vintage japanese motorcycle club · fabulous barber motorsports park and vintage motorsports...

Celebrating over 25 years of vintage motorcycling

Collector’s Guide to Vintage Hondas

Barber Motorsports Museum

Honda Wiring Harness Color Codes

Collector’s Guide to Vintage Hondas

Barber Motorsports Museum

Honda Wiring Harness Color Codes

2003 VJMC National Rally

VINTAGE JAPANESE MOTORCYCLE CLUB

OF NORTH AMERICA

VINTAGE JAPANESE MOTORCYCLE CLUB VINTAGE JAPANESE MOTORCYCLE CLUB

Volume 26, Number 7 February 2004 $3.50

Founded 1977

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VINTAGE JAPANESE MOTORCYCLE CLUB MAGAZINE FEBRUARY 2004

CONTENTSCalendar of Events . . . . . . . . . . 2

President’s Column. . . . . . . . . . 3

Editor’s Column . . . . . . . . . . . 3

2003 VJMC Rally Report . . . . . . . 4

A Collector's Guideto Vintage Hondas . . . . . . . . . . 9

Motorcycle Heaven: Barber'sVintage Motorsports Museum . . . . 10

Deciphering Honda WiringHarness Color Codes. . . . . . . . . 12

Honda Dreams. . . . . . . . . . . . 18

A Tale of Two Wheels . . . . . . . . 20

VJMC Officers andField Representatives. . . . . . . . 22

Classifieds . . . . . . . . . . . . . . 27

This issue’s web password is:restorationEffective February 25thUse lower case

Mission Statement

The Purpose of this organization is to

promote the preservation, restoration

and enjoyment of Vintage Japanese

motorcycles (defined as those greater

than 15 years old) and to promote the

sport of motorcycling and camaraderie

of motorcyclists everywhere.

PresidentPete Boody

(865) 435-2112, [email protected]

Magazine EditorKaren McElhaney(865) 671-2628, [email protected]

Classified AdvertisingGary Gadd(817) 284-8195, [email protected]

Commercial Advertising Region ANorman Smith(941) 792-0003, [email protected]

Commercial Advertising Region BBrad Powell(678) 576-4258, [email protected]

MembershipBill Granade(813) 961-3737, [email protected]

WebmasterJason Bell(972) 245-0634, [email protected]

Cover LayoutAndre Okazaki

Magazine LayoutDarin Watson

© 2004 Vintage Japanese MotorcycleClub. All rights reserved. No part of thisdocument may be reproduced or transmit-ted in any form without permission.

Events CalendarMay1-2

17th Annual Motorcycle Swap Meet and AuctionJapanese/British-European Motorcycles and PartsAuction Saturday, May 1st at 1 pm; Swap Meet both days.Vendor space $30.00. Setup Friday night.S-K Service Downtown (off Hwy 20)Hatley, WisconsinInformation: 715-446-2225

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From the President: 2004 members in 2004

by Pete BoodyPresident, VJMC North America

Fellow members of VJMC:Taking the reigns from Jim

Townsend as President of this greatclub will be a difficult act to follow.Jim has brought to us a sense of orga-nization and he has worked very hardto maintain a professional approachthroughout his tenure. My hat is off tohim and the exemplary job that heand the officers have done. Thankyou one and all.

A lot of you know me as the EastTennessee Representative and theChairman of the 2003 VJMC Na-tional Rally in Oak Ridge, Tennes-see. We here in Tennessee havemanaged to double the membershipin our state over a short period of oneyear and to provide an extraordinarygathering of VJMC folks who at-tended the National Rally. I haveasked for and received exceptionalhelp from the great members of this

club and together we can all lookforward to another banner NationalRally in 2004. According to thefeedback from those who attended,the 2003 National Rally had a ratingof 4.3 out of 5. Typical commentswere, “…great job, I will be back;”“…the Tennessee hills are beauti-ful…great effort by a great bunch;”“…I need no encouragement to at-tend the Rally in 2004.” The com-ments from the Tennessee folksincluded “What a blast; can we do itagain next month?”

In the year 2004 we will make everyeffort to expand the club’s rolls tomore than 2004 members. It is an at-tainable goal and with your help, itwill become a reality. Also duringthis year, every emphasis must beplaced on establishing more Chapterswithin our ranks. As present Chaptermembers can attest, it is a great wayfor individual members to take a per-sonal part in VJMC Charteredgroups. It’s a great opportunity for

members and their partners to cometogether to promote rides, enjoy so-cial events, talk about vintage bikes,and simply swap tales. Chapter One,“First Volunteers of Tennessee” hasin large part been responsible for thehuge success of the 2003 NationalRally as well as being the sponsoringgroup for the 2004 national event.The possibility of having the 2005National Rally in your area isn’t just adream, but could very well become areality. Get to know your area Repre-sentative and he/she will help guideyour group of friends into becominga VJMC Chartered Chapter.

We are looking forward to the manychallenges that face the Board andstaff of VJMC in the coming months,and I know that exciting times forVJMC lie just ahead of us. Feel freeto email me with your questions andconcerns at [email protected] fellow staff member or I will re-spond as soon as we can.

Thank you all for your support.

From the Editor: New beginnings in new year

by Karen McElhaney

A New Look

Those of you who have visited theVJMC web site within the last fewmonths have been greeted by an im-proved layout and a brand new logocreated by our webmaster, JasonBell. Jason and Andre Okazaki, whodoes our cover art, are now workingon designing a new logo for the mag-azine as well. Stay tuned for an up-date. Logos and layouts aren’t theonly changes in store for 2004, how-ever. A new set of VJMC officerswas elected in November. Our newPresident is Pete Boody, EllisHolman is Vice President, ScottTimoff will be the Secretary, andTom Kolenko remains as Treasurer.

In This Issue

I think you will find this issue bothamusing and informative. Withoutdoubt, it’s one that you will want tokeep. Two experts on all things re-lated to vintage Hondas, Bill Silverand Ellis Holman, have graciouslysupplied us with a guide to collectingvintage Hondas and a treatise on de-coding wiring harness color codes.Birmingham resident Mike Bakertakes us on a trip through that city’sfabulous Barber Motorsports Parkand Vintage Motorsports Museum.Richard Hawkins reports on the 2003National Rally, and finally, twomembers share their not-always-suc-cessful but entertaining restorationstories.

Owl’s Head Museum

During my annual fall pilgrimage toMaine, I had the opportunity to visit theOwl’s Head Transportation Museumnear Rockland. Jack Delaney, a mem-ber from Massachusetts, had claimedthat it was a treat not to be missed, andwas he ever right! There are acres ofantique engines, cars, airplanes, andyes, even motorcycles! The museumalso has two annual events catering tovintage bike aficionados, the New Eng-land Antique & Classic MotorcycleAuction in June and the Vintage Motor-cycle Meet & Antique Aeroplane Showin August. Visit the museum’s websitefor specific dates and details:

www.owlshead.org (207-594-4418).

See Editor, page 4

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From the editor: Share your technical stories

An Invitation

Those members who have a propen-sity for turning a wrench are invitedand encouraged to share your experi-ence, expertise, and success (or hor-ror!) stories with the rest of us. Goodtechnical articles are the backbone ofthe magazine, and members’ input isessential for its growth and improve-ment. We have several excitingchanges planned for future issues,and we want your contributions toform the basis for a bigger, betterpublication. Readers are also invitedto submit favorite jokes, cartoons,quick tech tips, and vintage adver-tisements. The best ones will be pub-

lished in future issues.

Members’ Bike Photos

Doug Gregory, Houston area repre-sentative, sent this photo of his three-year-old daughter, Lauren and a re-cently acquired 1963 Super Hawk.Doug is confident that Lauren is a fu-ture biker. Looks like he’s proud ofboth daughter and the rare find! Three-year-old Lauren Gregory on dad’s 1963 Honda.

See President, page 4

by Richard Hawkins

Whew! It seems like the 2003 rallyhas just ended and now it’s time toplan for the 2004 rally. If you weren’table to attend the 2003 rally in OakRidge, Tennessee, let me take a mo-ment to give you my impressions ofhow it went and what you missed.

First of all, although I went to the2002 rally in Asheville, I really didn’tknow what to expect from this one. Ithought that everyone involved hadused a lot of foresight and tried to ac-commodate most situations that wereanticipated to arise. I suppose the firstthing that I took note of was the ex-

cellent location. Pete Boody was ableto secure a venue that had almost ev-erything one could need within walk-ing distance. There were three hotels,restaurants from fast food to moder-ately priced, gas stations, and best ofall, a Wal-Mart within sight. The sitehas ample room for expansion and isa relatively level (for Tennessee any-way) lot that could easily hold 500 ormore bikes and vendors. It also hasshade trees and ample parking. Thereis a Kawasaki dealer within 5 min-utes, a Suzuki dealer within 10 min-utes, and a Honda- Yamaha dealerwithin 20 minutes just in case there issomething that a biker might need.

My work schedule made it difficultfor me to attend many of the eventsuntil Friday, but I went daily afterwork to see how everything was go-ing. It looked like everyone was hav-ing a great time at the afternoon fieldevents. There was slow racing, a flaggrab, and others.

I missed the seminar on how toclean a fuel tank, but Mike Baker wassuch a nice guy that he gave me a per-sonal tutorial while cleaning a fellowmember’s Yamaha 650 tank. Thiswas in general how everyone was atthe rally. It seemed as though every-one was willing to talk about theirbike, help you with a problem, share

2003 VJMC rally report

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riding experiences, offer technicalassistance, and just have a good timebeing around others who shared asimilar interest.

We were also blessed with someexcellent weather for the rally,which added to the enjoyment of thegroup rides. Though I didn’t get togo on all of them, I have ridden theseroutes before and can tell you thatthey are all on excellent roads withgreat scenery. The Dragon at Deal’sGap is consistently voted one ofmotorcycling’s best rides and is onlyabout 45 minutes away from therally site.

The bike show and the vendor swapmeet are always my favorite events atany show. The vendors had a varietyof bikes and parts for sale and thebike show had many excellent exam-ples of almost every make.

On Friday evening, the Old Fash-ioned Pig Roast and Bluegrasshoedown by the lake was the featured

event. This event took place on afloating dock on Tellico Lake thatChapter 1 had reserved so that onlyVJMC members were invited. The

pig had been roasted the night before,and everyone ate his or her fill. Thebluegrass band was really good andthey seemed to have as much fun as

the members did. The history ofYamaha presentation was also enjoy-able and informative.

