (except for Robert who is taking the picture).

By Jim Townsend

This is part three in a series on developing your skills for online auctions. — Ed.

Not everyone is honest on eBay (yes,

it’s true), but there is hope. If you are aware of the different ways some of these crooks are trying to take advantage, you can help protect yourself.

The first thing you need to be aware of is the different ways people will try to steal your identity.

If something looks too good to be true, it generally is. The best example of this is the Nigerian scam where a long sad story from someone from another country (usually an African nation) tells how the person needs to get a lot of money out of Africa, etc. They offer to share millions of dollars with you if you can help get the money to the U.S. Eventually you will be asked for banking information, possibly even your social security number, and you will also sometimes be asked to send them a couple hundred dollars to pull off this scheme.

When you get this kind of email (called “phishing”), delete it. Do not answer it which confirms they have a “good” email address.

Protect your salesThough eBay also attracts scammers,

the setup is a bit different. I was selling a motorcycle and got

a reply from someone in a foreign coun-try to buy my bike. The proposed buy-er wanted to send the money via some kind of cashiers check or other paper which was supposed to be good for cash. Through some fiasco, they are only able to send an amount for a few hundred or thousand dollars over the asking price. The real tip off is the next part: “Please cash as soon as possible and send the bal-ance over the required amount via (some electronic means) to me.”

Of course there is always some pay-off to you for your troubles but they al-ways want the money very quickly.

Of course, the official-looking ca-shiers check or money order they send you is bogus. By the time your bank figures it out, you’ve sent the “overage”

money long ago and the bank holds you responsible for the full amount on the bo-gus check.

Another variation of this is the send the bike scheme where they will send the money via cashiers check, but want the bike sent very quickly to them in another country. After you get the check, you take it to the bank and cash it and ship the bike within a week or so. The checks are no good and bounce, again leaving you on the hook with the bank, and, as a bonus, you’re out the bike as well! This has been pulled on quite a few people. Seller be-ware.

When you get an offer like this, send them an email saying that you will de-posit the check as soon as you get it and when the bank notifies you that it is OK and has cleared the buyer’s bank, you will send the item.

Since bank approval may take up to a month, tell them that you will wait at least two weeks after the bank approves the purchase. That will probably be the last you hear from them.

To circumvent this, do not accept any bids from foreign countries (maybe just from Canada). Another way to stop this is to request payment via PayPal only. Most foreign sales are done that way.

When selling, remember that you are doing business and conduct the sale in that manner. The sale is not over until you have the money and the buyer has the product.

There also is the “mistaken sale” scam. With this, you receive an email saying something like, “Why haven’t you paid me for product xyz?” (that you’ve never heard of).

The first thing we usually think is to send a return email that you never bought the item. Never answer these emails. You may get threats that the seller (scammer) will report you to eBay and ruin your rep-utation/feedback. There are variations on this, but they all want to steal your iden-tity, your money, or both. Always forward such emails to [email protected].

I guarantee you that they are all fake emails.

Now if you did win the bid on some-thing and you recognize the item, eBay will let you know through your “My eBay” messages that you do indeed owe

the money. Don’t bid on anything you don’t intend to pay for, and when you are asked to pay, do it through your PayPal account promptly.

If you are selling a motorcycle, know your buyer. Make sure the buyer follows your requirements as a seller. I didn’t fol-low my own advice once and was almost taken for a ride.

One of my requirements was that the buyer come and pick it up. The buyer was many states away and asked if he could have Allied pick it up (so I wouldn’t have to crate it or do anything). I agreed to do it — a big mistake.

Upon arrival at the buyer’s house, the gas cap latch was broken. Evidently, when the truck line checked the tank for gas, the inspector slammed the gas cap down and broke it.

When the buyer got it, he ran the battery down trying to start it after he fouled the spark plugs. He reported the bike to eBay as having major problems and was not as described. This tied up my eBay account and PayPal for about three months.

I had to buy a new latch for the gas cap, furnish him with a new battery and spark plugs and finally beg him to OK my accounts.

I could have avoided this simply by requiring him to follow my buyer instruc-tions on the sale.

Now when I sell a running motorcy-cle, I require the buyer to pick up the bike and ride it and sign an approval form. If they don’t want it, I return their money less the eBay charges (which can run up to about $60).

Tips on buyingWhen buying a bike, I reverse the

procedure. I will not buy something sight unseen. The eBay pictures are tiny and cannot possibly show the bike as good as possible. I have bought many bikes on eBay, but I always pick them up. I might break that personal rule if it were some-thing I really have to have, it is cheap, and seems to be in good shape. So far, I have not done that.

As a buyer, look at the bike. Will it start? Can you ride it home? Is it as de-scribed? If not, don’t buy it. If you only want parts and the bike is advertised as

Protect yourself, identity on eBay



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a parts bike, that is a different matter. I still want to pick anything like that up myself.

Don’t get carried awayOne of the problems buying on eBay

is bidding too high. Don’t let yourself get swept up in a bidding war.

Before you start bidding on some-thing, know what the item is worth. Check some catalogs and even check online (try asking around in the VJMC’s forum at www.vjmc.org).

I see items selling on eBay which are still available at your local dealers. Foot peg rubbers, kick start and shifter rubbers are available from dealers. Even though it may be for your 1964 Honda Dream 305, check with a dealer first. You might get a surprise. When you do, remember that some items that worked on older bikes are almost the same as on much newer bikes.

Also remember to check with this magazine’s advertisers for some items—as supporters of your club, they in turn deserve your support.

Another thing to remember is that motorcycle manufacturers never manu-facture tapered roller or ball bearings or

oil seals. You may be able to get them at a local bearing house. There is one in ev-ery large town. Many bolts are available at your local hardware store. The excep-tions may be stainless steel or chrome bolts and sometimes you can luck out there too. The old JIS bolts, usually 5mm in diameter, are almost impossible to find and are not to be found in your local hardware store. Don’t be so hasty to buy those items that you overlook your local resources. You can probably get them cheaper at a nonmotorcycle source.

PayPal tips

PayPal scares some people, but I have found it to be reasonable in cost (and it’s free for buyers). It is the required way to pay by most sellers, and it is safe. Just follow simple rules, like never give out your password, electronically transfer the money out of the account when it accu-mulates more than you need to spend, re-quire PayPal on your sales, and don’t be afraid to give PayPal your bank or credit card information.

A word of caution here. NEVER answer any email message that seems to come from PayPal or eBay that say something like, “Your account has been

suspended ...” or “Your account needs to be updated because ...” If you have any messages from either PayPal or eBay, they will be sent via your messages on “My eBay.”

I receive at least two of these so-called warnings purporting to be from eBay or PayPal every week. Always forward them to spoof@paypal,com or [email protected]. After you forward them, delete them. No exceptions! If they really are from PayPal or eBay, you will get a message in your eBay message box. They will also investigate the source and seek to shut them down and prosecute them. So far, for every message I have ever forwarded, I have never received an answer saying it was a legitimate mes-sage.

