Leaf Us Alone

One of the (true), Myths in Chopper History

I remember lores like this being told more than once in the chopper magazines of yesterdays. Then, one day while checking Kid Duece's Flicker album (linked from Nostalgia on wheels blog), I found this news clipping among the old chopper photos.

Just too far out. Did any of you notice this? The address is the first clue, then check the blacked out name carefully. Richard.... I'll let you figure out the rest.


I like that they also included a description of the vehicle.


The guy just couldn't get a break.

"Little Stevie" and "Coffin Pete" by David Mann

I especially love David Mann's early work, and love seeing artist's work that I've never seen before. So, when Joe Hurst first told me he had a original David Mann painting, I immediately thought, I can't wait to see it.

I was totally jazzed when he brought it along on our visit to the Wailing Wall.


Stevie is on the left and Pete is on the red bike. It's Pete of Pete's Panhead of Choppers Magazine Feb '69. Stevie made a deal with the devil and the devil cashed in early. Joe and his buddy Nez asked Dave to paint it.

I really dig Dave's work from this period. 1971 was the same year he started doing illustrations for Easyriders.

The painting has endured some stains over the years and Joe hoped it could be cleaned. I told him it was very likely painted with gouache (pronounced "gwash"), and since they are opaque watercolors it would probably bleed if any attempt at cleaning was made. I then added, if it can't be cleaned, it's still a totally cool piece to own.

Later, I suggested he contact Jacquie Mann to find out the media Dave used. He immediately called her and she confirmed it as gouache.


I can't leave things alone, so as an exercise/challenge , I did some Photoshop retouching.

I love night scenes. This is now one of my favorite David Mann pieces.

THE VINTAGENT IN 'CYCLE WORLD'

 The October edition of Cycle World magazine is out in print, and includes my review of Falcon Motorcycle's 'Kestrel', as part of CW's 'World's Coolest Bikes' series.  Thanks to editor in chief Mark Hoyer for including the piece in this issue, and for a skilled editing job (most instructive, actually, how a few minor tweaks can integrate my florid writing style to the 'feel' of a modern motorcycle mag).

If you're not a subscriber, find it on the rack...it IS the biggest circulation motorcycle magazine in the world, so your local grocery store might have it.  Cycle World has always included a few vintage motorcycle articles among the hyperbike shootouts.  Their 'Rolling Concours' events are the best possible concept for a motorcycle show, where your show bike MUST be ridden on their day tour (75 miles or so) to be eligible for a prize...not just onto the podium!

THE VINTAGENT IN 'CYCLE WORLD'

 The October edition of Cycle World magazine is out in print, and includes my review of Falcon Motorcycle's 'Kestrel', as part of CW's 'World's Coolest Bikes' series.  Thanks to editor in chief Mark Hoyer for including the piece in this issue, and for a skilled editing job (most instructive, actually, how a few minor tweaks can integrate my florid writing style to the 'feel' of a modern motorcycle mag).

If you're not a subscriber, find it on the rack...it IS the biggest circulation motorcycle magazine in the world, so your local grocery store might have it.  Cycle World has always included a few vintage motorcycle articles among the hyperbike shootouts.  Their 'Rolling Concours' events are the best possible concept for a motorcycle show, where your show bike MUST be ridden on their day tour (75 miles or so) to be eligible for a prize...not just onto the podium!

PEBBLE BEACH 2010: UNRESTORED MACHINES (PART 1 of 2)

It took the Pebble Beach Concours d'Elegance only 59 years to allow motorcycles onto their hallowed greens by Monterey Bay, and coincidentally onto 17 Mile Drive, which is the only access into this gated community.  Previous to last year, attempted entry onto the Drive would have seen you riding back whence you came, as it will today if you approach the guard kiosk, after the parties are over and the temporary motorcycle welcome has worn off.  Don't get Notions just because 27 amazing motorcycles were tucked onto a patch of unmowed grass (the 'rough' - and aren't we just) during the Concours; there are still drinking fountains marked 'biker' at the PB Lodge.