All in all, I met a lot of nice people,made some new friends, and had agreat time at the rally. There were over100 members in attendance and wehope for many more next year. I cantell you that next year’s rally will be asgood, if not better, because we havelistened to members’ praises and com-plaints and will try to make the im-provements that members suggested.Finally, thanks to all my fellow FirstVolunteer Chapter 1 members. Theyall worked hard to provide you with agood rally and a great time.

P.S. The Honda SL125 that Ibought at the rally was one tooth slowin time. I hope to be riding it at nextyear’s rally!

Editor's note: The next three pagesfeature photo collages from the 2003VJMC rally.

"...next year's rallywill be as good, ifnot better, becausewe have listened tomembers' praises

and complaints andwill try to make theimprovements..."

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Membership ApplicationNew _______________ Renewal ______________

********************************************

Name: ______________________________________

Address: ____________________________________

_____________________________________

City: _____________________ State: ____________

Zip/Postal Code: ___________ Country: __________

Phone: ______________________________________

E-mail address: _______________________________

Preferred Make(s): ____________________________

Preferred Model (s): _________________________

Signature: _________________________________

Date: _____________________________________

Yearly dues: $25.00 (USD) for North America; $41

(USD) outside of North America. Please send your

check or money order made out to VJMC along with

this application to:

VJMC9671 Troon CourtCarmel, Indiana 46032

Thank you!

A collector's guide to vintage Hondas

by Bill Silver

Soichiro Honda started his owncompany in 1948, after he began toadapt surplus 50cc two-stroke gener-ator engines to bicycles in the yearsafter WWII. After running throughthe supply of surplus engines in 1949,though, he designed his own engine.Later, he began to build entire ma-chines, including the chassis of a100cc machine which he designatedthe Honda Dream Model D in 1950.He continued to make “moped en-gines” in 1952-1954, alongside hisexpanding motorcycle line, whichtook two paths: the Benly “conve-nient” series of 90cc-150cc singles,and the Dream series, in displace-ments from 220cc upward.

Despite a weak post-war economy,his shrewd designs were widely em-braced, and along with a newfoundfinancial partner, the company rap-idly ramped up production of bothtypes of machine products. Honda’svision of putting everyone on a safeand affordable motorcycle widenedin 1954, when Soichiro visited theIsle of Mann TT races and afterwardsdeclared that Honda Motor Companywould someday bring racing bikes tothese internationally recognizedevents.

Collecting vintage Hondas

So, where does the novice Hondacollector begin? Those folks now intheir 40s and 50s recall the golden

age of the 1960s, when Hondas weresold to the “Nicest People,” more as atransportation alternative than as a“real” motorcycle. Honda sold over100,000 50cc Cubs in the U.S. to geta foothold into this market. After-wards, other larger-displacementproducts were introduced to a largecustomer base that had already expe-rienced Honda’s quality machines.

As Honda made bigger machines,their market share increased as well.Soon, there were models available inseveral displacement categories:90cc, 150cc, 160cc, 175cc,250-305cc, 350cc and 450cc. Thencame the mighty CB750, which hitthe U.S. shores in 1969.

See Collectors, page 16

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Motorcycle heaven: Barber's VintageMotorsports Museum adds race track

by Mike Baker

PART 1

One fine Birmingham Spring after-noon, back about 11 or 12 years ago, Iwas out in the garage working on ourratty ‘67 MGB when an older fellowthat lived about two houses downstopped by to chat. He had a Nissanpickup much like my father’s and,having seen me working on my fa-ther’s truck a few times, he wonderedif I could help him out with his. I hada lot of free time back then, so Iagreed to try and help him. Luckily, itwas not much of a job to get his littletruck running well. He came to gethis truck and was very happy with theresults.

He mentioned that he had seen mywife and I riding our motorcycle. Hetold me that he and his wife used toride a Harley quite a bit back in thefifties. We discussed motorcycles wehad owned and ridden for a while;then he asked me if I had ever been tothe Barber Motorcycle Museum. I an-swered, of course I knew of Barber’sDairy, being from Birmingham, and Ihad read several articles in motorcy-cle magazines referring to thiswealthy dairy owner’s vintage racingteam and their AHRMA efforts. I toldmy neighbor that I rememberedsomething being mentioned about amotorcycle collection as well; but Ihad not been to any museum. He ex-plained that he had retired from Bar-ber’s Dairy as a delivery truck driverand was a good friend of an ex-dairytruck mechanic who now helped re-store motorcycles for the museum.He added that it would be no problemfor him to get me in, and asked if Iwanted to go down and see this col-lection some time. Of course I repliedthat I’d love to see it and how sooncould we go? He said that today hehad to drive the afternoon school bus

Top: The adventurous architecture of the Barber Vintage Motorsports Museum’s new homeleaves nothing to remind you of the old building’s utilitarian, corrugated-metal exterior. This isa view of the new museum building from its parking area, dominated by the glass enclosedentrance hall. Bottom: Honda’s mid-60s 305 Dream was smooth, quiet, and cushy. An earlyJapanese touring design, the CA77 is still ridden and loved by many. This bike’s reliableelectrics, oil-tight motor, bulletproof four-stroke mechanicals, and high production qualityhelped cement Honda’s reputation as a builder of trouble-free motorcycles.

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route he had taken on as a post-retire-ment job, but tomorrow we could godown after his morning bus run.

This was how I came to be standingat the front doors of a large, but other-wise nondescript metal building.Opening these doors, we entered thefantasy world of the Barber’s VintageMotorsports Museum. This plainwarehouse building was jam-packedfull of vintage motorcycles of allsorts. They were stacked from floorto ceiling, housed in Plexiglas dis-play cases. It reminded me of achild’s Matchbox or Hot-Wheels dis-play box sprung to life size. In theirown glassed off section were severalcars; but then, as now, motorcycleswere clearly the dominant focus ofthe collection. I seem to remembersome Ferraris and Porsches; even abig street-legal, stock-appearingChevy Impala that was underpinnedwith full NASCAR running gear.Lastly, I remember seeing one or twoopen-wheeled Lotus racing ma-chines. These Lotus cars were an im-portant clue to the direction thingswould take as the Barber MotorsportsMuseum’s collection evolved.

Thanks to my neighbor’s connec-tions, we were allowed to walk un-hindered and unescorted through themuseum and even into the separateshop areas for race bike maintenanceand vintage restorations. Here therewere several bikes in various stagesof repair, maintenance, or restoration.It seemed very well lit, spacious, and

clean to me⎯a lot like going to “me-chanics’ heaven” for someone usedto working out of some very crampedand dingy shops and garages.

At this time the museum was notopen to the public, though this hadobviously been planned. I think someclubs and certain individuals were al-lowed in occasionally, but that was it.At that time, my impression was thatthe collection focused mostly on mo-torcycle offerings from British andEuropean manufacturers. This madesense because, even though they hadraced other bikes (including a na-

Top: How would a Kawasaki Mach V suit you? A custom 850cc, five-cylinder monster stilllurks in Barber’s “Basement.” You’d definitely need those dual discs! Bottom: A beautifulday and setting for the AMA’ s Honda Superbike Classic series’ mid-September raceweekend at the Barber Motorsports Park. Looking up-track towards the museum’s glassfronted northwest and southwest facing walls. There are great views of the 2.3-mileroad-course and park from inside the new museum building. See Barber, page 14

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Interested in Old Motorcycles?Join the Antique Motorcycle Club of America! The largestorganization in the country devoted to antique motorcycles.Membership includes an 88 page quarterly magazineloaded with feature articles, and a free Want Ad section.Sign me up!Name ____________________________________Address __________________________________City ____________________ State ____ Zip______

Dues: U.S.A......$20.00, Canada ..........$28.00, Other countries ......$40.00

Mail to:Antique Motorcycle Club of America Inc.P.O. Box 310V, Sweetser, IN 469871 800 782-AMCA (2622)

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

Join theClub!

Or join on-line at:www.antiquemotorcycle.org

Club membership runs fromJanuary 1 to December 31

Deciphering Honda wiring harness color codes

by Ellis Holman

The purpose of this article is tohelp the reader understand the func-tions supported by the various wir-ing harness color codes for Hondamotorcycle electrical systems from1969 to 1975. This general descrip-tion is not intended to replace themanufacturer wiring diagrams butrather to supplement model-spe-cific information. Model years thatare both earlier and later than therange covered share many of thefollowing characteristics but alsohave some major variations.CB160s, for example, use a blueand red wire on the headlight, whilethe 1969 to 1975 period modelshave a blue and white wire for thisapplication. Now let turn to the wiredecoding.

Light green with a red tracer is theneutral light ground. This wire runsfrom the neutral indicator light to theneutral light switch. The neutral lightswitch provides a path to ground viathis wire and thus causes the neutrallight to light.

White with yellow tube (on theheadlight shell connector end of thewiring harness) is used for voltageregulation on models so equipped.This wire is routed through the switchused to control the headlights.

Yellow runs through the switchused to control the headlights. Thisand the white with yellow tube wireform the circuit that controls the volt-age regulator.

Note: On four-cylinder models thispair of wires is not used because theirelectrical systems use an automo-tive-type regulator under the

left-hand side cover. The automo-tive-type regulator has a white, black,and green wire running to it.

Yellow with red tracer is the groundside of the starter relay. This wire isrouted from the starter relay to theright handlebar switch. When thestarter button is depressed this wire isgrounded through the handlebar andcauses the starter relay to be ener-gized.

Note: On machines equipped witha clutch and/or kickstand switch,this wire may be black with a greentracer and is routed through a cou-ple of switches/relays to prevent themotorcycle from being started ingear and/or with the kickstanddown.

Gray is the ground side for the turnsignal relay. This wire runs from theturn signal relay under the tank or left

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side cover and the left handlebarswitch.

Black is the positive or ot side of thewiring for turn signal relay, ignition,horn, brake light switch, and starterrelay. It is found throughout the wir-ing harness.

Black/White tracer is the coil sidefor power. It runs from the coil(s) tothe kill switch (on models equippedwith kill switches). The black wirefeeds power to the other side of thekill switch to this wire.

Brown/White tracer is the positiveor ot side of the instrument lights andtaillight. It is routed through theheadlight control switch and is alsopresent at the ignition switch (forparking lights).

Green is the ground for the system.This wire is routed throughout thewiring harness.

