Picture Motorcycle: May 2008

1914 POPE BOARD TRACK RACER

This 1914 Pope is another bike coming up for auction on July 12 in Monterey, and is worth a second look. It's probably even more rare than the Cyclone, and possibly a unique machine.

The Pope Manufacturing Company (Hartford, Connecticut) made bicycles initially, and later moved into motorcycles and cars. Their first forays into motorcycle production (from 1901 onwards) used clip-on engines (the ubiquitous deDion Bouton and variants) on their bicycle frames, and were sold through the

company's existing network of bicycle showrooms. In 1910 the company developed a wholly new motorcycle line, debuting in 1911 with a single-cylinder engine in a loop frame and leaf-spring front suspension. The engine appeared in both inlet-over-exhaust and overhead-valve configurations, both using a direct belt drive from the engine to rear wheel. On the 'deluxe' models (the Model K ohv), a clutch was added to the end of the crankshaft. These overhead-valve machines were among the first production models to use this new valve layout, and much like the 8-valve Indian which was produced in the same year, the valves are set vertically into a relatively flat combustion chamber. This

layout was also used in the legendary JAP '90 bore' engine, although JAP had produced an ohv v-twin engine as early as 1906. Although the ohv layout had clear advantages in breathing and hence power production, the metallurgy of the early 1900's meant that broken valves were a common problem, with consequently disastrous results to the piston and cylinder head. Thus, many racing (and roadster) engines opted for the reliability of the sidevalve layout. The last bike with a sv engine to win at the Isle of Man TT was a Sunbeam in 1922, with Alec Bennett aboard - overhead valve machines were dominant until 193o, when Rudge was the last ohv machine to win the Senior. After that, the race was sole property of overhead-cam machines.
In 1912 Pope introduced a very advanced ohv v-twin of 998cc, with plunger rear suspension (which can be seen in two of the period racing pix), although still direct drive. In 1914, a two-speed countershaft gearbox was added to the twin, which became the ultimate configuration of the Pope, as production ceased in 1916, due to financial difficulties.

The machine coming up for auction has apparently no peers, for no other 'Board Track Racer' Pope models seem to have survived. The only photograph I've seen of a comparable machine is this one, with D.O. Kinnie aboard a Board Track Pope, at the Ascot speedway in Los Angeles, at a 100-mile race on Jan.31, 1915. The bottom two period racers are from 'stock class' events, where the machines were expected to be stripped standard roadsters, not purpose-built 'factory' racers.

All three period photos show variations on handlebars, forks, and frame layout, although the front end of the auction bike looks very similar to the bike in the middle pic, with its unusual soldered-up 3-piece dropped handlebars. Clearly the lower two photos depict converted roadsters with fenders, rear stands, and brakes (!); such excess weight would never have appeared on the pared-down factory racers.

Stephen Wright in 'The American Motorcycle; 1869-1914' (Megden, 2001), mentions that the Popes did well in 'stock-class' racing. I haven't seen mention of how they did in Board Track racing, although they do figure among the runners.

More Pope information can be found here (Smithsonian exhibit), and here (How Stuff Works website).

I'm indebted to Stephen Wright's books 'The American Motorcycle' and 'American Racer; 1900-1940' for the period photos, and Jerry Hatfield's 'American Motorcycles' for info on the Pope factory. It's time for a reprint of the 'American Racer' books - they're fantastic, and on par with Joe Bayley's 'The Vintage Years at Brooklands' for my all-time favorites.

Americade 2008 - Day 4

This year I'm publishing highlights of my activities at the 2008 Americade Motorcycle Rally, day by day in a blog. Americade is scheduled for June 2-7, this year. The blog will also include my preparation in getting ready to take the ride to Lake George, NY, my observations while there, the ride home, and getting back to normal.

The trip will now also include intermediate stop-offs at at our son's house in Boonton, NJ (three grandsons) and daughter's house in Middle Grove, NY (grandson and granddaughter). Our daughter made a move to the Saratoga Springs area last year after Americade. Since her house is now 25 miles south of Americade (and on the way), we now have a fringe benefit of making the trip.