Never fearDon’t be afraid to use eBay and Pay-

Pal. Follow these suggestions and you can have a great time and try for some really good deals. I want you to sell that Honzuki widget you don’t need because I do! I’m just waiting to bid on it.

If you have any questions or com-ments, please contact me at [email protected].


By Roger Smith

In February of this year, I decided to purchase a motorcycle that I had hoped to someday own—a Honda CBX. I knew that I wanted a 1979 or 1980 model because the '81 and '82 came decked out with fairings and windshields. After 1980, the CBX was presented as more of a touring bike, instead of a six-cylinder naked bike. I loved the look of that 1,047cc six-cylinder Honda with nothing hiding any part of its magnificent power plant.

Once the decision was made, I sold my Har-ley-Davidson Road King in February. But buying a six-cylinder motorcycle—with six carbs and 24 valves—is serious business. I didn’t want to buy someone else’s problem child.

I called a company I had seen advertised and heard about for many years that specialized in the CBX, CBXman in Edwardsville, Penn. I spoke with the company’s owner, Dennis McCartney, who is deeply involved in the whole spectrum of CBX ownership, including occasionally having CBX motorcycles for sale. Unfortunately, Dennis didn’t have any for sale when I called. But he did take plenty of time on the phone with me and gave me plenty to think about when purchasing one of these technical wonders from a stranger.

This is not a single or twin two-stroke that can be easily worked on in your garage. The CBX four-stroke six is loaded with parts and mechanical sys-tems that can frustrate even a seasoned mechanic. Dennis suggested that I buy a CBX that had already been restored by somebody who was reputable and experienced. He gave me the name of a couple of qualified restorers that he personally knew, includ-ing Jan Ringnalda in Columbus, Ohio, just a few hours away from my home in Michigan.

I called Jan in April and made the first of two trips to Columbus shortly thereafter. We had to make two trips because after I told long-time friend and VJMC member John Knowlton about this CBX restorer, John decided he wanted one too! We were pleased to find that Jan in fact had two of his restored CBXes for sale. We made two trips to Co-lumbus, picking up John’s 1979 CBX first, then my 1980 bike two weeks later.

Dream fulfilledBye-bye Road King, hello 1980 CBX


Jan had a workshop packed with other CBXes in different stages of resto-ration. John and I noticed a unique Ohio license plate on one of them, “DRCBX.” How could we go wrong working with Dr. CBX?

The 1980 CBX on the cover is the one I purchased from Jan. It sports a NOS fuel tank, tail cowl and speedo. The bike was completely gone through by Jan and fea-tured newly cleaned carbs (fouling is a re-curring concern with the CBX) and the 24 valves were adjusted. It is a work of art.

CBX Q&AJan Ringnalda recently decided to of-

fer his restoration services to a couple of lucky CBX buyers each year. I was able to sit down with Jan and talk to him about his love of the CBX.

RS: Jan, it’s obvious from your ac-cent that you were born in Europe.

JR: You’re right! I was born in Hol-land, lived there until I was 12 years old. Moved to Belgium in 1976, and watched in awe at the first CBX in the showrooms when it was launched in Belgium in 1978. I then moved to the United Kingdom in 1979, where I stayed until 1993.

I started riding at 12 in Belgium, in the woods, partaking in some trials riding. I started riding on the road in England at 16, on a brand new DT50 Yamaha, which I rode across to Holland and Belgium. I could never do this trip at 40 mph again! I then moved on to a TL125S, and sub-sequently an RD350B. It went larger and faster from there.

RS: What is your history with CBXes?

JR: My CBX experience started a little late. It actually started after I was informed it would be better for my health if I gave up

motorcycling by my doctor, after they had removed my kidney which was damaged in a road traffic accident. I had just finished tuning the carburetors on a CB125T, and was out for a test run in southern England. I was traveling on a road which was 6'5" wide and I met a truck who was 5'4" wide coming the other way, at speed in a bend. I was doing 25-30 mph. Missed the truck, but put the front wheel of the bike into a drain hole and somersaulted the bike with-out intending to. The back of the bike was all smashed up, front was OK.

After a week in hospital, I was as good as, well, someone with one kidney. I stopped riding motorcycles daily from that point. I sold the motorcycle business, went to university, got married and bought a house. My wife wanted to start a fam-ily, but I hadn’t lost all of my motorcycle enthusiasm yet. After all, it wasn’t my fault; the truck pushed me off the road.

So I agreed to the family thing with the understanding I could buy my favorite motorcycle of all time. She did not know this was a very heavy, six-cylinder, 24-valve awe-inspiring Honda CBX.

I started looking around the local magazines and came across an ad for a CBX which was located only about 20-30 miles from where I lived. I met with Geoff Smale who had ob-tained, from Japan, a 1982 CBX that had a very unfortunate his-

tory. This bike had been tested around the Honda test track, per-

haps as a prototype or just for regular test-ing, I don’t know. Anyway, these bikes that had been tested were sold to a local agent who was only allowed to sell the parts—not the complete motorcycles.

However, since these were all motor-cycles with only about 100 miles or so on them, he decided to sell them as complete bikes abroad. Honda found out about this. So the next batch he purchased were com-pletely destroyed by Honda mechanics, who had gone at these bikes with hammers and axes.

When I first saw the bike, it had no bodywork yet, but Geoff was putting it together as a special without the plastic bags or fairing, and he was modifying the tank from an early model to fit. He manufactured an exhaust from the origi-nal downpipes with some Kerker mufflers, and straightened out a lot of the damaged parts. The bike had been sitting in a wet environment for a long time, and the en-gine had to be tested since it had numerous fins broken off, but the crankcases seemed OK. I bought and paid a deposit on this un-completed “project” and couldn’t wait to ride this creation.

Once I got the big Honda home, I found out about an Australian outfit who made stainless steel six-into-six exhausts, which looked on the picture just like the system the Mike Hailwood racer had with the double “kick” in the mufflers. A couple of phone calls to Australia later, and I had the first batch of five Pipemas-ters systems on their way to England in 1988. I put one of these on my bike, and just loved the effect. The sound was gor-

When rebuilding a CBX, Jan Ringnalda gets down to the bare bones.

First place at the Lake George National CBX club meeting.


A L S O I N S I D E T H I S I S S U E

B2B & Virgina Rallies, CBX Travel, Mickey Cohen Update, Technical Articles...More

Summer & Fall 2007 Combined Issues

Dedicated To The Preservation Of The CBX Motorcycle

Gordon Gooch: International CBXer XtraordinaireJames Fox: A Sons Love Of His Father & CBXs

Honda Engineers: Reveal the inside story of the CBX

Dan Uhing.....the amazing story of skill, determination,

imagination, creativity and workmanship that brought us the

best balanced CBX custom ever produced.

geous. The only thing that sounds better than a CBX with a Pipemaster six-into-six is two CBXes with Pipemasters sys-tems. Geoff and I went to a VJMC swap meet and show in Sheffield, he was riding his CBX, with Pipemasters exhaust, and I was on mine. (There are lots of traffic lights between Liverpool and Sheffield.)