Light Blue is for the right turn sig-nals. It is present at both turn signalson the right side (the actual wire at the

turn signal itself may also be blackwith a blue band near the bullet con-nector). It is also run to the turn signalindicator.

Light Green is the ground side ofthe horn. It runs from the horn to theleft hand handlebar switch. When thehorn button is depressed, this wire isgrounded through the handlebars andallows the horn to operate.

Orange is for the left turn signals.This wire is present at both turn sig-nals on the left side (the actual wire atthe turn signal itself may also beblack with an orange band near thebullet connector). It is also routed tothe turn signal indicator.

Red is the main power line. It runsfrom the battery to the ignitionswitch. It is also found as a second-ary line from the battery as a fusedline.

Brown is the power for the taillight.It runs from the ignition switch to thetail light assembly.

Yellow carries AC from the alterna-tor to the rectifier. On four-cylindermodels, there is also a yellow wirethat runs from the 1-4 set of points tothe coil.

Medium Blue is used on four cylin-der models to run from the 2-3 set ofpoints to the coil.

White carries AC from the alterna-tor to the rectifier.

Pink carries AC from the alternatorto the rectifier.

Green/Yellow tracer is the brakelight power lead. This wire runs fromthe brake light switches to the tail-light assembly.

Red/White tracer runs from therectifier to the battery. It provdesDC voltage from the alternatorthrough the rectifier to charge thebattery.

White runs from the headlight as-sembly to the headlight controlswitch. This wire provides power tothe low beam of the headlight.

Dark Blue runs from the head-light assembly to the headlightcontrol switch and to the high beamindicator. This wire providespower to the high beam of the head-light.

See⎯wasn't that easy? Now youcan impress your friends when look-ing at the spaghetti in a Honda head-light and tell just by looking at thecolor code what any wire function is.

Quick Tipof the Month

“Never store spare speed-ometers or tachometersface down. In most units,the liquid that acts as themovement media can leakout of the cup and end upon the inside of the meterglass.”

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tional championship in the 350 GPClass with a Honda CB77), Barber’svintage team was specializing in rac-ing Matchless singles and MVAugusta multi-cylinder machines.However, there were still Japaneseand American bikes aplenty dis-played in this earlier stage of his col-lection and the collection wasapparently started with three HondaV-4s.

Why, you ask, was a single privateindividual amassing this huge motor-cycle collection? Aside from the ob-vious answer, that he could, therewere several more logical and inter-connected reasons. He had racedsports cars successfully (63 firsts!)earlier in his life, which gave him apractical knowledge of racing andnurtured a love for things mechani-cal. In the late ‘80s Mr. Barber had al-ready had several vintage carsrestored at his company’s dairy truckmaintenance shop. Around this time,David Hooper, a close employee whohad run the dairy’s delivery fleet for27 years, interested George Barber invintage motorcycles as a collectiblemechanical contrivance. Mr. Hooperhad a bias towards the “two-wheeleddemons.” He had been a successfulmotorcycle racer as a young man andwas now a serious collector. It wouldseem that Mr. Barber took to DavidHooper’s idea of a motorcycle collec-tion like a duck to water, and theswimmin’ and flappin’ ain’t over yet.

As I understand it, in the late ‘80sthe idea had come to Mr. Barber thathe wanted to amass a “world-class”collection of some sort. Alreadyheaded down the road of collectingmachines that move us, through hisfriend and employee David Hooper,George Barber came to understandthe many attractions, practical andaesthetic, of a major motorcycle col-lection as opposed to one of automo-biles. Certainly the space

requirements are significantly lessfor motorcycles. Unlike the averagecar, most vintage motorcycles wearthe majority of their mechanicals outin the open, not covered by yards ofsheet metal. Exposed as they are, theart of designing, engineering, and as-sembling these individual compo-nents into a working whole can be

easily appreciated⎯or ridiculed⎯byall who come to see them. Moreover,there are many huge collections ofautomobiles that would be difficultfor the wealthiest of individuals toequal or surpass; a world-class col-lection of motorcycles seemed a moreachievable target.

That first privileged visit of mine toBarber’s collection was over a de-cade ago. As they say, that was then,this is now. About five years ago, Ibegan hearing interesting rumblingsfrom motorcycling folks I knew whowere volunteers at the museum, lead-ing tours and such. The museum hadbeen open to the public, on a limitedbasis, since 1995, when the collection

was placed in a 501(c)3 not-for-profitfoundation. But from these friends inthe know, it sounded like much big-ger changes were afoot for Mr. Bar-ber’s collection than public access.At that time, I do not think evenGeorge Barber himself suspectedhow big these changes would be.

Now, after four years of meticulousplanning, countless hours of hardwork, and the infusion of more than$54 million of his personal finances,the changes that Barber and friendsenvisioned are finally a reality, sittingin the middle of the 740 acres that isthe Barber Motorsports Park. The en-trance to the park lies only a milefrom Interstate 20 and about 20 min-utes east of the center of Birming-ham. With the Barber MotorsportsPark’s creation, Mr. Barber has gonefrom the fantastic to the unbelievable.And the Park is just that, unbeliev-able, especially so when you considerthat this is ultimately the result of oneman’s decisions and actions. The per-sonal drive and commitment that

Barber: Museum is worth a visit (or two)

Continued from page 11

A wall of Unobtanium. The very desirable bikes in this Barber’s display were not exportedto the U.S.A. Our Canadian and international VJMC members were probably more fortu-nate and could easily, economic considerations aside, have owned one.

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Don't forget to check out theclassifieds section of the

magazine for dozens of bikes,parts, and miscellaneous

items for sale.

made Mr. Barber a business success and brought homethose 63 wins in SCCA sports car racing, are very evidentin this stunning accomplishment.

However, there have also been many well-wishers, vol-unteers, employees, and their worthy contributions to theBarber Vintage Motorsports Museum’s growth and themassive project’s completion that I do not wish to deny ordiminish. At this point I would like to give thankful recog-nition to those individuals whose names and roles at themuseum I am familiar with. I think we should start withJeff Ray, the Executive Director at the museum, who hasbeen with George Barber in this adventure since 1989!Alloy Specialist Joel Falls has been with the museumsince 1991. Restorer Joe Bruton started with the race teamin 1993 and now restores motorcycles for the collection.Lee Clark is the Assistant Manager of the museum, start-ing there as a machinist in 1993. Paint/Body SpecialistBill Lee has practiced his art at the museum since 1993.Restoration Shop Superintendent Chuck Huneycutt hasbeen with the museum since 1994. He is in charge of therace team and has raced some of the team’s bikes to na-tional titles. Brian Slark, with the museum since 1995, isthe Parts Manager and a Restorer at Barber’s. Mr. Slark isoriginally from London, where he added the likes of AJS,Matchless, and Norton to his résumé. Lee Woehle is re-sponsible for the Library and other collection duties andshe has been with the Museum since 1996. Keeping the

museum machine’s wheels greased, Administrative As-sistant, Deanna Whitfield has been with the museum since1997. A personal thanks to Bud Newton, the museum’sFloor Security person, for spending time walking aroundthe displays with me, pointing out interesting details andanswering my many questions. Congratulations toGeorge Barber and all these valued museum employeesfor a job exquisitely done!

However, we can no longer talk about the Barber Vin-tage Motorsports Museum as a singular entity. The fabu-lous new museum building must graciously share thespotlight with its new sibling. What was first planned as a“short test track” for running and demonstrating the mu-seum’s contents is now a full-blown, 2.3 mile long, 45foot wide, 16 turn road-racing track, also calling the beau-tifully landscaped Barber Motorsports Park home. This isa very technical road course with over 80 feet of elevationchange and it is already being celebrated as the best in theUSA. My daughter and I attended one afternoon of themid-September AMA Superbike race weekend that coin-cided with the Barber Vintage Motorsports Museum’sre-opening and there is no doubt in my mind that it is aworld-class racing facility. Over the years, I have been toseveral road-race tracks around the country, and, in myopinion, this is the most beautifully located, well ap-pointed, and well laid out of any of the facilities I am fa-

miliar with.Race fans are able to see 70 percent of the track’s action

from most viewing areas. Open grass covered hillsideswith gradual slopes surround much of the track. Theseamphitheatre-like settings make perfect spots for sittingon a blanket and getting an unobstructed view of a cornerand straightaway, or two, or three. Shuttles operate duringmajor events, so you can easily reach any point around thetrack, wherever you have parked. There are camping fa-cilities available and for a premium price there are pre-mium spots with RV parking and killer views of 90percent of the track. I assure you that the racers’ comfortand safety, as well as that of their teammates and equip-ment have, been well provided for too. As with any newventure of this magnitude, there will be teething problemsat the track and park, but I am confident that any and allissues will be addressed.

16 www.vjmc.org


People often relate to what they expe-rienced as children, so the collector’sage often dictates where his interestmight lie in seeking out machines fromthe past. Today’s 20-something crowdwould only recall the tail end of theHonda in-line Fours and the introduc-tion of the CBX six-cylinder machines,in advance of the new-generation ofliquid-cooled V-4s and new V-Twinsof the 1980s era.

With so many models spread overmore than 40 years, the choices aremany. Let’s look at an encapsulatedlist of some of the significant Hondamotorcycle series, by type.

Historic/Classic Models

A-Type (1947)B-Type (1948)C-Type (1949)F-Cub (1952-54)Benly J-Type (1953-54)Benly JA-Type (1954)Benly JB-Type (1955)Benly C92 (1959)Benly CIII92 (1963)CB92 Benly Super Sport (1959-64)Benly CS92 Sport (1959)C95 (1958)CS95 (1958)Dream D-Type (1950)Dream E-Type (1951)Dream 2E-Type (1952)Dream 3E-Type (1953)Dream 4E-Type (1954)Dream 6E-Type (1955)Dream SA (1955-6)Dream SA (1956)Dream SB (1955)Dream SB (1956)Dream ME (1957)

Dream MF (1957)

Dream C70 (1957)

CR70Z (1958)

Dream C71 (1958)

Dream Super Sport CR71 (1959)

Dream CS71 (1958)

Dream C72 (1960-61)

Dream C72II (1961)

Dream CIII72 (1963)

Dream CM72 (1961)

Dream CBM72 (1961)

Dream C75 (1957)

Dream C76 (1958)

Dream CS76 (1958)

Dream CP77 (1962)

Dream C78 (1963)

CB71 (195-?)