Saturday began with a news report on the local TV station that a checkpoint had been established on I87 at the rest area near exit 18. This was a motorcycle checkpoint. Bikes were being pulled over for inspection of helmets, credentials, pipes, and safety equipment. If a cop had probable cause that you might be in violation, they pulled you over. Here's a link to the news story and a video.

The Americade Message Board was abuzz about this checkpoint. Check it out.

It may be that this was only a one-time thing to sound the alarm that motorcycle violators would not be tolerated this year. Some think the state of NY was just looking for more money. Others think that safety was the only concern since there have been too many motorcycle-related accidents at Americade in recent years. Some riders said they would bypass the checkpoint. Some found themselves with money to pay for riding with no motorcycle endorsement on their driver's license or for wearing a non-DOT approved helmet. It remains to be seen whether the checkpoint will be there when the main Americade traffic starts on Monday. I'll let you know.

The majority of my day was spent at a softball game where my granddaughter played and at a baseball game where my grandson played. We got through the softball game with only a few drops of rain. Such was not the case at the baseball game.

We rode into Saratoga Springs, parked on the street, and walked a couple of blocks to the game site. We carried our canvas chairs and umbrellas with us and parked ourselves high on a grassy area that rose above the right field fence. It was great for a few innings but then the rains came. Thunder was heard. I kept waiting for lightning which never came. When the rain got intense, they called the teams into the dugout and covered the field. We sat in the rain under big umbrellas and waited and waited. Finally the rain let up to a sprinkle and men ran onto the field with sand and dirt and brushed everything clean. It was just like in the major leagues. Then the teams rushed back on the field and resumed playing. Several hits were made and a couple of runs came in. Then the rain started again. It poured and everything was soaked including us. The field was covered and again we waited. We sat there like drowning rats for another 10 minutes of intense downpour. Then, mercifully, the game was called and we slinked over dripping water behind us and piled into the car.

We returned home to get into dry clothes. Jane, daughter, and granddaughter headed back to do shopping -- the rain had stopped. I headed for my laptop to do Day 2, Day 3, and Day 4 of my Americade 2008 Blog.

Not much left for today except dinner and relaxation. The trikes sit dry in the garage.

More to follow. Read the blog each day for further reports.

An evolving blog index to these Americade 2008 blog entries is also available.

Americade 2008 - Day 3

Today's ride would take us to the Saratoga Springs, NY area where our daughter and two of our grandchildren live.

The ride to Saratoga Springs was straightforward. Just ride north to I87 -- the Northway -- and keep going. However, shortly after Albany, I began noticing a vibration through the footpegs of my trike. That had never happened before. I thought I was on my old '94 Sportster again.

I thought maybe the U-Joints were going. Or maybe it was the trike undercarriage that was loose somewhere. Jane said her trike once felt the same way and we found that one bolt had completely worked itself loose and fallen out. I was getting worried.

As we approached my daughter's place, the vibration was still there. I thought maybe the road surface might be causing it but I just didn't know what to think.

I knew that Motor Trike would be at Americade and that the dealer who built my trike might also be there. Maybe he could look at it and see if there was any obvious problem that could be corrected. I decided to call the dealer who was located in PA. Sure enough, he would be here on Thursday and said he would take a look at it but couldn't promise anything. I expect to go visit Motor Trike soon after Tour-Expo opens on Tuesday to see if anyone else there could take a look at it before Thursday. I continue to be worried about this. First I have to ride the trike another 30 miles to get to Lake George. That will give me another chance to see if the problem is persisting. Wish me luck.

We finished the evening by attending a softball game in which our granddaughter was playing. She just decided one day that she wanted to play softball at age eight and she's pretty good in her first year. Of course I may be prejudiced.

We got there early and Jane, daughter Sue, and granddaughter Caroline got in some family practice. It made for a memorable picture of three generations.

It seems that almost every girl playing softball has long hair and they're all tied back. Caroline is in the middle.

I had no idea how these games are now run. The pitcher could only throw five pitches to one batter before a coach from the same team stepped in to throw two pitches. I guess this allows each batter a better chance of hitting the ball and gaining experience in hitting. These are only eight and nine year old girls.