It was clear that Geoff had the top end speed, but I could launch my bike much better with the pro-link suspension. He was pulling these enormous wheelies, where I was just depositing rubber on the pavement and looking in my mirror for him to catch up, which, unfortunately, he did every time. I needed some different camshafts, from a 1979 bike, to fix that is-sue. I will never forget the sounds of those CBXes being launched from all those lights. Neither will the boys in the transit van who were going to a motocross meet who were behind us for a number of those traffic lights.

Geoff and I built a number of CBXes over the next few years, and Geoff started building a CBX engine-based sidecar outfit.

I then finished my Ph.D. in materials science, and found that the job offers from companies in the U.K. were actually pretty

bad. So I decided to accept an offer I had in hand from a professor at The Ohio State University to come and do a two year post doctorate study.

In 1993 in the U.S., I couldn’t believe the number of CBXes for sale. I bought a CBX before buying a car. It had a slight engine rattle, which sounded like a chain. When I got the bike back to the condo, I took the valve cover off and discovered the cam chains were just fine. Turned out the bike had a mild hydraulic lock which bent a con rod slightly, causing the skirt of the piston to touch the crank.

So a complete engine rebuild later, this bike was ready for riding again. It was en-

tered in a rally in St. Clairsville in 1994, where it came in fourth in the stock class. Having seen the bikes there, and enjoying the participation in bike shows, I bought a black 1980 CBX which needed only minor work to get to concours condition. This bike was entered in the Lake George Na-tional CBX club meeting, where it won first place. It also won first place at the Marling-ton National CBX rally.

After getting a job with an electron mi-croscope manufacturer, I decided to stay in the U.S. I don’t know how many CBXes I have now had, but it is well over 20. There are still seven in my garage, some ready to enter in a show, some ready to be restored. My job doesn’t give me a huge amount of spare time, so this is all done on a hobby basis.

RS: Why should people buy a re-stored CBX from you instead of from eBay?

JR: I can’t say that it is always better to buy from a definite source, there have been some great deals on eBay, but I have also seen some real basket cases. It seems that people involved with older Hondas will put CBX in the title, in the hope this will raise the end price. Don’t forget that a picture


will always make a bike look better, es-pecially if the sun is out. I have purchased numerous things on eBay, usually parts, but nowadays these parts even on eBay are very expensive, as parts for CBXes are dry-ing up at the dealerships.

There have been a large number of CBXes on eBay. Sometimes these bikes are marketed as ‘restored’ and some even have a guarantee. You will also find that the bike will have upgraded brakes, up-graded seat, and upgraded exhausts. These are not upgrades. These are for the ease of the restorer, since the original parts are much more expensive than these upgraded parts, plus they are much harder to find… I only use original parts for my projects, either restored, rebuilt or refinished, to be able to demonstrate the true originality and beauty of the CBX as it was designed, built and marketed by Honda. The Interna-tional CBX Owners Association is putting together an article for serious collectors, and a number of us are contributing to this article. It will be coming out in the ICOA magazine and will be ideal as a reference guide for someone who is interested in purchasing a CBX motorcycle.

RS: Where do you find suitable candidates for restoration?

JS: Well this is an interesting question. I have bought a complete bike for $2,500 which looked like nothing on earth, but came with a new original exhaust system in the box. Usually the bikes I buy are in multiple boxes; that makes it difficult to assess if the bike is, in fact, complete. Key aspects I look for are original seats, ex-hausts, side covers, clocks, and numerous other parts which can now, officially, be classified as being made of unobtanium!

RS: Will you accept a VJMC mem-ber’s own bike that they will provide for restoration?

JR: This very much depends on the person. I have had people contact me with partially completed projects, looking for me to put it back together cheap so they can then put it on eBay. I will never do this. These people do not deserve a CBX. I once replaced a cylinder stud in a tech session during a national rally, which in-volved engine removal, total disassem-bly and rebuild using new cylinder studs. Time spent rebuilding when I could have been riding. While the CBX club member was very grateful, it turns out he sold the bike just after the rally. Had I known that was the plan, I would have been out riding in the southern West Virginia hills.

So I guess my response to the ques-tion is, I will need to meet you, and decide if you are CBX worthy and you will treat the bike in the manner it deserves when I deliver it to you. A bike suitable for res-toration can be purchased at the time of writing for around $5,000. A bike that I have finished, will not be sold for any-thing less than $10,000, again, at the time of writing. The market is in flux right now, since a number of people are realizing that a mint CBX is not easily replaced, and a number of parts are no longer obtainable, even from some of the popular aftermar-ket OEM suppliers.

RS: Mechanically, what can or will you do for customers?

JS: I have to make that call when I look at the project. I have stripped and rebuilt a very large number of CBX en-gines, and am not shy to take a bike to a bare frame and start a restoration. I will not straighten a frame; if a frame is bent, it’s only suitable for parts. I have a Ph.D.

in materials science, and if metal has gone beyond plastic deformation (i.e. stayed bent), then when you straighten it, it has lost strength. A CBX needs all the frame strength it can get. Fire damage is a very similar scenario, since the heat of a fire will affect the material properties. Not worth running the risk.

RS: Can customers visit you before they begin a restoration?

JR: Yes, of course, however some-times this is not for the faint-hearted. Some of these basket cases are covered in layers of dust, perhaps there is some rust, and of course when it is completed, this bike will be capable of more than 130 mph. You have to be able to trust the skills of the person who built the bike.

RS: What awards have your bikes won?

JR: My bikes have taken first place in many national CBX rallies, but while it is nice to receive a first place, I enjoy riding the bikes I build.

From valves, to cams, pistons, intakes and more, “Dr. CBX” doesn’t let anything slide when rebuilding the monster CBX six-cylinder engine from the bottom up and in-side out.


There are a number of people who buy a rebuilt or restored CBX, and then roll it into and out of trailers to enter it into shows. This was not what the CBX was built for. These bikes really do not like sitting. The brakes seize up, the gas goes bad in the carburetors, the seals go hard.

A bike that is ridden at least once a month will last much better. A bike that is ridden regularly and wins a show is the best of both worlds in my opinion.

RS: How long does it typically take you to restore a CBX that you have pur-chased?

JR: Around six months per bike. The 1980 CBX I built for you was finished in red and as you can see from the cover pic-ture, it is in concours condition.

RS: How can our members order a CBX restoration from you?

JR: Well I can only build about two of these bikes a year. So whether I accept your order would depend on how many I have outstanding, and on the flexibility you have with respect to timing, what type of bike you want, and how we get on when we talk about the project. This is a personality thing with me. A labor of love. You have to be worthy of owning one of my CBXes before I will sell you one.

CBX contactsJan Ringnalda: [email protected]: 378 Main St., Edwards-

ville, PA 18704; 570-718-1844.

CBX buyers guideBe sure to check out the August/Sep-

tember issue for an article by Jan Ringnalda on the details for collectability and the key facts you need to know when considering a CBX. Is the bike you’re looking at a relic or a ringer? There are many things to look for to ensure originality and value.

Oh, there it is. This CBX restoration is starting to take shape.


This is part three in the restoration of the XS1B. Part two in the February/March issue dealt with parts breakdown, sourc-ing parts and labor, and sending the bulk of the work out for powdercoating and/or rebuilding. — Ed.