CB72 Dream Super Sport (1960-67)

CB77 Super Sport (1961-67)

Benly CB93

CB96–CB125-160 (1964) and more.

Juno Scooters

K(1954)KA(1954)KB(1954)KC(1955)M80 (1961)M85 (1962)

1960-80s Collectibles(U.S. Market)

50-55cc OHV Super Cub/Cub 50(1958-69), includes C100, C100T (Trail50) C102 (electric start), C105 (Trail55), C110 Sport Cub, P50, PC50, QA50

50cc OHC Z50A, Z50R50cc Two-Stroke MR50, MB-565cc S65 Sport 6570cc CT70, CL70, C70M-K1,

(70cc Cub, later Passport 70), SL7075cc XL75, XR75, XL7580cc XL80, XR8090cc OHV C200, CT20090cc OHC CM91, S90, CL90,

SL90, ST90, CT90100cc CB100, CL100, SL100,

XL100110cc CT110125cc Singles CB125, CL125,

SL125, XL125, CT125, TL125125cc Two-stroke CR125M,

MT125, MT125R125cc Twins CB92, CA92, SS125,

CL125

150cc Twins CA95160cc Twins CB160, CL160, CA160175cc Single XL175175cc Two-Stroke MR175175cc Twins CB175, CL175,

CA175, CD175185cc Single XL185185cc Twins CM185T200cc Singles XL200, XR200200cc Twins CM200T, CB200T,

CL200T250cc Singles XL250, XR250, TL250250cc Two-Stroke CR250M,

MT250, MR250250cc Twins CM250C, CMX250

Rebel, CA72 Dream, CB72 Hawk,CE71 Dream Sport, CL72 Scrambler

305cc Twins CA77 Dream, CB77Super Hawk, CL77 Scrambler

350cc Singles XL350350cc Twins CB350, CL350, SL350350cc Fours CB350F360cc Twins CB360, CL360, CJ360400cc Fours CB400F450cc Twins (DOHC) CB450,

CB450D, CL450500cc Singles GB500, XL500,

XR500, FT500500cc Twins CB500T,500cc V-Twins CX500, CX500C,

CX500T, GL500, VT500C, VT500FT500cc Fours CB500K, CB500F500cc V-Fours, VF500C, VF500F550cc Fours CB550K600cc Single XL600, XR600,

XL600V Transalp650cc Single NX650650cc V-Twins NT650 Hawk GT,

CX650, CX650C, CX650T, GL650I650cc Fours CB650, CB650C,

CB650SC700cc Twins VT700700cc Fours VF700F, VF700C,

CB700SC750cc Four (SOHC) CB750A,

CB750K, CB750F750cc Four (DOHC) CB750,

CB750C, CB750F. CB750SC750cc Four (V-FOUR) VF750S,

VF750C, VF750F900cc Four (DOHC) CB900C,

CB900F1000cc Four (DOHC) CB1000C

Collectors: Many choices of vintage Hondas


www.vjmc.org 17


1000cc Four (V-FOUR) VF1000F,VF1000R

1000cc Flat Four GL10001000cc Six CBX1100cc Four (DOHC inline)

CB1100F1100cc Four (V-FOUR) VF1100S,

VF1100C1100cc Flat Four GL11001200cc Flat Four GL1200Yes, not everything is listed here.

This is just a core listing of the signif-icant models that most Honda enthu-siasts are seeking for restoration or totake for a Sunday ride again.

Ups and Downs

Cub 50s Classic designs, cute ascan be. Horrible 3-speed transmis-sion, brakes and suspension. Plasticparts are getting scarce. Seewww.apexcycle.com for spares.

Z50, MR50, QA50 Very portable,lots of repro Z50-CT70 parts avail-able. Z50s are not really street legal(you don’t want to venture out onpublic roads with one, anyway!).Parts for MR-QA models are scarce,especially the multi-colored QAmachines.

S65 Sport 65 Cute, 54 mph ma-chine. Transmission is weak link.

CT70, CL70, C70 (Cub 70, laterPassport 70) CT70s are popular andthere is a lot of repro and speedequipment available. CL70s arescarce, as are the parts.

XL75, XR75, XL75 Sturdy if main-tained, but most have been hammeredby youngsters learning to ride/race.

XL80, XR80 See comments on the75cc versions.

C200, CT200 Not a popular ma-chine to collect, but hard to find goodones.

CM91, S90, CL90, SL90, CT90 Lotsof S90s (1965-69) are out there, butparts supplies are getting thin, espe-cially the headlight shells. CT90s weremade in many variations; few parts re-main. CL90s were three-year models.SL90 was 1969 only, so scarce.

CB100, CL100, SL100, XL100Early one-piece heads had bad cambearing design.

CT110 Two versions available,with and without the dual range trans-mission option.

CB125S, CL125S, SL125, XL125,CT125 See notes on the 100cc ma-chines. CT125 was one-year model.

CB92, CA92, SS125, CL125 CB92sworth BIG $$. CA92s are rare; CS92even more so. SS/CL125s look likeCB92 motors, but nothing inter-changes. Two-year models; partsscarce.

CA95 Benly Often described as a“Baby Dream,” but they are not at allrelated! Easy to get into, but restora-tion costs are almost the same as the250-305cc “real” Dreams.

CB160, CL160, CA160 Hardy en-gines, but can have crankshaft prob-lems over 10k miles. Mufflers arescarce now for all models. CA160shave a fair amount of partsinterchangeability with CA95s.

XL175 Nondescript, dual-purposemachine with little horsepower.

CB175, CL175, CA175, CD175Built off of the 160cc designs. Muf-flers are scarce.

XL185 Nice little 6-speed transmis-sion but not a great street mount.

CM185T Sturdy, but under-pow-ered and under-braked. 4-speedtransmission.

XL200, XR200 They are still build-ing them 20 years after introduction.

CM200T, CB200T, CL200TCM200T is related to CM185 engineseries. CB/CL200 models werebored/stroked 175 twins, and hadcrankshaft problems.

XL250K0, XL250S, XR250 The K0model is a first generation classic, butno parts interchange with the later Smodels.

CM250, CMX250 Rebel, CA72Dream, CB72 Hawk, CL72 ScramblerCM250(X) engines are underpowered,but sturdy; related to the CM185-200sin design. 250cc vintage twins aremilestone machines for Honda. Partsare scarce and in demand. Engine de-sign dates to late 1950s, so there areweaknesses in some areas.

CA77 Dream, CB77 Super Hawk,CL77 Scrambler See comments onvintage twins.

XL350K0 Unique side-port en-gines in first generation. First real at-tempt at a dual-sport machine forHonda.

CB350, CL350, SL350 Honda solda million of them, but most have vi-brated apart by now. Mufflers arescarce; diaphragm carbs are problem-atical; lots of cosmetic changes makeparts searches difficult. BUZZZZY athighway speeds!

CB350F Sweet, but cam chaintensioners were poorly designed. 4:4mufflers rot early and cannot be re-placed now. Most have aftermarket4:2 slip-ons. Smooth, but slow.

CB400F Classic design sports ma-chine; same cam chain tensioner asCB350F. Exhausts are scarce nowand very expensive. Stiff suspensionwith 33mm forks; nice 6-speed trans-mission, but seat will have your pri-vate parts crowding the back of thefuel tank under braking.

CB450, CB450D, CL450 Difficultto overhaul and have very expensiveparts inside. K0 versions were4-speed; had oil pump and enginegasket problems that can KILL!

GB500, XL500, XR500 EarlyXL-XRs were breakthrough ma-chines for Honda, but suffered fromoil leaks and many were destroyedout in the dirt. GB500s still commandhigh prices for their age. Classic de-sign, but need horsepower injectionto make them go as good as they look.Two-year model had low sales fig-ures, so parts are scarce.

CB500T Horrible redo of theCB450s. Stroked engine vibrated ter-ribly. Emission-limited carburetorsstrangled power, but vibration keptyou from going fast anyway.

CX500, CX500C, CX500T,GL500(I) Early versions had camchain tensioner problems, crankshaftbearing problems, and charging/igni-tion system woes. Turbo was fast,once you spooled up the impellor, butporky and slow around town. GL Sil-ver Wings were good balance be-tween the monster Gold Wings andan optioned-out CB750.

See Collectors, page 18

18 www.vjmc.org


CB500K, CB500F Some transmissionshifting issues on the early machines.Bad fuel mileage because of early car-buretor designs. Most have head gasketleaks. You can do a top end overhaulwith engine in the frame, though.

FT500 Ascot Singles Electric startersystems on 1982s were prone to failure.

VT500 Ascot V-Twins Nice shaft drivemachine with smallish fuel capacity.

VF500C, VF500F V-Four Custommodel is seldom seen. Interceptor500 was quick, nimble and fun todrive. Some issues with camshaftsand valve stem wear.

CB550K Well-deserved displacementincrease coupled with new carbs madethem much more performance-oriented.Most of the bugs were worked out bythen, except gasket leaks.

XL600, XR600 Punched-outXL500S bikes with upgraded chassis.

NT650 Hawk GT, CX650, CX650C,CX650T, GL650I NT650 wasthree-year model, with nice handlingchassis. VT500 head castings stran-gled the power output, though.CX-GL650s were one-year only ma-chines! Honda must have had moneyto burn back then.

CB650, CB650C, CB650SC This wasas far as Honda could take the CB500Kdesign. Amazing punch on the earlyversions, breaking into the 12-second1/4-mile bracket. With all of the vari-ous models being made, the 650s gotlost in the shuffle. You can usually findreal good ones for under $1000. Greattransportation machines.

VT700C De-bored VT750 Shadowso Honda could get around the importembargo in the U.S. Most of thesebikes are pretty bullet-proof, otherthan needing frequent oil changes.

VT750C One-year version, beforethey were toned down to 700cc.

VF700F, VF700C, VF700SDe-bored VF750 Sabre, Custom andInterceptors, so Honda could getaround the import embargo in the

U.S. Well-known camshaft andtensioner issues. Honda issued newhardened camshafts as replacementparts. Synthetic oil is a requirementfor long life on these bikes.

CB750A, CB750K, CB750F Mile-stone model in 1969, but had lots ofteething problems in the first two years.F model in 1975 had first 4:1 exhaustfor Honda, along with the 400F andCB550F Super Sports machines. TheAutomatics are seriously detuned, butvery easy to ride in traffic. Synthetic oilwill help them keep their cool. Expecthead gasket leaks on most of them.Endless cam chain requires majorteardown to replace. 4:4 mufflers aregetting costly. Early Sandcast bikes aregoing for big $$ now, if mint.