The game runs a total of 90 minutes. The limit came and it was nearly 7:30 p.m. We headed for a late dinner at McDonald's before heading home.

Tomorrow, Saturday, would bring two more games, one softball and one baseball. Rain was expected.

More to follow. Read the blog each day for further reports.

An evolving blog index to these Americade 2008 blog entries is also available.

Americade 2008 - Day 2

Just before starting the ride:

The rest of the evening had no motorcycle content. It did involve my son, his two sons, and Jane and I playing a very long game of Monopoly. I hadn't played in thirty years. I was winning big until my real estate oriented son gained the upper hand by acquiring most of the real estate and charging me over $900 for landing on one of his hotels.

More to follow. Read the blog each day for further reports.

An evolving blog index to these Americade 2008 blog entries is also available.

Breakfast of champions

I thought this was kinda cool.

Short but sweet Friday post.

Happy Friday!
Have a nice weekend!

BOOK REVIEW: 'CONTINENTAL CIRCUS'

By Dennis Quinlan

In a letter from Ivan Rhodes (in the Australian Velocette Owner's Club magazine - FTDU #319), reference was made to Ted Mellors; he is considered to be the 'forgotten man' of motorcycle racing, having died tragically by asphyxiation while working on his car in a closed garage (there's a lesson for us all...).
As well as a good racer, he was a dab hand with the pen and had written a manuscript about his exploits racing as part of the 'Continental Circus', a group of mostly British and Commonwealth riders, who followed the GP races around Europe. Mellors was part of this gang from 1929 until 1939, riding Nortons, New Imperials, Benellis, and Velocettes, to name some. He became a factory Velocette rider in 1936 and raced them all over the continent at numerous events, until 1939.
On Mellors' death, his manuscript was unfinished, but in 1949 Geoff Davison (publisher of the TT Special - devoted to the races during TT week), took on the project, and added some stories from earlier times, publishing 'Continental Circus' as part of the 'TT Special' series of books on motorcycle racing. The series includes 'The Story of the TT', 'The Story of the Manx', The Story of the Ulster', 'Racing Reminiscences', and 'The TT Races - Behind the Scenes'. Long out of print, these books can be found on ebay or via British dealers for around £25 each, and the 160 pages are nicely illustrated with period photos.

Pictured - Ted Mellors at the start of the 1936 Junior TT; he finished 4th on the new dohc works Velocette.

Back to Ivan's letter; reference was made to Mellor's grave site, which remained unknown to motorcycle historians until recently. Its discovery came about by an unusual chain of events. My business, KTT Services, restored and sold motorcycle instruments and my shop was filled with memorabilia, posters, etc.
A chap came in one day, unknown to me, but I found he was a member of the Australian Velo O/C, and spying a poster on the wall, (one well known to Velo folk - 'For Learner and Expert' - see small pic),

he said, "Do you know who they are?"... "Franz Binder, the Austrian Velo racer, and Ted Mellors, the Velo factory rider", I replied...."Mellors is related to me", said Derek Deacon who had introduced himself by then. I was a little skeptical of these facts, but didn't show it. Derek returned soon

after with a trophy of Mellors' and further expanded on his relationship; seems his mother was a cousin, relatives were still alive in Birmingham, and yes Ted's burial site was known. I related this to Ivan Rhodes, who quickly followed it up and took the photo shown below which is in the Robin Hood Cemetery, in Birmingham, England.
In 'Continental Circus', both Mellors and Davidson paint a fascinating tale of the effort needed to compete in racing events of the day. In 1929 (the year he started), the Great Depression had taken hold; jobs and money were hard to come by, and travel to the continent usually entailed taking trains, wheeling your racing bike (with a tool kit, leathers, and a clothes bag, all balanced on the seat), onto the guard's van on the train, and repeating the exercise at the other end, often pushing the bike and kit miles to the circuit or nearby hotel.
(second photo; Mellors receives the Lightweight TT trophy for 1st place on a 250cc Benelli. The presentation took place in the Villa Marina, Douglas, IoM)
The races were usually of at least 100 miles length, although the TT was usually 6 laps (over 220 miles), as was the Ulster GP. Fuel and accessories were often supplied by the trade 'barons' and so were available at the circuit. Riders were usually much older than today when they began their careers; some in their late 20's, most in their mid 30's. A youth of those days simply didn't have the money, nor could his family help out due to financial hardship. This