By John Patterson

Parts that needed painting were sent to Painting by Blake in Vista, Calif., including side covers, headlight bucket and supports, gas tank and the top shock covers. Blake uses all the original candy-type paints so that the bike will look correct. Blake’s work will include cleaning and treating the tank. (You can imagine what the inside of the gas tank looked like since the bike sat abandoned for so long.)

Once the chrome got back, I was able to continue assembling parts in the house for later installation when it warmed enough to venture into the garage. I learned a lot – like when you consider re-chroming parts, compare prices for NOS against what you will pay for the re-chroming. If you have really deep pitting, you need to real-ize that more work and cost will need to be incurred. Some really deep pits remain on my bike, but they are almost unnoticeable. All in all I am happy with the results, and I will be better prepared knowing what ques-tions to ask and what instructions I need to give the next time I do chrome work (i.e., don’t chrome the opening for the front axle in the lower tube).

During the winter rebuild, I went down to Red Line Cycle to check the progress of the engine and found the entire lower end assembled—and the engine looked brand new. The sides of the engine case had been polished and clear coated. This was really the route I should have taken on my pre-vious restoration (XS650B) because the side covers will not need polishing with the clear coat on them. The XS650B was just polished and it looks great, but it tarnishes now so that I have to polish it at least once a year. Perhaps I’ll pull the covers and give them the same treatment. As far as the XS1B it seems possible that the engine will be the best looking part of this bike!

During the winter while the other parts

were out for work, I was at the shop in my basement running the nuts and bolts though the wire wheel on my bench grinder and then spraying the ends with a clear coat (from a spray can) to inhibit rusting. Then

the parts went back into the labeled bags for reassembly.

The brake assemblies were polished and clear coated. The rear fender went on without any problem and that was about

It’s warm, and the XS1B is doneWhat more do you really need to enjoy the summer properly?


as far as I could go until I got the engine back and all the body parts back. The really good news was I’d finished buying parts. The last parts I bought were the replace-ment chrome trim and emblems for the side covers, the hardware needed to attach them and a seat hook.

There was no record set in the assem-bly of the XS1B after a Wisconsin winter with its own snowfall records. Getting the painted parts back was crucial at this point of the rebuild. The fork ears that attach to the headlight bucket needed to be placed on the front forks, which allowed me to assem-ble the front end of the bike. The rear shock covers needed to be placed on the shocks and then the shocks re-installed. Those two steps got me to the rolling chassis stage which is important from two standpoints:

1) It helped to put the engine on the motorcycle lift to raise it into position (the less I had to do to lift and adjust the engine the better!). I couldn’t use the lift if the motorcycle was still on it.

2) The XS1B needed to be up on the center stand to install the exhaust.

Trust me, I was not underestimating the amount of work it would take to get the engine into place. There is some important prep work that needed to take place first. The frame needed to be protected from the engine sliding over it to drop into place. There are basically two good options:

1. Buy some water pipe insulation and put it over the frame rails and then tape it tightly or

2. Cover the frame rails with multiple layers of masking tape.

I chose option one for the better pro-tection and an easier removal when done.

The the painted parts arrived. Just a quick caution—send the petcock screws along if you decide to coat the inside of your tank. This keeps sealer from getting in the threads. My tank had a lot of sealer in the threads that probably got around what-ever Blake used to plug the holes. This made an extra trip to the shop to have Tony at Red Line Cycles tap the threads to clean out the sealer. He also took a Dremel to the slot the petcock fits into as there was a little sealer preventing the petcock from lining up square over the screw holes. Once the excess sealer was removed from these ar-eas everything went together great. Tony also put the covers on the shocks.

I had to do some futzing around but I got the headlight ears on the forks despite 17-degree weather. The threaded hollow rod that runs through the center of the front

light needed to be cut down as it wouldn’t allow the light stay to line up with the up-per shock tube. I’m sure the originals were much shorter, but I had to buy aftermarket as no NOS were available. The bike started to actually look like a motorcycle again, and was finally off the lift and ready for the engine.

When we got the engine home, we put the motorcycle lift at the back of the vehicle level with the rear of the floor. Then we slid the engine out of the back and onto the lift. Next we dropped the lift down level with the frame of the bike. From there it was an easy two-minute jockey of the engine to get it into position to drive a few bolts through. The insulation worked perfectly to protect the frame’s finish as we dropped the engine into place - not a single scratch. Next, the engine stays were added, wiring needed to be hooked up, cables installed and adjusted

and the exhaust added.I have to admit the engine will prob-

ably be the centerpiece of this motorcycle.As I made my way through the wir-

ing, I noticed there were things missing. The connectors that go to the horn were missing, so I had to fabricate those. The wiring in and of itself wasn’t as easy as I thought it would be. When I got the bike the wiring harness was so cobbled together that I wasn’t able to re-use it. Fortunately I made some really solid friends through the course of this project so I had folks to reach out to for pictures and advice. Once the engine was completely bolted down in the frame, I had the battery charging in the battery tender ready for troubleshooting the electrical system.

Though it was still cold outside, one morning I threw in the last of the engine stay bolts and tightened them down, added

Nothing like some before (above, top) and after (right) photos to help appreciate all the work that went into restoring just the engine.


the chain and installed the clutch cable. The clutch adjuster bolt was frozen, so I had to take it down to the shop to have them free it up. Once I got it home, the clutch adjusted just fine. The chain went on easy and the adjustment was simple, bringing back memo-ries of adjusting the chain on my original 1975 XS650B so many years ago.

I had to finesse the right exhaust on for some reason; it was really quite frustrating. The left side went on with no problem, but the header pipe on the right side was about an 1/8” short of mat-ing up with the centerstand bolt. After a few beers, I figured out a way to make up some slack to get it to slide over the bolt. I moved

the centerstand bolt in and tightened the head pipe down, which pushed the whole pipe back just enough to slip on. Then I tapped the centerstand bolt back out and tightened it down.

There were some wiring issues that had me stumped, and they all revolved around the turn signals. I usually don’t struggle with wiring, so this was very frustrating for me. When I worked on the XS650B, I had absolutely no problems other than a loose ground which I located and solved within an hour. This nightmare had been going on for a couple of days on and off with several blown fuses. So, unfortunately, I had the shop try to isolate the problem. The only positive part of taking the bike down to the shop was that I could try out my new enclosed trailer.

The problem with the wiring was that one of the wires I thought was a negative was a live wire. It was so discolored that it looked black, but it was in reality a dark green. Tony discovered it by going through each wire and plugging and unplugging each one until he found the culprit. One other benefit to having dropped it off is that Tony found he had to rejet the carburetors, since the bike had previously been set up with shorty pipes. (This is some-thing I should have remembered to tell Tony when I had the carbs rebuilt.)

The XS1B is now done. Just in time for warm weather.

More informationFor more information, pictures and a list of those who

helped on this project, be sure to check out http://1971xs1b.com/ The%20Restoration.htm.

To protect the powdercoated frame when getting the engine back in place, I chose the insulation method vs. layers and layers of masking tape.