(DOHC) CB750, CB750C, CB750FCharging system woes and brokencam chains not uncommon.

(V-FOUR) VF750S, VF750C,VF750F Camshaft, follower andtensioner woes.

(DOHC) CB900C, CB900F Customshave 10-speed transmissions. F modelshad some handling issues, as well ascam chain and charging problems.

CB1000C Upgraded CB900C withsame issues.

(V-FOUR) VF1000F, VF1000RF-models with chain drive cams suf-fered camshaft wear. R-models havegear-driven cams.

CBX Two flavors, basically. 1979(1978 elsewhere)-80 were 100hpSport versions. 1981-82s were re-shaped into Sport Touring machineswith Pro-Link suspension, vented ro-tors and full bodywork. 81-82 modelswere de-tuned for mid-range punchto pull 675 lbs of bike.

(DOHC inline) CB1100F One-yearmodel; nice style and handling.Charging system and cam chainbreakage weaknesses.

(V-FOUR) VF1100S, VF1100CSame camshaft wear problems as thesmaller V-Fours.

RC-30 (VFR750F) Buy a good one!Parts are scarce and high $$$. One ofHonda’s most beautiful machines.

Collectors: A look at vintage Hondas


Honda Dreamsby T.D. Bash

I can still remember a few motorcy-cles that I dreamed of owning when Iwas in high school. My first bike wasa small Yamaha 55cc model with thestyling of a Honda Dream, so thatmade it okay. It was basic black, but Ichanged the color of its pinstripes ev-ery month just to jazz it up and givemyself the illusion of owning a newbike! Never mind that I was darnlucky to even be riding at all, since myolder brother had been flatly deniedpermission to own a “death trap,” andwas now insanely jealous of my bike!

To make matters worse, I was soon tobe the proud owner of a brand new ‘69Yamaha DT-1 as soon as I started mysummer job to pay for it (back in thedays when a good summer job wouldpay for a new bike). This was arrangedby a gentleman who was courting mywidowed mother, but whose intentionswere good. He happened to do busi-ness with the Yamaha dealer in the areaand was kind enough to buy the DT-1for me and allow me to work it off forhim by drilling and setting blastingcaps in a Pennsylvania strip mine. Still,although I would never be an ingrate, Icould not get my mind off those“dream bikes.” My cohort Doug (whohad infected me with an obsession withmotorcycling) and I would sit in studyhall and wishfully ponder over Hondabrochures and try to decide whether wewould choose a CA, CB, or a CLmodel if the “bike fairy” were to mirac-ulously take our teeth in trade in themiddle of the night. I think we wouldhave put our teeth out on the bedroomwindow sill in the middle of winterwith a black light shining on them if itmeant we had a chance in hell of own-ing a newer, bigger bike, especially anew ‘68 Honda!

I was always torn between the CL72305 red frame Scrambler and the newfor ‘68 5-speed CB450 Super Sport.Both bikes had classic Brit lines. The

See Dreams, page 19

www.vjmc.org 19


Dreams: Late 60's Hondas remembered

CB450, with its chrome teardrop tankpanels complete with kneepads,adorned in candy red, and equippedwith a DOHC powerplant that defieddescription and paled previousSOHC Honda engines, was a closeknockoff of a BSA. Honda was good

at that in the 60s⎯imitate the look ofother bikes but improve on the me-chanics and electrics. Plus, the early‘68 CB450 was still the biggest,baddest bike Honda had ever pro-duced. The CB750 Four, which did-n’t appear in showrooms until later in‘69 and early ‘70, still seemed likejust a rumor. And any bike that washalf the size of a Sportster that coulddo over 110 mph was just amazing tome and Doug, whose CB125 woulddo well to pull 40 mph up a Pennsyl-vania mountain road! Oh, what a

beautiful sight the 450 was⎯thegraceful lines, the mechanics, and allthat chrome! Today it is still one ofthe nicest designs in Honda’s history.Compared to the Black Bomber thatfew originally wanted, and after threeyears of production, slow salesprompted Honda to create the “sheepin wolf’s clothing" 450D to disguiseand market it. But now, strangelyenough, the CB450 commands themost attention and collectabilty.

To me, however, the ‘68 CB450K15-speed model is a much nicer designand is so rare that I have yet to see anarticle on it in any of four differentmotorcycling publications! Ah, butthen there’s that darn red frame 305Scrambler that haunts me and screams

out⎯be different! I guess there mighthave been other bikes with red frames;seems like they were Italian steeds(MV, Benelli, Ducati), but they mayas well have been from Mars, becausered frames were never seen in centralPennsylvania unless they were on aHonda! That red frame/silver sheetmetal and high pipes combination def-initely said check-me-out.

I’ve been in love with anything thathad the round Honda tank badges eversince. Sure, the CB750 Four was awe-some, but in my opinion, bikes andcars started going downhill aestheti-cally 1970. I mean, even Honda suc-cumbed to government intervention asheadlights got bigger, taillights be-came monstrous, and blinkers stuckout by a foot on things that resembledinsect antennae! Then there were the“subdued” colors that looked likecandy. At the risk of offending someproud Honda owners, it’s my opinionthat the candy-colored Hondas of theearly 70s were the last of the best, aes-thetically speaking, of course.

I already owned a candy red ‘69 450Super Sport that I am in the process ofrestoring. So when a collector buddyoffered to give me his rusty, MotherEarth News blue ‘73 CL350 in trade, Ihalf-heartedly agreed on the conditionthat he help in the restoration process.“Okay, so the old 350 sat outside in therain with a tarp over it, showing signsof neglect for 25 years, so what’s a fewmore weeks,” I thought? Then some-thing happened that would change thatpoor little twin and me forever.

Scouting for parts for assorted pro-jects, a friend took me to a little indoorboneyard, guaranteeing that I’d walkout with some treasure. The owner hadbeen at it for years but was tired of thewhole business and only opened up fora few hours on Fridays and Saturdays.You had to practically have a pass toget in or else know someone (kinda’like concerts in the 60s). Anyway, tomy amazement, the old feller had allkinds of parts stacked to the ceiling -mostly good old Honda and Harleychopper stuff. We wandered throughthe dimly lit aisles in what must have

been 130° Florida-in- July swelter. Theowner offered me a stepladder, mum-bling something about reaching the fanswitch. Like a sloth, I crept up the dryrotted rungs of the ladder that musthave been as old as its owner. As Ireached to switch on the industrial

strength fan, I thought I saw out of thecorner of my eye, lurking in the dark,hidden behind a fender and a bomberseat, a barely discernable ... was it?Yes! A 1968 CL125 tank with originalpaint, kneepads, and plastic tankbadges that looked like they’d beenthrough a microwave oven! I blew thecrust off the gas cap to peer inside andvoila - clean as a whistle! This was afind like no other! Knowing that my350 tank was beyond hope, I saw thismoment as a new beginning. SuddenlyI knew exactly what I wanted this cre-ation to look like! I was going to havethat red frame Scrambler I had alwayswanted. And like-Honda-like- son, Iwould imitate and make it even better!So, while in parts heaven, I grabbed afew more retro pieces, including achrome bead headlight, a 60s Hondataillight, and a way coolstraight-through Scrambler exhaustsystem that looked like leftover VWBug chrome baffles mated to originalheaders. Things were looking evenbetter now for my dream machine. Ithrew the man three $20s and couldn’twait to load up the truck and headhome. And for the next hour I chewedmy buddy’s ear off about recreating thered frame Scrambler.

Months later, after countless hours ofrestoration-on-a-budget, a lot of ingenu-ity, a fist-full of cash (how about$1.00/cc?), and a little help fromfriends, I performed the final ritual on

the finished creation, adorning the tankdressed in the sweet perfume of freshenamel with its proper NOS roundHonda badges. I now have at least twoof my dream machines from days ofyore, a simpler, more graceful timewhen everything, even motorcycling,was new and fresh to a kid in highschool. Tonight, as I ride to bike nightand vie for a trophy and reconnoiter pastmeeting present, the wind in my facefeels the same now as it did 30 years

ago. I finally made it⎯only better!Editor’s note: Visit Mr. Bash’s

website at www.coolretrobikes.com


20 www.vjmc.org


A tale of two wheelsby Ray Hoskins

I joined the VJMC about 18 monthsor so ago. At that time I only had onebike, a 1972 Honda CB750 Four.The bike was a hybrid, a kind ofsemi-stock, semi-custom arrange-ment. Through the VJMC classifiedsI procured a set of stock five-star rimsfor a 1978 Honda 750. A fellowVJMC member boxed up the rimsand sent them to the Minnesota mo-torcycle shop where I was making thefinal payments on my bike. I antici-pated having the new wheelsmounted in place of the bike’s spokerims.Two months passed and the bikeshop kept insisting that the rimshadn’t arrived, although the sellerhad provided me with the UPS track-ing number to prove delivery. Once Iadvised the bike shop that a tracewould be run on the parcel, they sud-denly found the rims and told me thatthey had expected Comstock magwheels instead, so that’s why theywere confused. Duh!

At this point I was convinced thateverything was hunky-dory; thebike’s paid off, and the Honda fac-

tory rims are going to be put on it,along with a set of 10-in.rise Z-barsand a Cobra seat (‘70s man – ya gottabring ‘em back!). But for some rea-son, the bike shop installed the newCobra seat and Z-bars, but neglectedto mount the now-cherished rims. Noexplanation was provided. “Okay,it’s no big deal,” I thought; “I’ll justgo on to plan B – I’ll buy another biketo put ‘em on!”

Another shopping trip through theVJMC classifieds without a lot ofmoney to put into another bike resultedin nothing. So on a whim, I contacted afriend to whom I had once sold a ratty1975 Honda 750 with a rebuilt engine.We chatted for a while, and I fishedaround to see if he still had the bike. Itturned out that he hadn’t had any luckrestoring it, and his ex-brother-in-law“took a bunch of parts off it.” He said ithad been sitting in his sister’s garagealmost as long as he had it, and in-quired as to my interest in buying itback. So I now also own a 1975 HondaCB750 Four!

Plan B was working out pretty well,it seemed. I plotted and planned anew agenda for what I wanted this

1975 model to look like, completewith a glorious image of a restoredstock bike, except for its Mac headersand those Honda factory mag rims.“Maybe white-lettered tires?” I pon-dered. “The contrast oughta’ lookswell with the original orange sun-burst paint!”