meant that only relatively well-off people succeeded in getting a ride on a good machine.
Motor homes as we know them were nonexistent. However, if you made it to the top, you could make a good living. Take Stanley Woods for example; in the '38 TT, after winning the Junior TT and coming 2nd in the Senior, prize money plus trade bonuses netted him £940 for 2 weeks' work. If you consider that a new MkVII KTT cost £105, he did pretty well; at a guess, around $200,000 in today's money.

[What I find best about these books is their anecdotal style - they offer a first-hand account of the racing personalities you have read about (Woods, Serafini, Meier, etc), their handlers and mechanics, the strange encounters with hotel managers and the police, the machines from factories in England, Germany, France, and Italy, and how they are developed over the years, etc. Good stuff! - Pd'O]

1914 CYCLONE FOR SALE

I spoke today with Ron Christenson of MidAmerica Auctions, as a flyer for their July 12 auction in Monterey hit my mailbox. Rather discreetly advertised is a 1914 Cyclone Board Track Racer; I don't think I've ever seen one come up publicly for sale, much less at auction, although I hear rumors of them changing hands.
This machine was shown at the 2006 Legend of the Motorcycle concours, and I mentioned then that the Cyclone has to rank in the top 10 most interesting and historically important motorcycles.
Made by the Joerns Motor Manufacturing Company of St. Paul, Minnesota, the engine features a shaft-and-bevel driven overhead cams as its most obvious and, for the time, radical feature. The engine presaged modern practice in other ways, including a near-hemispherical combustion chamber, proper caged ball and roller bearings throughout the (when other bikes used uncaged

rollers or plain bushes), and recessed mating faces on crankcase halves, barrels, and cylinder heads, for a secure fit. Even with a modest 5.5:1 compression ratio, the estimated output from the engine is 45hp - which is simply astounding for a brakeless bicycle.

Perhaps a dozen of these Board Track Racers were made in the 18 months of the Cyclone's life - the engine, although very successful on shorter tracks, needed further development (especially with lubrication, and the undeveloped metallurgy of the day), and was troublesome on long-distance races. It was already very expensive to build, and the factory didn't have the resources to revamp the engine, so by 1915 the Cyclone passed into legend.

The motorcycle at auction was formerly the property of 'Shorty' Tompkins, is one of 6 known in the world, and one of two which are mostly correct (as the others are heavily remanufactured). The rear section of this frame has been rebuilt; otherwise it's claimed that the bike is original Minnesota metal.

How much can one expect to pay these days for one of the rarest and most desirable motorcycles in the world? I recall speculation at the Legends two years ago - some said the Cyclone Board Track might be the first 'million dollar motorcycle'. I think the owner would be happy with half that, but ultimately, we'll know on July 12th! Stay tuned...

Americade 2008 - Day 1

This year I'm publishing highlights of my activities at the 2008 Americade Motorcycle Rally, day by day in a blog. Americade is scheduled for June 2-7, this year. The blog will also include my preparation in getting ready to take the ride to Lake George, NY, my observations while there, the ride home, and getting back to normal.

The trip will now also include intermediate stop-offs at at our son's house in Boonton, NJ (three grandsons) and daughter's house in Middle Grove, NY (grandson and granddaughter). Our daughter made a move to the Saratoga Springs area last year after Americade. Since her house is now 25 miles south of Americade (and on the way), we now have a fringe benefit of making the trip.

Wednesday was a hectic day trying to get ready to go on our 2008 Americade trip. This year we are going to visit our son and daughter on the way. We'll also be stopping in to see our daughter on our return trip. Packing has been a problem trying to decide what to take that will still fit on our two trikes.

Jane was out running around on Wednesday and called to say that she had chipped a front tooth and could I make an appointment for her at the dentist. Great timing. I gave her the number and she called back to say that the office was closed and she'd have to wait until Thursday to try to make an appointment. We wanted to be on the road Thursday by 2 p.m. so we now had another worry.