The whole project really started to take shape once the rear wheel went back on, and especially when the en-gine was back in place.


By Benjamin Ruff

We’ve all had projects that never got finished. We’ve probably all had a “one that got away” tale to tell. Even with all of the “woulda, coulda, shoulda” stories in our lives, every once in great while you get a second chance at a project.

It all started back in 1998. I had fin-ished building a 1982 Kawasaki KZ440 and was ready to get a bigger project bike. I was on a strict budget, so I needed to find something affordable. I searched around and found a 1982 Kawi CSR650. I paid around $600 for it. Even though the 650 was a little rough and wasn’t a really “col-lectable” bike, I had big plans for it. I was hoping to turn it into a vintage-look, cafe-style street machine.

The project ended up being put on the back burner, as life got a little hectic over the next couple of years. I had a good job, and since I had already sold the 440 to a friend not long after buying the 650, I start-ed thinking about getting a brand new bike instead (blasphemy, I know!).

My girlfriend at the time made a deal with me; I could get a new one if we could rebuild the 650 for her to learn on. I figured it was an OK deal, so I bought a new Honda Shadow Ace 750 and began to rebuild the CSR650.

I took the 650 and rebuilt the forks and had new tubes and tires installed. I removed the motor and repainted the frame. With the motor out, I was able to easily install new clutch discs and adjust the valves. Custom gauges were installed, as the factory units were beyond repair. I also installed a new, factory-style seat cover.

My girlfriend wanted a neat, new paint job for it, so we sprayed on some color-shift paint. It ended up looking kind of cool, but it definitely wasn’t a show bike. Even thought it wasn’t perfect, it was good enough for my girlfriend to start learning on.

Sadly, my girlfriend and I didn’t work out. By the end of 2002 the relationship was over. So was my relationship with the Kawasaki 650. I had signed over the title to her as a gift in late 2001.

The years after that got a little difficult, and money was even tighter. I ended up having to slim down my fiscal burdens and by 2004 I was without a motorcycle. Every once in awhile I’d think of that old Kawi

650, wondering if it was still on the road. I once spotted it in a parking lot in late 2003, but hadn’t seen it since.

Finally, I saw it once more in June of 2007. It was parked at one of our local Fri-day night car shows. It had a little wear and tear to it. The paint on the tank was worn and flaking. The tires were the same ones I’d had installed five years before, and were se-verely cracked and brittle. The wiring for the gauges and turn signals looked like a rat’s nest. Even so, it was neat to see that it was still in working order and being ridden.

Just for fun, I decided to wait around for the owner. It turned out the owner was a young man, just out of high school. We began to talk, and he was very interested in learning the bike’s history from me. I told

him all about the plans I’d originally had for it, and how I’d always wanted to make it a cafe racer.

The owner finally told me that he was shipping out for basic training in a few weeks. Then he said that his parents thought it was best if he sell the bike. I couldn’t be-lieve my ears! We started talking price, and we ended up striking a deal for $600. There was no way I was going to pass this up! I took the bike home with me a week later.

What were the odds, really? The bike that I let go of years before was back in my life, and it practically begged me to carry out the big plans that I’d originally had for it!

Oh, yes, big plans indeed! Look for an article about the finished project in the future.

A bike so nice, he paid $600 twice


classiFieds

For Sale

Honda

For Honda, parts. 1978/81 CB400T, new hard to find sissy bar with backrest pad. For 1974-'78 CB/CL350/450, CT/SL/XL70, XL75/350, 1973-'75 ST90, CB/CL160, 1971/73 CB500F, 1979 CB750F, 1979 CBX, 1979/81 CR125R, 1978/80 CR250R and others: rear sprockets. William Mack, 865-983-4204, Louisville, Tennessee, [email protected]

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

For Sale: Honda Parts. 1964/71 new tail light assem-bly, also new lens. Frame side covers for: 350cc twin, left and right; 1982 V45/VF750S Sa-ber, left side; 1984 V45 750cc Magna, left side; CB550 left and right with original em-blems, brown; 450 left and right, original blue; CL100 right,

original green. Front brake shoes for 1973/76 XL250, 1976/78 XL350, 1974/76 MT250 and MR250. Rear brake shoes for CB/CL/CD175 K1-K6, 1972/73 SL350. Front and rear shoes for SL175 and K1. William Mack, 865-983-4204, Louisville, Tennessee, [email protected]

1960s Honda C201. 90cc orig-inal, unrestored, with 0 miles. Never started. Rare Japanese model never imported to the states. C200 touring chassis with 90cc OHV engine from the S90. Has single seat with rack and removable buddy seat like the Benly models. $2,000. David, 734-320-8694, Ann Arbor, Mich., [email protected]

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

For 1960s Honda CA110 50cc, NOS red battery side cover. Thought to be part no. 83600-011-000C, $50. Bob Shields, 207-346-6791, Me-chanic Falls, Maine

1963 Honda CR93 Race Ver-sion. Completely correct and authentic 125cc DOHC 4-valve racer, fully restored original bike. Runs great, sounds in-credible. Concours condition, ready to race or show. Expen-sive. Randall Baselt, 650-572-8282, California, [email protected]

1966/68 Honda Dream CA77. I have four bikes close to run-ning condition and two for parts. Plus a big box of extra parts like shocks, seat, fuel tank with badges and several other parts. Don Wolford, 304-636-8267, Elkins, W.V.

1967 Honda S90. Purchased from the original owner who

gave me an affidavit as to its history. It just sat in his garage for about 35 years. It has only 1,637 actual miles. Black/Sil-ver color. Nice original seat, untreated gas tank in good condition, original Nitto tires, mirrors, etc. Includes Owners Manual. I got it running last summer. Clear Michigan title. $1,800. Jim Datsko, 231-264-0041, Traverse City, Mich.

1968 CB160, 1972 CB350, 1973 CB350F, 1982 CB750 Custom converted to 1,000cc. All bikes have titles. Not run-ning, have parts, motors, misc. parts for a restorer. Will part with the total inven-tory only. Buyer will supply transportation. $1,750 firm. Charlie Schmidt, 708-385-1746, southwest of Chicago, [email protected]

1969 Honda SS125. 8,000 miles, limited production, orig-inal owner, runs good, stored inside, original paint. $1,750. George, 586-286-3793, Ma-comb, Mich.

1972 CB350 twin. Clear title, in very bad shape cosmeti-cally, complete. Tires rotted out, fairly rusty, frayed cables etc. It turns over with com-pression, has potential, title says 116,000 miles. Michael Hughes, 412-370-4810, Pitts-burgh, [email protected]

1973 Honda CR250M. I have several very nice 1973 CR250s and several 1973 CR250s that would make good race bikes. Photos by email. Greg Owen, 617-470-9454, Boston, [email protected]

1974 Honda MT125. I have a very nice MT 125. $900, pho-tos by email. Greg Owen, 617-470-9454, Boston, [email protected]

1976 Honda XL350. Black, great restoration project, all

original, $500. Scot, 586-468-8472/586-484-6939, Macomb, Mich.