It took me about three more monthsto get the bike shop to get on the balland send the rims back to me, butthey returned them in August. At thatpoint, I’d had those rims almost aslong as I’d been a member of theclub. “Plan B is smokin’ now,” Ithought...and that’s exactly whatthose wheels did! No, there wasn’tany rubber left in the burn-out pit of

the local pub⎯what actually hap-pened was that my house burneddown! Two weeks after the rims ar-rived, they were burnt to crispy crit-ters, along with everything else in thehouse. No one was home, there wereno injuries, and the insurance com-pany is promptly taking care of thedamage. But now that plan B is com-ing along so well, I sure would like toknow if anyone else has a pair ofHonda mag rims for sale?!

www.vjmc.org 21


22 www.vjmc.org


VJMC officers and field representatives

OFFICERS

PRESIDENTPete Boody102 Foxwood CircleOliver Springs TN 37840E-mail: [email protected]: 865-435-2112

VICE PRESIDENTEllis Holman9671 Troon CourtCarmel IN 46032E-mail: [email protected]: 317-876-0126

TREASURERTom Kolenko2445 Elmhurst BlvdKennesaw GA 30152E-mail:

[email protected]: 770-423-6079

SECRETARYScott Timoff2460 Hempstead RdAuburn Hills MI 48326E-mail: [email protected]: 248-338-9320

MEMBERSHIPBill Granade13309 Moran Dr.Tampa FL 33618-3011E-mail: [email protected]: 813-961-3737

WEBMASTERJason Bell2903 SierraCarrollton TX 75007E-mail: [email protected]: 972-245-0634

MAGAZINE EDITORKaren McElhaney, Board member2206 Duck Cove DriveKnoxville TN 37922E-mail: [email protected]: 865-671-2628

MAGAZINE LAYOUTDarin Watson9238 Newton, Apt 1AOverland Park KS 66212E-mail:


CLASSIFIED ADVERTISINGGary Gadd3721 Holland StN. Richland Hills TX 76180E-mail: [email protected]: 817-284-8195

PUBLIC RELATIONSTBA

COMMERCIAL ADVERTISINGREGION “A” CHAIRMAN

Norman Smith7203 17th Avenue NWBradenton FL 34209E-mail [email protected]: 941-792-0003

COMMERCIAL ADVERTISINGREGION “B” CHAIRMAN

Brad Powell721 Cheatham Hill Trail SWMarietta GA 30064E-mail: [email protected]: 678-576-4258

COMMERCIAL ADVERTISINGREGION “C” CHAIRMAN

TBA

COMMERCIAL ADVERTISINGREGION “D” CHAIRMAN

TBA

CHAPTER COORDINATORFloyd Ratliff167 Community Center RoadMadisonville TN 37354E-mail: [email protected]: 423-442-4425

MEMBERS OF THE BOARD OFDIRECTORS

Pete Boody, President

Ellis Holman, Vice PresidentTom Kolenko, TreasurerScott Timoff, SecretaryKaren McElhaney, Magazine EditorBill Granade, Membership ChairmanJames L. Townsend, Senior Board

Member, E-mail:[email protected] Fralick, Member E-mail:

[email protected]

FIELDREPRESENTATIVES

UNITED STATES

ALABAMAJames Michael Baker4131 Cliff RoadBirmingham AL 35222E-mail:


ALASKANone

ARIZONADenny Mullins15630 N 29th Street #4Phoenix AZ 85032E-mail: [email protected]: 602-749-8995

ARKANSASWayne BryanP.O. Box 2385West Helena AR 72390E-mail: [email protected]: 870-572-9067

CALIFORNIA (NORTHERN)Jeff Andersen8126 English Oak WayCitrus Heights CA 95610E-mail: [email protected]: 916-725-8055

www.vjmc.org 23


CALIFORNIA (SOUTHERN)Ben Price15356 Carfax AveBellflower CA 90706E-mail: [email protected]: 562-866-6645

Bob Billa23731 Via AcunaMission Viejo CA 92692E-mail: [email protected]: 949-588-6840

Jason Roberts13627 Avion Dr.La Mirada, CA 90638E-mail: [email protected]: 562-777-2565

John Legate5673 Crest AveRiverside CA 92503E-mail: [email protected]: 909-689-6243

Dale Martin844 Sandcastle DriveCardiff CA 92007E-mail: [email protected]: 760-753-4256

Ron Bennett10997 Westmore PlaceSan Diego CA 92126E-mail: [email protected]: 858-695-2787

COLORADORoger Burns1246 S. Tomichi DrFranktown CO 80116E-mail: [email protected]: 303-660-1268

Jeremy Ritz1230 Roslyn StreetDenver CO 80220Phone: 303-333-3249

CONNECTICUTNone

DELAWARENone

FLORIDAPaul Enz2620 Riviera DriveTitusville FL 32780E-mail: [email protected]: 407-268-5461

Martin Landry510 N Winter DriveCasselberry FL 32707E-mail: [email protected]

Sean Gilmore7317 N Dartmouth AveTampa FL 33604E-mail: [email protected]: 813-232-6616

Paul Franchina6682 Hawksmoor DrOrlando FL 32818E-mail: [email protected]: 407-880-1213

Norman Smith7203 17th Ave NWBradenton FL 34209E-mail: [email protected]: 941-792-0003

GEORGIATom Kolenko2445 Elmhurst BlvdKennesaw GA 30152E-mail:


HAWAIIBill SilverP.O. Box 2083Kailua-Kona HI 96745E-mail:


See Officers, page 24

24 www.vjmc.org


VJMC officers and field representatives

IDAHOBret SammsP.O. Box 1638Coeur d’Alene ID 83816E-mail: [email protected]: 208-664-4462

ILLINOISRobin Barfield2265 GalileeZion IL 60099E-mail: [email protected]: 847-872-8069

INDIANAJim Townsend6331 S 300 EWarsaw IN 46580E-mail: [email protected]: 260-839-5203

Kirk McKillip35 Doe Ct.Terre Haute IN 47802E-mail: [email protected]: 812-299-9312

IOWANone

KANSASBen Bacon8131 Renner Road, Apartment 3Lenexa, Kansas 66219E-mail: [email protected]

KENTUCKYKenny and Sylvia Thomas900 Stratford DriveMurray KY 42071E-mail: [email protected]: 270-753-1205

Jim Turner615 Jarvis LaneLouisville KY 40207Phone: 502-899-7419E-mail: [email protected]

LOUISIANANone

MAINEJohn McCollum650 Island AveLong Island ME 04050E-mail: [email protected]: 207-766-2388

MARYLANDTim McDowell11788 Stonegate LaneColumbia MD 21044E-mail: [email protected]: 410-730-2406

MASSACHUSSETTSDaniel McIntyre25 McDonough Way #689South Boston MA 02127E-mail: [email protected]: 617-825-0285

MICHIGANScott Timoff, Secretary2460 HempsteadAuburn HIlls MI 48326E-mail: [email protected]: 248-338-9320

MINNESOTACharles “Chip” Miller4115 Wentworth Ave SMinneapolis MN 55409E-mail: [email protected]: 602-822-5176

MISSISSIPPIRodney Langford6009 Cowden RdAmory MS 38822E-mail:

[email protected]@dixieconnect.comPhone: 662-256-8754

MISSOURIFred Reynolds Jr.P.O. Box 222, 205 St. BernardMissouri City MO 64072

E-mail: [email protected]: 816-750-4544

MONTANANone

NEBRASKAKim Herald1322 First AveKearney NE 68847E-mail: [email protected]: 308-237-5885

NEVADANone

NEW HAMPSHIREChristine Tebbetts162 Morrill StGilford NH 03249E-mail: [email protected]: 603-528-7723

Ron Burton24 Cathy StMerrimack NH 03054E-mail: [email protected]: 603-429-2436

NEW JERSEYSteve Sutton1145 Martine AvePlainfield NJ 07060E-mail: [email protected]

NEW MEXICONone

NEW YORKRocco Liuzzi4637 S Onandaga RoadNedrow NY 13120E-mail: [email protected]: 315-469-5830

Joe Gavin5684 DaCola ShoresConesus NY 14435E-mail: [email protected]: 716-346-3103


www.vjmc.org 25


NORTH CAROLINABen Kirk4112 Landover LaneRaleigh NC 27616E-mail: [email protected]: 919-266-9879

NORTH DAKOTANone

OHIOJohn L. Sullivan212 Brandy LaneNorth Lewisburg OH 43060E-mail:


Ken Carlson16344 SR 309Kenton OH 43326E-mail:


OKLAHOMATerry SandersonP.O. Box 15178Del City OK 73155E-mail: [email protected]: 405-670-2590

OREGONNone

PENNSYLVANIA (EASTERN)Bob Pryor1323 Zook RoadAtglen PA 19310E-mail: [email protected]: 610-593-5576

PENNSYLVANIA (WESTERN)Dave Kukulski1674 Sunny RoadLickingville PA 16332E-mail: [email protected]: 814-744-9246

RHODE ISLANDMike Muessel14 Beacon Hill RoadNewport RI 02840E-mail: [email protected]: 401-846-1594

SOUTH CAROLINADon Smith3470 Kel Sam DriveDalzell SC 29040E-mail: [email protected]: 803-499-9544

SOUTH DAKOTANone

TENNESSEE (EASTERN)Denise Ratliff167 Community Center RoadMadisonville TN 37354E-mail: [email protected]: 423-442-4425

TENNESSEE (WESTERN)Mark Casillas3504 Glyn Carroll CoveBartlett TN 37917E-mail: [email protected]: 865-546-5309

TEXASNone

UTAHNone

VERMONTNone

VIRGINIALou Demmel113 Wendy STStafford VA 22554E-mail: [email protected]: 540-659-6255

WASHINGTONRalph Noble

P.O. Box 295Keyport WA 98345E-mail: [email protected]: 360-396-2591

Jeff and Connie Payne9412 W. Trails RoadSpokane WA 99224E-mail: [email protected]: 509 838-1396

WEST VIRGINIADonald BerryP.O. Box 544Barboursville WV 25504E-mail: [email protected]: 304-733-6594

WISCONSINMichelle Rhyner5303 52nd AveKenosha WI 53144E-mail: [email protected]: 262-705-2489

WYOMINGNone

CANADA

BRITISH COLUMBIAJames Hawkins7 Buckhorn PlacePort Moody BC V3H 4M2E-mail: [email protected]

ONTARIOAndre Okazaki1745 Duferin STToronto ONT M6E 4M2E-mail: [email protected]: 416-654-5421

QUEBECMarcel Lachapelle12015 Ste GertrudeMontreal-Nord QUE H1G 5 R3E-mail: [email protected]: 514-322-5451

It's not too late to get your super-cool 2004 VJMC calendar!See the ad on page 20 for details.

www.vjmc.org 27


ClassifiedsRemember that a “Vintage Japa-

nese” motorcycle is 15 years orolder (cut-off for this year is 1989)and, well, Japanese. Please beaware that ads may be edited to con-serve space. Don’t feel reluctant touse punctuation and proper case on

emailed ads.Be mindful of publication dead-

lines. Ads are due by the 20th of themonth in which a newsletter is issuedfor the NEXT newsletter. For exam-ple, ads for the April Newsletter will

be due to the editor by February 20th.