Earlier in the day, Jane was trying to print out my Motorcycle Packing List, when I heard her say, "Someone has stolen your packing list."

I hurried to her computer and saw both my How To, How to Pack a Motorcycle For a Trip, and my packing list on her screen but on someone else's website.

I jotted down the URL and then thought that I should send off an email to the offending webmaster. This happens to me quite a lot. I'm doing a Google search for something and up pops one of my articles on someone else's website. They just see something and grab it as their own often with no mention of where it came from. In this case, I did get a credit but it was to the old site and there was no link to me at all. Within three hours, I got a response promising to take it down. When one spends days and days working on an article or feature and then someone just sees it and takes it, that's just plain wrong.

The rest of the day was spent packing and loading the trikes. Final loading will be on Thursday morning with a 2 p.m. start.

More to follow. Read the blog each day for further reports.

An evolving blog index to these Americade 2008 blog entries is also available.

Got paint?

The above picture is of carbon fiber. It is not custom painted.

This is a post about hydro graphic printing, A.K.A. hydro graphics. Sometimes mistaken as custom painting. The graphics are so lifelike that you can't believe your eyes at what a custom painter has pulled off. Don't be fooled. This is not custom paint, but rather a custom printing process. It uses an automotive basecoat to acheive the undertone colors, and typically an automotive clearcoat as the finish product, and then wetsanded and buffed just like a custom paint job.

The process starts with prepping the part just like for regular, or custom paint. Any image you can think of that can be photographed can be put onto a special film that dissolves in a special tank of water designed for dipping the part into. The film dissolves and the image floats on the water. Thus allowing the image to be transferred.

Don't get me wrong. There are great things about this process. You can have almost anything put on almost any kind of part you want. But please don't think some great airbrush artist did it, and don't try to sell it as custom paint either. And god forbid, don't pay the custom paint price. Unlike custom paint which is truly one of a kind, anything here can be mass produced.

You've probably seen lots of it without knowing it, such as camoflauge on fourwheelers, etc.

I guess my point is buyer beware.

I know a bike shop that is pushing it to customers as custom paint, without disclosing what it really is.

To me it is no better that a factory decal that has been clearcoated over.

Nouvo Elegance Modifies by Boyzathailand.com

Yamaha Nouvo Elegance 135 CC. modifies by Boyzathailand.com

HOW YOU FIND THEM # 8

This one kills me; I knew about this 1915 Indian sitting in a garage, stuffed underneath a lot of boxes and furniture, which had been in one family since 1925. Dan P. got there first, since I dallied, but Dan's a good guy and has other interesting Indians, so it went to a good home.

You can't beat an original paint machine which is nearly 100 years old! This is the last year of the old style motor with inlet-over-exhaust layout and skinny cylinders. Indian produced very advanced motorcycles in the early days, with rear

suspension and full electric lighting, including an electric starter (which didn't work all that well, but it was still a first). Leaf springs front and rear provided a comfortable ride over the dirt roads which were the rule back then, and a 3 speed gearbox and good clutch made riding far easier than contemporary clutchless direct belt drives still common throughout the industry until the early 1920's.

This machine has some deluxe touches, like the Corbin speedo driven from the rear wheel, and a

Klaxon horn on the handlebars. It's not one of the 'electrified' models, but has an acetylene headlamp. If you look closely at the petrol and oil tanks, you'll see they used tiny filler caps - no current gas pump will fit - and pouring was usually done from a can and funnel. Long distance travel was very unusual, and gasoline was available in 1 gal. cans from your local 'dry goods' merchant - the gallon taking you perhaps 80 miles, if you were careful (and there weren't many opportunities for full-throttle work anyway). Filling stations didn't become common in the US until the late 'teens - the very first 'Filling Station' arriving on the scene in 1905. By 1914, Standard Oil had 34 stations in California, with employees wearing uniforms, and attending to the needs of motorists, filling up tanks from Bowser pumps (invented by Sylvanus Bowser in 1905).