1976 CL360. Clear title, Bad paint job, haven't tried to start it yet, has compression, was inspected. Should be easy to get back on the road. Michael Hughes, 412-370-4810, Pitts-burgh, [email protected]

1976 CB750. No title. It's a complete bike in really nice condition, 7000 miles! Michael Hughes, 412-370-4810, Pitts-burgh, [email protected]

KawasaKi

For Kawasaki A1/7, lots of gaskets, plus some complete kits. Email me with PNs or your needs. Maybe I can help. Also, new carb float bowl gaskets for Kawasaki H1, H2, S2 and S3. $2 each, plus shipping. Fran Golden, 661-822-7149, [email protected]

For Kawasaki, sprockets. Countershaft sprockets for A1, F11, F8, S1, A7, S2, S3, H1, H2, etc. Rear sprockets for F8, F11, S1, S2, A7, H1, Kz400/550/650 and more. William Mack, 865-983-4204, Louisville, Tennessee, [email protected]

1976 Kawasaki KZ1000. Totally cosmetically and me-chanically restored this year. Purple. All aluminum polished, all chrome as new. Many per-formance parts, cam, header, KandN intake, Mustang seat, short windshield, fork brace, dual disk, ignition. Show stop-per. $4,200 obo. Kirk Johnson, 260-622-1358, Fort Wayne, Ind., [email protected]

1977 Kawasaki KZ1000. To-tally restored to immaculate condition, beautiful orange

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

on emailed ads. Don’t forget the publication deadlines: Ads are due by the 20th of the month in which a magazine is issued for the next release. Ads for the October issue will be due to the editor by August 20. If you have business-related ads, please consider taking out a commercial ad. Contact Bob Billa (949-433-3580, [email protected]) or me for details and rate information.Send all ads to: Gary Gadd, 3721 Holland St., Ft. Worth, Texas, 76180; call (817) 284-8195; or email [email protected]


classiFieds

paint is metal flake with ghost flames. Engine has been polished, sport fender, Viper windshield, Accell igni-tion, oversized carbs, bored, Vance four into one header, extremely fast. One of a kind. $3,990 obo. Kirk Johnson, 260-622-1358, Fort Wayne, Ind., [email protected]

1978 KZ1000 Z1R. All origi-nal except for pipe, miles are less than 10K. Bike has won several trophies in various shows. I am asking $10,000 or best acceptable offer. Moti-vated seller. Shawn Slaughter, 410-868-0257, [email protected]

1979 Kawasaki KZ1000 E-1. Original owner. Bike is com-pletely stock. Garaged and maintained, never wrecked or damaged. 26K miles. Show-room condition. Looks and runs as new. New tires, bat-tery and brakes. 71-year-old owner cannot keep up with old friend. Pics available by email.Del Bowen, 704-843-4835, Charlotte, N.C., [email protected]

1987 Kawasaki Eliminator. Totally restored to immacu-late condition. Beautiful black pearl metallic paint with ghost flames. Many performance upgrades. This bike is beau-tiful, totally unusual, rare, and turns heads everywhere it goes. Absolutely one of a kind. $2,900. Kirk Johnson, 260-622-1358, Fort Wayne, Ind., [email protected]

MarusHo

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

suzuKi

For Suzuki, Sprockets. Coun-

tershaft sprockets for T/TS/GT250, T305/350, etc. Rear sprockets for TM100/125, TS125, GT380/500/550, many GS models.William Mack, 865-983-4204, Louisville, Tennessee, [email protected]

1967 Suzuki T200. About 11,000 miles on the clock. 2 new Duro tires, new battery, has sparks. Engine turns over and has compression, and the carbs are not stuck. Original and unmolested. Also have NOS gasket set, nice used center stand, NOS sprocket cover, chrome chain guard, pattern gray front brake cable, used switch gear, new fork seals, NOS footrest rub-bers, front and rear, used rear brake cable and pedal. I have had the tank and both fend-ers bead blasted and primed, they are ready for paint. I also have a cherry red tank with those nice original chrome side panels, and both tanks have a fuel tap attached. No Title, but I can write you a Bill of Sale. $500. Simon Neil, 423-344-4419, Chattanooga, Tenn., [email protected]

1972 Suzuki TS185. Old classic enduro. $450. Scot, 586-468-8472/586-484-6939, Macomb, Mich.

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

1973 Suzuki T500. All origi-nal and less than 6,000 miles. Has not run for a few years but ran beautifully before a half-hearted restoration attempt and has taken up garage space ever since. In the right hands could be up and running quickly or would make a great restoration project. Must pick up. Asking $750 cash. Pictures at http://web.mac.com/rob_thorne/iWeb/T500K/HOME.html. Rob Thorne, Santa Monica, Calif., [email protected]

1974 Suzuki GT750. Basket Case. Includes: frame, t-trees, pegs, stand, rear shocks, front wheel w/discs, rear wheel w/

hub assy, fenders, seat, ra-diator w/guard, chain guard, battery box, three turn sig-nals, tail light, headlight, fork ears, side covers, gas taink, handlebars w/hydraulic lines, complete instrument cluster w/ignition. $200 cash takes it all. You pick up in North-east Pennsylvania. Email at [email protected], type “Suzuki Parts” as subject. I will return calls. Andrew Werst, 570-325-7802, Jim Thorpe, Penn.

1974 Suzuki GT750. One complete and two parts bikes. Downsizing to a townhome and no place for the bikes. Typical "ran when parked" back in 2003. I've got $1,300 in all three bikes, but I'd let them go to a good home for next to nothing. Robert Pat-ton, 770-886-2500, Atlanta, [email protected]

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

For 1982 GS1100E, Parts. Headlight Bucket and Fork Brackets, $25. Set of Four Turn signals, $20. Handle-bars, $5. Mirrors, $10. Front Brake Junction Cover, $5. NOS L.H. Head Pipe and Muf-fler (Chrome), $300. No. 2 and 3 Head Pipes (Chrome). New (42) Tooth Sprocket (for 630 Chain) $15 (Powder Coated Gloss Black). Air Box, $25. Patrick Wilson, [email protected]

For 1983 GS1100G, Parts. Triple Clamp Cover, $10. NOS (unpainted) Side cover, $15. Patrick Wilson, [email protected]

YaMaHa

For Yamaha, Sprockets. Countershaft Sprockets for

DS6, DS7, YDS3, YDS5, YM1, YM2, R5, TX650, XS650, XS1, XS2 and more. Rear Sprockets for U5, G65, G75, U7E, YG1, YG5, HS1, YL1, YL2, JT1/2, GT80, GT1, DS6, YDS3, YDS5, YM2 and more. William Mack, 865-983-4204, Louisville, Tennessee, [email protected]

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

For 1965 Yamaha YDS3CM Ascot Scrambler. Stored for 38 years indoors. Ice raced last (sidecar class). 98% of original parts installed/attached or in box. Not run-ning, but ran when stored! 2nd owner. This is a complete unit, with some spares. Doug Stein, 616-984-2244, Trufant/Sand Lake, Mich., [email protected]