Pebble has chosen a strict thematic presentation for their motorcycle Concours, and this year all entries were US-made and pre-1941.  The number of machines increased 50% over 2009's 'British' display, with a good balance between restored machines, unrestored survivors, plus a few troubling 'restored-to-look-unrestored' bikes.  All hinted at the abundant variety available to an interested customer in the 'Teens and Twenties especially; singles, twins, fours, overhead-valve, sidevalve, F-head, direct drive, belt-drive, two-speed, three-speed.

Of the Unrestored category, most were racers not roadsters, each with a 'wow' factor for different reasons.  Vince Martinico brought his 1908 Indian 'Torpedo Tank', last seen winning Best in Show at the Legend of the Motorcycle Concours; a small miracle of a machine from the advent of that famous company, Vince brought a few photos along to document who raced the bike (Paul Derkum), and pedalled into chuffing life several times during the day.

The little v-twin engine has atmospheric inlet valves (no direct cam operation, opened by piston suction), and the whole machine is still very much a bicycle with a motor stuffed inside...amazing to think that 3 years later, Indian would begin developing their 8-Valve racers, shortly to exceed 100mph!  This little bike simply oozes character.

Dale Walksler of the Wheels Through Time Museum brought this 1929 Harley-Davidson DAR track racer, with four-valve cylinder heads, and four exhaust pipes giving the raciest look of all.  It's a '45' (750cc), and extremely rare as most ohv H-D racers were built for Hillclimbs at that time.  Clearly meant for flat-out speed , this DAR is really the business.   Dale found the intact rolling chassis in the estate/barn of a former Harley dealer, and the proper engine just a few days later.  He is convinced the engine is the Actual original from this chassis, as it fits perfectly with all the oil fittings and chassis brackets - and given HD only made a few of ohv racers of this type, he's probably right.

The DAR bears scrutiny - it's a masterpiece of racing engineering from the 20's; brutal, antiquated, and fast as hell.  To compare this machine, with no gearbox or brakes, with other racers of the day (check this '26 Indian ohv road racer, or any road racer from England or Italy from the late 20s), highlights the unique character of US motorcycle racing pre-WW2, when it was all about dirt or board tracks, or hillclimbs, which evolved quirky machines so specialized as to be useless in any other context, and bearing zero technical similarity to the products in the showroom.  The American equivalent of a GP racer.

Note the hand-hewn racing Schebler carburetor, with extra air intakes - a full separate bellmouth brazed onto the carb body, plus a hole in the mixing chamber, both controlled by the rider at speed via sliding covers - I've never seen a carb quite like it.  More air!

Also interesting - the bike retains bicycle pedals, but these are appendages left from an earlier age, as pedal-starting such a beast would be impossible.  Perhaps racing veterans felt comfortable with hinged footrests?  The oiling system is unique, with two oil tanks inside the left pannier, one feeding the throttle-controlled oil pump, the other oiling the chains.  A hand-pump gave a shot direct to the drive side main bearing; all the oil eventually went back the dirt, not to the oil tanks.

As all machines at Pebble are expected to run (and ride onto the podium in case of a prize award), starting this Harley presented a challenge, solved via the largesse of Bryan Bossier, who allowed his 'Big Tank' Crocker to be used as a starting mule, the two machines backed into each other and making an unforgettable racket as the HD came to smoky life.   It was quite a scene, worth the price of admission - definitely the most expensive set of starter rollers Ever. (photo courtesy Bob Stokstad)

Larry Feece brought his 'barn find' racing team of four Indian Scouts (750cc), '37-'41 models, owned and modified by Buck Rogers, an engineer at Studebaker cars.  Rogers began with one Sport Scout (1937), had it tuned by Art Hafer, then purchased three more over time to support young racers with a bike and some gas money.  He ran his privateer team for five years, then parked the bikes in 1955, where Feece found them in as-last-raced condition decades later.  Larry has wisely kept them strictly as found during his tenure, whilst the collecting world catches up to the idea that untouched machines are simply irreplaceable, and our true historical treasures.