The craziest part has to be the original 1925 title; note the lovely 'old west' script on this official paperwork. Even the State government had a bit of style back then - our titles are simple computer printouts nowadays.

On the photo below, the long lever controls the clutch, the short one the 3-speed gearbox. The clutch wasn't simply an in-out device, but the arcuate slot has little ridges at which the lever could rest, giving a desired amount of slippage from the all-metal multi-plate clutch. Hard to imagine now, but at the time the powerful engine might cause sideslip in mud or dust or gravel, if the power was applied fully.

The Indian was a quality machine, using rods and links to control the carburetor and magneto timing, rather than Bowden cables. It's all very mechanical, complicated, and a bit fussy to maintain when those linkages begin to wear out, when the paste of road dirt and lubricating oil takes its toll.

Maybe Dan will let me have a ride on the Indian after he cleans it up; then I can commit Hara-kiri. Doh!

one liner biker wit

I’d rather be riding my motorcycle thinking about God,

than sitting in church, thinking about riding my motorcycle.

BMW FACTORY, 1923

A lovely shot of the vast interior of the BMW factory in Munich, with the very first true BMW motorcycles on the production line. The interior space is fairly new, and was actually built in 1917 to make airplanes, as the company started life as BFW - Bayerische Flugzeugwerke (Bavarian Airplane Works). As history notes, the Versailles treaty which ended WW1 included a ban on all airplane manufacture in Germany, and the company sought other uses for their space. The workforce dropped from 3500 to a mere handful (as shown), as first they built the M2B15 engine, which was a Douglas flat-twin built under license, and was sold as an engine only to other motorcycle makers (including Helios, Victoria, Corona, Heller, Schneid, Henninger, SMW, and Bison from Austria).
Karl Popp (managing director of BMW) pressed Max Fritz (chief design engineer) to design a better

engine, and although Fritz much preferred airplanes (and had ignored the ban to create one last BFW biplane, which flew to a record 32,000' in 1919 - and really pissed off the Allies!), he turned the Douglas engine through 90 degrees to bring the cylinders out to the sides and into the airstream, helping the engine run cooler, but making the cylinders a bit more vulnerable to damage (as I can attest, having ripped a jug off an R69S after a 'conversation' with a truck...).

The engine was 'square' at 68mm x 68mm, and of a sturdy but not powerful sidevalve design. (I've never ridden one, but have heard they are moped slow), and from the start used a clean shaft drive, and Metzeler tires (still original equipment on BMW's). The little bike weighed 264 lb, and with 8.5hp on tap, was good for around 60mph (by comparison, the 1920 ABC boxer 400cc twin would do around 74mph, and was raced at Brooklands), with an expected 80mpg fuel consumption (oh, where is such frugality today?). In 1924, the front wheel gained a brake, as shown in the second image (top pix have none, dating the photo as '23). Even with a low top speed, the R32 was reliable enough to win races from its inception, and was the harbinger of great things to come.

Harley Davidson Edition Dodge Charger

Rumor has it there is a Harley Davidson Edition Dodge Charger.
.

I believe this might be the elusive car I've heard talk about.

I spotted it and took a picture.

Memorial Day - Motorcycles Follow Me

Jane decided last night that it was time for us to attend the annual Freehold Memorial Day parade on Monday (today). The last time we went was nine years ago. Of course, we had to go early to get a good spot along Main Street. We always go early.

We took the car downtown at 8:55 a.m. and weaved around several barricades to get into the bank parking lot that was right across Main Street from where we finally ended up setting down our canvas lawn chairs. We were firmly in place and ready for the parade at 9:10 a.m. I looked up and down the street and saw only people headed for the start of the parade. Most cops were on bicycles but a couple were riding Harley-Davidson police motorcycles. I remarked to Jane that these bikes were really quiet -- I guess that is to be expected.

This is one of those times that Main Street has horses on it. More than 110 years ago, horses were common on the streets of Freehold. Horses and bicycles were the norm then. Here's one of many horses seen today.

Well, at about 10:05 a.m. we saw those motorcycle cops again. They were now leading the parade into town.