1973/75 Yamaha RD60. Sell-ing three project bikes due to lack of restoration time. One complete with title, two oth-ers 80% complete. $600 for all three. Tom Kolenko, 770-427-4820, Atlanta, [email protected]

1975 Yamaha MX400. I have a very nice original condi-tion MX400. Very nice tank. $2,500, photos by email. Greg Owen, 617-470-9454, Boston, [email protected]

Miscellaneous for sale

Parting Out: 1963 Yamaha 200, 1964/65 Honda 90S, 1971/73 Honda CB500/4, 1975/76 Honda CB550/4, 1986 Honda Shadow VT500. Chuck Nagy, 440-965-5713, Birmingham, Ohio, [email protected]

Bell vintage helmets, brand new in the box. Full face Aero star/ GT2 /Sprint assorted sizes and colors. Red, White and Blue, Black, Red. Silver. E-mail for pictures. Beautiful for vintage use or display. $75 each. Dale Kregoski, 734-789-8249, Monroe, Mich., [email protected]


classiFieds

Factory seats in good con-dition. 1980/83 Gold Wing king and queen, excellent condition. 1976 Yamaha XS650, excellent condition. 1975/76 DT Kawasaki 100, excellent. 1974/76 Honda CB750/4 aftermarket king and queen, excellent. 1975/76 Honda CB550/4, needs cover. 1975/76 Honda CB550/4, old chopper. Chuck Nagy, 440-965-5713, Birmingham, Ohio, [email protected]

Voltage rectifier/regulators for 1979/82 Honda CB750 C/K/F/SC, 1980/82 CB900 C/F, 1979/82 CBX, 1983 CB1000C and CB1100F. 1981 CB750 custom, chrome head light case with rims and re-tainers, also front brake light switch. Chain adjuster bolts for Kawasaki Z1, Honda CB/CL450, CB350F, CB/CL175 and 350 twins, CB/CL77. 1974/78 Honda CB550K, me-tallic brown frame side covers. Honda CB/CL175/350/450/etc lower clutch side handlebar switch repair part with lever mount, mirror mount and horn button hole; same but brake

side and throttle mount. Su-zuki and Yamaha old model brake and clutch lever perch-es with mirror mounts, etc. Honda CB/CL 100/125 ignition switch. Old CB750 ignition switch with square connec-tor. Kawasaki KL250 ignition switch. Kawasaki KX1300 gas tank and right frame cover in original green. Complete 1986 Yamaha XV700 Virago engine minus carbs. Other parts available. William Mack, 865-983-4204, Louisville, Tennes-see, [email protected]

Parts: 23 wheels from CB, XS, GS and more. All '70s and early '80s street bikes. CB 3(4)50? bottom end. Three other larger engines, all in bad shape, they could be stripped. Exhausts, Lights, Fenders, Five gas tanks, Handle bars, Sissy Bars, Wiring harnesses, Switches, Carb banks 2 sets - 4 cylinder. Michael Hughes, 412-370-4810, Pittsburgh, [email protected]

For Yamaha, Honda, Kawa-saki, parts. I was a Honda and Yamaha dealer from the early '60s to 2002 and an ac-

tive Kawasaki dealer. I have a huge inventory of NOS parts. Please email or call. ALL MY PARTS ARE BY PART NUM-BER not by bike. When email-ing please list what you are looking for by make, model, year and part description or part number if you have it; if not I can look it up. Scott, 860-886-2407, Taftville, Conn., [email protected]

Motorcycle Transport. Se-cure, covered transport avail-able for small to mid-size bike. Will travel from Southern California to Chicago area via Denver in mid-July, and have room for one small- to medi-um-size machine. Very rea-sonable rate. Ron A. Smith, 858-270-3805, San Diego, [email protected]

Wanted

Honda

For 1960 Honda CB92 125cc, seek Keihin PW20 carburetor with 50mm on center mount-ing flange. I have 38mm PW20

version to trade/sell. Tom Ko-lenko, 770-427-4820, Atlanta, [email protected]

For Honda CB92, looking for the following parts: Knee pad, front fender, gas cap, chain guard, foot pegs, left side cover, cables, tail light and tag bracket, mufflers, fuel tank rubber mounts, all rubber parts. Jim Gilbert, 601-853-9853, Madison, Miss., [email protected]

For 1960/64 Honda CB92 125cc, rear mud flap, Honda part no. 80121-205-000. Or repro part the same also. Wanted any parts for JC Ben-ly 1957 vintage. Buy or trade. David Livingstone, 01642-504124 England, [email protected]

For 1961/62 Honda CB92/72, taillight assy less lens. NOS or used. Prefer contact by email along with picture if possible. Ron A Smith, 858-270-3805, San Diego, [email protected]

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

1962 Honda Cuby. Looking for 19cc engine and any parts or literature. Tom Kolenko, 770-427-4820, Atlanta, [email protected]

For Honda CA110 50cc, mo-tor parts or good used motor. Also top end parts for 55cc C105 Honda, piston, cylin-ders, etc. Pat Guagenti, 847-328-5789, Evanston, Ill.

For 1960s Honda CR93, Clone Project/Info. Looking for and to compare informa-tion from members who have built a Honda CR93 "clone." Any info, experience, advice greatly appreciated. FYI, us-ing a Honda CL175KO as the basis for my project. Ron A. Smith, 858-270-3805, San Di-ego, [email protected]

Honda Dream 305cc. Must be in complete, exceptional

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

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

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classiFieds

original or restored condi-tion, both cosmetically and functionally. Pete Greenwich, 973-657-1455, New Jersey, [email protected]

For Honda CL72/77, need complete front fender. Thanks. Gary, 206-783-1857, Seattle, [email protected]

For 1963/64 Honda CB77, needing various parts for ear-ly Super Hawk such as levers, starter crank (kick starter), toolbox, front fender, chain guard, etc. Please email me. Joe, 913-731-1253, Kansas City/Drexel, Mo., [email protected]

For 1965/69 Honda S65, need complete clutch unit and engine cover with clutch mechanism. Lee Lahue, Can-ada, [email protected]

For 1965 Honda CA95, Power Jet and Power Air Jet for my oddball carb. Appar-ently some of them came with an extra set of jets for high RPM. Mine are missing, and I hate to just plug the holes. Any suggestions? Bill El-liott, 802-793-1698, Vermont, [email protected]

For 1966 Honda CA77 Dream, need mufflers. New or excellent condition. Furl Smith, 260-925-3124, [email protected]

For 1966 Honda CA77 Dream, looking for a luggage rack with leather padded backrest. Want both items but backrest has priority. If they come as one that's even better. Robert, 972-974-5285, Garland, Texas, [email protected]

For 1965 Honda Dream CA92 Benly, Need headlight assy in good condition. Dan, 614-332-0955, Columbus, Ohio, [email protected]

For 1967 Honda CB77 Hawk, looking to buy a used Super Hawk seat, passenger foot rests, and a rear fender. Please send pics. I will reply fast. Russ, 312-576-2120, Chicago, [email protected]

For 1968 Honda CL125A, muffler, new or in good con-dition. Glenn Scherkenbach, 847-638-5589, Chicago, [email protected]