Send all ads to:

Gary Gadd

3721 Holland St.

Ft. Worth, TX., 76180

(817) 284-8195

or e-mail: [email protected]

For Sale

Honda

For Honda: Seats. Honda CYB77Race seat, very good cond., $250.1970/71 CB450 K3-K4 Seat, NOS,Part # 77200-319-010, perfect inbag w/tag, $150. 1972 CL350 Seat,excellent cond., $90. All plus ship-

ping.Tom Kolenko (770) 427-4820, At-

lanta

[email protected]

For 1960/67 Honda 250/305cc:The TRIO is now complete. All ofmy 250-305cc Honda RestorationGuides are revised and availableonly on CDs now. Page count runsfrom 400 to 500+ depending onmodel and includes parts manualsand owner’s manuals. I can add myEngine Repair guide to any of theCA/CB/CL restoration guides for a

nominal fee.Bill Silver (808) 325-1655, Kailua

Kona, Hawaii

www.vintagehonda.com

1963 Honda CB/CL72. Will sell asa package deal. Both bikes are in run-ning condition, titled, rideable andcomplete. Excellent restoration pro-jects. CL shows under 6000 miles;$3000 cash and would prefer youpick up. You make all shipping ar-rangements. See pics at:http://user.qcsn.com/~johnsons//MVC-207S.JPG,http://user.qcsn.com/~johnsons//MVC-208S.JPG,http://user.qcsn.com/~johnsons//MVC-209S.JPG,http://user.qcsn.com/~johnsons//MV

C-210S.JPG.Dick Johnson (503) 669-7302 be-

fore 2 pm PST weekdays and eve-nings during weekends or MarkTroutman (503) 703-8511, Portland,Oregon

[email protected]

1966 Honda CL77. Small singlecam brakes; good project bike. $600;

has title.Frank George (937) 488-0510,

[email protected]

For 1967-on Honda: We have a vastamount of genuine early Hondaspares. Can fax a list of part numbers.Sadly, we do not know what they allfit. There are many pistons, rings,lights, cables, gaskets, valves, plusmany others. If any of this could beused, let us know. Would prefer to

sell as one package. Cheers.Shane, c/o Branson’s Motorcycles,

01935 474998, 7 Oxford Road, PenMill Trading Estate, Yeovil,Somerset, Great Britain,[email protected]

o.uk

1967 Honda CL77 Scrambler.Complete but needs extensive resto-ration. Will sell whole (no title), or

part out.Frank Koeller (201) 385-7229 (eve-

nings), Dumont, New Jersey,

[email protected]

For Honda 50/450cc: Original fac-tory Honda parts lists for most mod-els from 50cc to 450cc twins. All1960s; most are in excellent condi-tion. Email for details. Also a com-plete front fork assy. for CB350

Honda twin in very good condition.Stewart Readman (352) 564-8105,

Crystal River , Florida,

[email protected]

For Honda 175/750 except SL mod-els: High handlebar switch, 7-inchleft hand switch assembly. 60-0115and 215-0042, $24.95. NOS Dia-mond Japanese 6V coil, 217-006,$25.95. Nikko 6V flasher buzzer,$17. Mitsuba 6V flasher relay, $12.All are NOS items in the original

boxes.Richard Trautwein, (906)

635-0356, 437 Dawson, St. Sault

Marie, Michigan, 49783.

For Honda CB350F: Three of fourpipes, never used, in original Hondaboxes. (Missing pipe for No. 2 cylin-der, 18400-333-617. I have given upon ever getting this pipe and haveswitched to a 400F four-into-one.)

$800 US.

Dan Proudfoot, (416) 690-5358.

For Honda CB400F: NOS parts forsale, never used, all parts are originalHonda and in mint condition. Steer-ing handle pipe 53100-377-000, griphandle 95011-14200 & 14100, pipethrottle grip 53141-300-010, rearsprocket 41200-367-010, noise sup-pressor cap assy (the original withmetal cap), 2x 30700-341-620 & 2x30701-323-622, rear brake-arm43411-369-000, stay rear turn signal33607-377-670. Also Haynes CB400& 550 fours owners’ workshop man-ual (used near mint). ClymerCB350-400-550 service - repair -maintenance (new). Honda CB400Fand 550/K1/F Dutch repair and main-tenance (used near mint). Also origi-nal CB400 brochures / road tests / ads

28 www.vjmc.org


Classifiedsand articles. If you interested or wantmore info, please let me knowOFF-LIST and I will mail you pricesfor the parts or other 400cc stuff. Ormake me an offer on the parts you

need. Will ship worldwide.Dick, Almere, Holland,

[email protected]

For Honda CB550F: Tachometersfor 1976 (light green) and 1977(blue) in very good condition. $45each. Karen (865) 576-6633,

[email protected]

1976 Honda CB200T. Orange,2700 actual miles. Very clean origi-

nal. Ride it home; $995.Steve Kasten (715) 446-2225, 100

Clark St., Hatley, Wisconsin, 54440

1976 Honda MR250. Includes extra

engine. $100 obo.Frank George (937) 488-0510,

[email protected]

For 1977 Honda CB550: Chromeluggage rack and engine protectionbars in very good condition. $100

plus shipping for both.Don Mores (219) 659-1076, North-

west Indiana,

[email protected]

1978 Honda Hawk CB 400T. Bluewith 6,000 miles. Have owner’s man-ual; full Silhouette windshield. Thirdplace winner, Modern category at2003 VJMC show at White Rose Mo-

torcycle club. $1800 obo.Joe Wilkicki (401) 567-8885 after 6

PM or [email protected]

1981 Honda CM200. $100 obo.Jim Hayes, 4828 Tonnelle Ave.,

Trlr B39, North Bergen, New Jersey,

07047-2844

Honda keys: New, never used $15.Slightly used, $10. These are OEMkeys that I collected as a dealer for

over 35 years. Add $3.85 for up to 6

keys to be sent priority mail.Dougal W. House, (800)

942-0609/(805) 968-4024, Goleta,

California, [email protected]

Honda Keys. We may be able tohelp you. If your key/ignition startswith a “T” or an “H,” we may have it.Just send us your ignition number,and we’ll check for you. If we do, thecost per key is $8 and we pay postagefor it. Drop us a line, and let us try to

help you.Queen City Motorcycle, (931)

648-4355, Clarksville, Tennessee,

[email protected]

1976 Honda TL125 Trials.STREET LEGAL, excellent condi-tion, clean title. $1,295 obo. Pictures

available on request.George Yates (949) 290-7555,

[email protected]

1978 Honda CB750F2. Black, 5500orig. miles, stock except for cafe fair-ing, Jardine 4/1 canister exhaust,lower bars, everything is there-nodents/scratches-last of the first gener-ation 750 fours, clean title. $1895

obo. Pictures available upon request.George Yates (949) 290-7555,

[email protected]

1980 Honda CB900C CUSTOM.Steel/blue, A-1 condition, 40k pam-pered miles, recently serviced, newtires, paint/chrome/plastic excep-tional, Jardine chrome 4/1 exhaust,no rust. A beautiful example of aclassic cruiser. Clean title. $1,750

obo.George Yates (949) 290-7555,

[email protected]

1983 Honda CX650T Turbo. 20kmiles, new stator, perfect condition,never down or abused, adult owned,near show condition, always garaged,no paint fade or rust, a must see ifyou’re into Turbos. Clean title.

$4,495 obo. Pictures available on re-

quest.George Yates (949) 290-7555,

[email protected]

HONDA TL125 frame with swingarm, rear shocks, chain guard, motormounts, triple clamps, no title, very

clean. $275 obo.George Yates (949) 290-7555,

[email protected]

HONDA CX500/650 TURBOPARTS. Front turn signals, right sidemuffler, tank, good to excellent con-dition, sold separately or package

deal.George Yates (949) 290-7555,

[email protected]

Kawasaki

1969 Kawasaki W2SS. 17,500miles. Very good condition, originalcarbs, air filters, seat and shocks.Starts and runs well. Maroon paint.Pictures available. Seen at VJMC na-tional rally in Oak Ridge. Best offer

over $1700.Max (615) 781-6146 (days) or Les

(405) 206-0089, Nashville Tennes-

see, [email protected]

Kawasaki manuals. Call or email forprices. How to fix your Kawasaki 2 &3 cylinder, H1/H2 Hayes W/S man-ual, Kawasaki. Kawasaki SM2 Work-shop manual. Clymer repair book fortriples 69-71. Kawasaki shop manualmodel A1. Also Kawasaki brochures.Call or email for prices. 1972 H2,1973 H1, 1968 F3/F4, 1969 H1

(copy), 1982 full line.Rick Seto (905) 847-6651, Toronto

Canada, [email protected]

1970 Kawasaki H1 500. Very nicecondition. New paint and seat cover,mirrors, tires, grips, pegs, decals,shocks. Painted white like a ‘69.Original pipes in very decent shape asare the fenders. Starts first kick. Has

www.vjmc.org 29


Classifiedsoriginal air box. Comes with a ‘70 H1parts bike, manuals, and some NOSbrake shoes. I have $5000 invested.

$4000 obo.Rallen Fontenot (337) 837-4682,

Louisiana, [email protected]

1974 Kawasaki H-2 750cc triple.Two-tone green metallic. It seems tobe pretty original and doesn’t have alot of miles. The paint is in perfectcondition. It has a set of aftermarkettuned pipes that are black. I am not afan of big bikes and have no intentionof ever riding this bike, except to seehow it runs. I have an original air boxand the rubber parts for it and newcarb insulators that should be in-stalled. Asking $3,500 and I will de-

liver it within 100 miles free.Jim Townsend (260) 839-5203,

Near Warsaw Indiana,

[email protected]

For Sale: 1974/75 Kawasaki Z1-B.Low miles, all original including pipesand paint. Motor is stuck from sittingin garage since 1983. 1975 is 90%complete with low miles and good

motor. Both bikes for $1800 obo.