This was a very long parade. We got to see every fire truck within 25 miles of Freehold. We saw all the local politicians. Some were walking, some were riding in convertibles, and some were hiding inside air-conditioned cars. The guy sitting next to us seemed to know almost every one of these firemen and politicians by name and kept yelling out to them with inside jokes only known to them. When an antique air force plane kept flying up and down Main Street just over the treetops, he knew who the pilot was and proceeded to tell us every make and model of antique planes he owned, including one Japanese Zero. I was impressed. Jane recognized a woman from her scrapbooking group and rushed out to speak with her as the parade suddenly stopped. Other than a few politicians, I didn't know anyone here. I guess the nine years away from the parade had brought a whole new generation to march in the parade. Time was passing me by.

Then we saw the balloons.

Several floats from the Freehold First Presbyterian Church were approaching and they were covered with red, white, and blue balloons. Kids and their parents were distributing the balloons to those watching the parade.

I got a shot of the balloons up close as they passed and Jane was finally handed a balloon for herself. Balloons were seen flying out of sight overhead heading for outer space or least the nearest tall tree waiting to capture them. "God Bless Our Troops" was the message.

Then we saw motorcycles coming. They were quiet too, just like the bikes the cops were riding. They seemed to be all brands.

They were the Buffalo Soldiers Motorcycle Club of New Jersey. According to their website, their chapter theme is "Authenticity" and they strive to conform to the uniform dress worn by the Buffalo Soldiers during the 1860s to 1900.

The parade was over about 11:30 a.m. when a golf cart carrying a sign that said "The End" passed by us. It was a great parade. We'll probably go next year. It's pretty much guaranteed that we'll see more motorcycles next year. We just can't get away from motorcycles, no matter how hard we try.

Today is the day we take the time to remember those who fought for our freedom

Ride free!

Thank you!

MODS VS ROCKERS RIDE, 2008

Well, Mods AND Rockers would be a better description, as the animosity between these groups got left behind somewhere in the 1960's, and an awful lot of classic bike owners have scooters in their garage! I've been guilty as well, with Lambretta, Vespa, and Velocette scooters having sat alongside the motorcycles.
The setup is simple; Mods meet at one end of the Embarcadero (Red's Java Hut) in San Francisco, the Rockers meet at Pier 23, we mill around until it's time to GO, then we pretty much have traffic our own way for the next couple of hours...

Then it's off to the beach; not Brighton but Ocean,

and as this is the Pacific ocean, there's just a lot of chatter in the parking lot, before we light off again through town, ending up at a big party inside the SFMC clubhouse.

Mike, Joe, and Pete.

Mike Shiro and his '64 Norton Atlas 750cc twin - the precursor to the Commando, with a proper Featherbed frame. The Commando has a rubber-mounted engine to deal with the vibration of this big twin engine - on the Atlas, the rider must deal with the vibration.... I was riding one as well (from 1965).

Jeff Wu with his nicely restored 1937 BMW R6 sv, which he showed at the Legends this year.

Sweet 1954 Triumph Tiger 100 500cc, one of my favorite Triumphs, with the all-alloy engine, and fine-pitch fins on the cylinder barrel and head. This bike was originally

taken from England to Indonesia by it's pilot owner, and eventually restored there, before being imported to CA in the 1980's. It sat for quite a while before being resuscitated by it's current owner.

Several motorcycle clubs were flying colors; the SFMC and the Vampires were the most numerous, pictured here in front of a BMW R69S.

I hadn't seen Danny's Triton before,

which is built from a unit Bonneville engine in a Slimline Featherbed frame. Some interesting contemporary features include the plastic rear fender (front from a Ducati?) and Harleyesque headlamp. Sounded great.

No excuses for this photograph...

Baby Kawasakis grow up to be big Kawis eventually....

When he was a lad, he used to fit into his father Geoff's sidecar; now Niles wrenches on Paris-Dakar racers, among others

(although this year he was stranded in Spain when they called off the race...next year it will be run in South America).

On to the tunnel of love... Joe looks like he's enjoying himself! Smiles all around

.

Another tiny bike!

To the beach... my Norton Atlas with another silver two wheeler, a Lambretta Li175. Enough talk - enjoy the photos...