1968/69 Honda CB450 K1. Looking for CB450K1 (chrome side panels on tank). Anything from a restoration project to a nice bike. Dan Elder, 813-996-6947, Tampa, Fla., [email protected]

1960s Honda CB/CL450. Any condition wanted. Mark Ci-lani, 714-745-1969, Anaheim, Calif., [email protected]

1968/72 Honda CL450. Look-ing for rebuild project; would like to find bike around south Louisiana area. Ted Spillers, 337-257-7558, Breaux Bridge, La., [email protected]

For 1969/71 Honda CB100 through CB750, I am looking for a taillight lens for the 1969 through 1971 model years. This lens has yellow inserts on the sides. I suspect that it is a type sold overseas, possi-bly domestic. Please contact me if you have one for sale. Ellis Holman, [email protected]

For 1969 Honda CA305 and CA160, need the square re-placement headlight sealed beam one 6 volt and one 12 volt for the Honda Dreams. Dale Kregoski, 734-789-8249, Monroe, Mich., [email protected]

For 1969 Honda CA305 and CA160, need the square re-placement head light sealed beam one 6 volt and one 12 volt for the Honda Dreams. Dale Kregoski, 734-789-8249, Monroe, Michigan, [email protected]

For 1969 Honda Z50 K1, Looking for an original or pho-tocopy of the owner's manual that came with the bike. Chris Chown, 416-504-4353, Cana-da, [email protected]

1970, 72/73 Honda CL175. Prefer a bike that is complete and running with a current title. Call or email with details/pictures. Also, consider CL350

in the same years. Carl Best, 303-796-7358, Centennial, Colo., [email protected]

1970/'72-'73 Honda CL175. Looking to purchase a clean, running, titled CL175. 1970, 1972 or 1973. Does not have to be perfect, just complete. Call or email with pictures. Also, have clean, running, titled 1982 CB125S to trade, if interested. Carl Best, 303-796-7358, Centennial, Colo., [email protected]

For 1970 Honda SL350 K1, I am looking for an experi-enced vintage Honda engine mechanic in the Southern California area, to correctly rebuild the modified 350 twin engine in my Honda SL350 K1 show bike. Gary Parker, 661-297-4051, Santa Clarita, Calif., [email protected]

For 1971 Honda CL350 K3, I need both side covers and Seat latch hardware. Jack Krepps, 405-550-1101, Ed-mond, Okla., [email protected]

For 1974 Honda XL125 K0, I am looking for a NOS rear fender. Gary Hawk, 309-221-9995, Illinois, [email protected]

For 1976 Honda SS50 ZB four speed, looking for a front disk brake system. I need the whole assembly: caliper, disk and so on. Zephyr, 206-599-9439, Seattle, [email protected]

For 1982 Honda V45S Sabre, looking for a NICE aftermarket 4/1 pipe. Ready to pay a fair price. Lonnie Cavenee, 805-216-1848, Port Hueneme, Calif., [email protected]

For 1983 Honda MB5, motor in any condition. Nick Lotito, 315-391-3694, Parish, N.Y., [email protected]

KawasaKi

For 1966 Kawasaki B8 125cc, I'm only trying to put it back together to run as is so I

do not need new parts, any old parts will do. Need kick lever, speedo, ignition assembly, levers, one turn signal assy. Joe Anania, 612-816-4961, Minnesota, [email protected]

For 1967/68 Kawasaki A-1R, clutch cover for A-1R 250 road racer. Has mount for remote float Mikuni carb, any leads appreciated! Jan Boggs, 256-539-2721, Huntsville, Ala., [email protected]

For 1967/68 Kawasaki C2-SS/TR, nice fuel tank for C2-SS or TR120. I need the early model with bolt-on tank badg-es and rubber knee pads. Jan Boggs, 256-539-2721, Hunts-ville, Ala., [email protected]

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

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

For 1985 KZ450, crash bar. For 1976 KZ400, carburetor pair, NOS or working. Ste-ven Ritter, 410-636-4157, Baltimore

suzuKi

For 1964 Suzuki K11, I need the left and right carb cov-ers and bolts. Chris Chown, 416-504-4353, Canada, [email protected]

1965/70 Suzuki. Am inter-ested in small displacement Suzukis of 150cc and under. Please contact with what you have. No basket cases, please. Danny McMillin, 601-264-6099, Hattiesburg, Miss., [email protected]

For 1966 Suzuki X6, needed for early X6 (serial no. t20 10929): handlebars, petcock, 45-tooth rear sprocket. NOS preferred. Glenn Rumburg, 330-264-8502, Wooster, Ohio,


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

Regalia Order FormT-Shirts:

... $15Polo Shirts:

................................................Hats:

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

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

..................... $5

Shipping Charges $_______

Ship to:

Name:

Address:

SEND YOUR ORDER TO:Regalia Questions?:

[email protected]

For 1974 Suzuki TS185, Need a nice, reasonably clean inside dent-free gas tank. Could use from 1973-76. I can paint if need be. Steve Searles, 269-781-7788, Marshall, Mich., [email protected]

For 1974 Suzuki GT550, I am looking for a 3 into 1 exhaust. Thanks for your help. Doug Hamilton, 615-330-1514, Clarks-ville, Tenn., [email protected]

For 1974 Suzuki GT550, ignition switch with key. Delmar Conn, 336-983-2623/336-391-5305, King, N.C.

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

ToHaTsu

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

YaMaHa

1960 Yamaha MF1 50cc. Seek com-plete, nonrunner OK Scooter from 1960. Tom Kolenko, 770-427-4820, Atlanta, [email protected]

1970 Yamaha HS1 or HS1B 90cc twin. Looking for complete bike or any parts. Fred Klopp, 717-273-0141, Lebanon, Penn., [email protected]

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

1974 Yamaha TA125, need pistons with rings. Standard or over dimension. Alumi-num tank any condition and other parts of interest as well. All years the same. Jack Christer, Orange County, Calif., [email protected]

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

For 1979 Yamaha RD400 Daytona Spe-cial, looking for a seat. I need a good useable pan. Philip, 904-389-0376,

Jacksonville, Fla., [email protected]

For Yamaha WR250 two-stroke, kick stand, any information you may have on this bike. Delmar Conn, 336-983-2623/336-391-5305, King, N.C.

Miscellaneous wanTed

Dealer posters. I want to purchase Kawasaki dealer posters from the early 1970s to display with my H2 and Z1s. Originals or either copies. I specifically remember a Cycle magazine Superbike Shootout poster I would love to find. Ru-fus Palmer, 205-477-9767, McCalla, Ala., [email protected]

Photos. I want to purchase photographs of the early 1970s Kawasaki road racing team riders/bikes to display with my H2 and Z1s. Rufus Palmer, 205-477-9767, McCalla, Ala., [email protected]

Seeking Motorcycle Transport for 250cc Scrambler. From Northeast Flori-da to Mid-Ohio Vintage Days in late July. Will pay reasonable fee. Ron A. Smith, 858-270-3805, [email protected]

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InsideTracy Dunn Pinellas Park, Fla. Restoring memories In 1972, my older brother Randy gave me a...

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