Eddie Porterfield (770) 962-5787

Suzuki

1968 Suzuki T305 Raider. Frame-uprestoration by Paul Miller Motorcy-cles. Showroom quality; Voted BestSuzuki at Squaw Classic Show. Over

$4000 invested. $2800 obo.Tim Flanagan, (775) 240-4498,

[email protected]

1972 Suzuki GT550. I have 3 partsbikes that have some decent parts. Allhave the dual leading shoe drumbrakes, some decent rims; frames aregood, tanks are not bad. Bunch ofdirectionals, small chrome luggagerack. Gasket set. Some exhaust stuff.Carbs, seat pans. Make me an offer.

You pick up. Take it all.Michael (802) 254-6509, Southeast

Vermont, [email protected]

For 1977/87 Suzuki GS400/GS425/GS450, Clymer repair book.Brand new item, with no dirty finger-prints. It does not cover my 1982GS450A (automatic with shaft drive)I paid $30 for it, so best offer over

$15 takes it. Thank you for your time.Kevin Smith, (914) 450-4711,

Poughkeepsie, NY,cb750f1975@aol

For 1983 GS1100E: Front fork as-sembly in very good condition. $75.Karen (865) 576-6633,

[email protected]

Yamaha

1964/67 Yamahas. 1967 YL1ETwinjet 100cc. 4500 miles with cleartitle. Two 1967 YL2E Trailmaster100s with electric start. One has title.1964 Y2 Trailmaster 80cc. All origi-nal and running. Pics available. ManyNOS parts for the 1967 bikes. $1000

for all.Rich Lehr (410) 421-6172, Balti-

more, Maryland,

[email protected]

1972 Yamaha R5C 350cc. Clean,original with Bates black fairing, new

pistons. Ready to ride or show. $995.Steve Kasten (715) 446-2225, 100

Clark St., Hatley, Wisconsin, 54440

1979 Yamaha XS650. 6000 miles.

$900.Jim Hayes, 4828 Tonnelle Ave.,


07047-2844

30 www.vjmc.org


Classifieds1979 Yamaha RD400 Daytona Spe-

cial. 5000 miles. $2800.Jim Hayes, 4828 Tonnelle Ave.,


07047-2844

MiscellaneousItems for Sale

Gaskets. Have us MAKE one foryou. Computer-controlled machinethat has over 15,000 different gas-kets in its database, and will cut yourgasket out using gasket material thatis equal to OR better than stock gas-ket material. All gaskets except forhead gaskets and “O” ring type. Ifyou think we may be able to helpyou, just give us a call, Tuesday thruFri, 8:30 to 6 pm CST, or Saturday,9-5 CST. Please provide the manu-facturer’s part number for the gas-

ket.Queen City Motorcycles, (931)

648-4355, Clarksville, Tennessee,

[email protected]

Metro Shirts, Caps, Sweatshirts andJerseys, old Honda parts - 1965 up

(some NOS).Kenny & Sylvia Thomas (270)

339-9401, [email protected]

Selling off my duplicate brochures& manuals. Many rare original pieceslike, ‘73 H1, ‘65 YDS3C, C100 etc.Email or call for a complete listing. Ialso have many accessory brochures

from the 70s.Rick, (905) 847-9838 Toronto,

Canada, [email protected]

PRESTON PETTY FRONTFENDERS. New, white, 9 total.These are the very first and original

plastic fenders! $100 for all.George Yates (949) 290-7555,

[email protected]

Wanted

Bridgestone

Bridgestone SR175 Racer. Looking

for a clean original.Richard Trautwein (906) 635-0356,

437 Dawson, St. Sault Marie, Michi-

gan, 49783

Honda

For 1959/64 Honda CA95: I need aDream 150 engine. It need not be run-ning. I’ll take a whole bike if the price

is right.Ellis Holman (317) 691-4242, 9671

Troon Court, Carmel, Indiana,

46032, [email protected]

1959/62 Honda CB92 Benly

SS125. Looking for a clean original.Richard Trautwein (906) 635-0356,


gan, 49783.

1961/62 Honda CB92R 125c racer.

Looking for a clean original.Richard Trautwein (906) 635-0356,


gan, 49783.

For 1961 Honda 305 Dream: De-cent pair of mufflers. Also need mis-cellaneous parts for this bike. Will

consider good parts bike.Ed Haddaway (505) 842-8117, Al-

buquerque, New Mexico,

[email protected]

For 1962 Honda C240 Port Cub,50cc, 2 speed, domestic market:Need help finding shop manual, own-ers manual, muffler, seat, etc. All

help appreciated.Tom Kolenko (770) 427-4820, At-

lanta,

[email protected]

For 1963 Honda CB77: Looking fora seat for a Super Hawk with all thehardware - the strap with buckles onthe outside and the metal strip on theseat. Does not have to be in great

shape, just complete. Thanks.Doug Gregory (281) 655-4944,

[email protected]

For 1967 Honda C201 (Dream 90):Need nice speedometer (in KPH). Iwas told this model was sold in Can-ada for one yr. I’m looking for anowner’s manual and a Honda Shopmanual for this bike also. If any ofyou Canadian members out there

have any of these items, talk to me.Mark Patterson, Oklahoma City,

Oklahoma, [email protected]

1968/69 Honda CA/CD175. I’mlooking for a nice, complete bike inthe Oklahoma or surrounding area. Ifyou have one for sale, please email

me. Thanks.Mark Patterson, Oklahoma City,

Oklahoma, [email protected]

For 1969 Honda CL90: Looking for

an owner’s manual.Larry Allen (225) 926-6892,

[email protected].

For 1969 Honda CB750: Seekingearly 1969 engine or just cases. Any

condition considered.Mike Shoger (815) 622 3366 Ster-

ling, Illinois,

[email protected]

1969/70 Honda CB750: Lookingfor K0 model in very good to excel-lent original condition. Will pay top

dollar for right bike. Thanks!Steven J Smith (865) 690-7909,

Knoxville, Tennessee,

[email protected]

For Honda CB750 K4: Need sidecovers. Must be in excellent shape.Also need chrome front fender and

www.vjmc.org 31


Classifiedsboth handlebar switch assemblies.

NOS or excellent condition. Thanks.Charles Sims (806) 878-2807 (eve-

nings), PO Box 1064, Stinnett,

Texas, 79083

For 1975 Honda CB750 Four:Looking for chopper frame. Any con-dition, reasonably priced. Must bewilling to ship. Leads will also be ap-

preciated.Ray Hoskins, Kentucky State

Prison, P.O. Box 5128 Eddyville,

Kentucky

For 1976/78 Honda CB200T:Looking for parts or complete bikeand manuals. Following bikes forpossible trade: ‘85 VF1100 Sabre,‘76 GL1000, ‘79 Hondamatic400with sidecar & ‘84 parts bike, ‘86VF1000R, ‘86 VF1000F, or will pay

cash if price is right.James D. Nold, Sr., Azle, Texas,

[email protected]

Kawasaki

1965 Kawasaki W1 or W2SS650cc. I’m looking to purchase a run-ning and reasonably complete bike.Please send pic, price. Will want totest ride, will travel anywhere in thecontinental US to test and pick up.

Thank you.

[email protected]

For 1966 Kawasaki B8: Lookingfor NOS or used parts including:Brake Pedal 43001-006-10, RearFender Flap 35037-008, SealedBeam Headlamp 23007-014, RearTurn Signal Assembly 23038-003,Right Hand Side Cover

36007-004-10, Side Cover Emblem56015-003, Left Hand Fuel TankEmblem 56013-002, Right HandFuel Tank Emblem 56014-002, Lefthand Knee Grip 51061-001, RightHand Knee Grip 56062-001, PetcockAssembly 51023-003, Air CleanerGasket 31078-001, Chrome Head-lamp Rim 23006-004, Exhaust Pipe18049-007, Muffler Connector Rub-ber 18043-002, Muffler Assembly18001-009, Left Hand Engine Cover14031-004, Clutch Adjusting CapGasket 14049-002, Air Cleaner Ele-ment 11013-004, and any other mis-

cellaneous parts you might have.Neil Geldof (860) 529-0636, Con-

necticut, [email protected]

1969 to 1975 Kawasaki H1 Triple:Looking for clean original example.Must have original paint and low

mileage!Larry, daytime (917) 771-7100/

evenings (212) 753-2075,

[email protected]

For 1975 Rickman Kawasaki Cr1000: Rickman side covers, completetransmission linkage, NOS gaugesand mounting panel, factory exhaustsystem, Sales literature, etc. What do

you have?James M. Hutchison (617)

497-7474, Cambridge, Massachu-

setts, [email protected]

Suzuki

1968/75 Suzuki T500. Looking for

a Suzuki Titan project.Mike Nilson (613) 290-9303, Ot-

tawa, Ontario, Canada,

[email protected]

For 1986 SUZUKI GSXR 750:Need front fender (can be ‘87), horn,chain guard, oil cooler, triple clamps,seat, rear fender/taillight, petcock le-ver, misc. nuts/bolts, possible parts

bike considered.George Yates (949) 290-7555,

[email protected]

Yamaha

For 1974 Yamaha DT250: Needrear fender and tail-light assembly(don’t need lenses), rear turn signallenses (amber) and switch assemblyfor left (clutch) side of handlebarsthat works lights/horn etc. Thanks for

any and all help.

Mike Snyder (281) 259-7319,Houston, Texas,

[email protected]

For 1976 Yamaha DT250 Enduro:Need complete forks and handle bars,a frame if at all possible, gages sig-

nals, mirrors and tail light.

(336) 471-6761, Greensboro, North

Carolina, [email protected]

For 1977 Yamaha DT400MX:Looking for the following NOS parts:1R6-21511-00-G6,1M1-21611-00-G6,1M1-21721-00-G6,1M1-21710-00-G6

I am in the U.K, any help would be

grateful. Thanks.

A T Harrison,

[email protected]

Attention all members: If you move, change addresses orchange e-mail addresses, please notify the membership

chair as soon as possible. This is important.

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