Two unrestored/original Harleys were remarkable historical references, and likely the best century-old (or nearly so) HDs around, both resplendent in subdued grey paint, with oxidation appropriate to their age.  This 1915 '11F' twin sold at the Las Vegas MidAmerica auction in 2009, and gives an idea of the fine quality pinstriping emerging in Milwaukee during the 'Teens.  A very appealing motorcycle (and having ridden a '15 HD just like this, I can attest they go surprisingly well too, with decent handling).

Even more subdued is this ex-La Grange Police Department 1909 HD single, the 'Silent Grey Fellow', very quiet indeed with no whining gearbox or thrashing chains, just that big flat leather belt going around with a quiet 'tic' every time the riveted joint goes over the engine pulley.  This is another amazingly well preserved motorcycle, the sort of bike which might have been restored 20 years ago, but thankfully wasn't.

This 1913 Flying Merkel is mostly an original paint machine, although owner Mike Madden admits to 'sprucing-down' the primary chain cover, as the original was missing and a new one fabricated.  He didn't try too hard to mimic the original paint, so the replacement is clear but doesn't glare.  The Merkel was quite a sophisticated motorcycle, with monoshock rear suspension and an oil-in-frame chassis; features which would be loudly advertised again in the 1980s!  The front fork are rigid though...

Last up on our tour is this faux-original 1916 Excelsior Board Track racer, which has an impressively applied patina.  It took real skill to develop the 6 or 7 layers of paint, varnish, stains, and chips to achieve such visual depth and amber/oily coloration on various new components.  Someday, though, when the paintwork has actually oxidized, it may be difficult to tell this machine from an original/unrestored bike, and then the trouble begins.

PEBBLE BEACH 2010: UNRESTORED MACHINES (PART 1 of 2)

It took the Pebble Beach Concours d'Elegance only 59 years to allow motorcycles onto their hallowed greens by Monterey Bay, and coincidentally onto 17 Mile Drive, which is the only access into this gated community.  Previous to last year, attempted entry onto the Drive would have seen you riding back whence you came, as it will today if you approach the guard kiosk, after the parties are over and the temporary motorcycle welcome has worn off.  Don't get Notions just because 27 amazing motorcycles were tucked onto a patch of unmowed grass (the 'rough' - and aren't we just) during the Concours; there are still drinking fountains marked 'biker' at the PB Lodge.

Pebble has chosen a strict thematic presentation for their motorcycle Concours, and this year all entries were US-made and pre-1941.  The number of machines increased 50% over 2009's 'British' display, with a good balance between restored machines, unrestored survivors, plus a few troubling 'restored-to-look-unrestored' bikes.  All hinted at the abundant variety available to an interested customer in the 'Teens and Twenties especially; singles, twins, fours, overhead-valve, sidevalve, F-head, direct drive, belt-drive, two-speed, three-speed.

Of the Unrestored category, most were racers not roadsters, each with a 'wow' factor for different reasons.  Vince Martinico brought his 1908 Indian 'Torpedo Tank', last seen winning Best in Show at the Legend of the Motorcycle Concours; a small miracle of a machine from the advent of that famous company, Vince brought a few photos along to document who raced the bike (Paul Derkum), and pedalled into chuffing life several times during the day.

The little v-twin engine has atmospheric inlet valves (no direct cam operation, opened by piston suction), and the whole machine is still very much a bicycle with a motor stuffed inside...amazing to think that 3 years later, Indian would begin developing their 8-Valve racers, shortly to exceed 100mph!  This little bike simply oozes character.

Dale Walksler of the Wheels Through Time Museum brought this 1929 Harley-Davidson DAR track racer, with four-valve cylinder heads, and four exhaust pipes giving the raciest look of all.  It's a '45' (750cc), and extremely rare as most ohv H-D racers were built for Hillclimbs at that time.  Clearly meant for flat-out speed , this DAR is really the business.   Dale found the intact rolling chassis in the estate/barn of a former Harley dealer, and the proper engine just a few days later.  He is convinced the engine is the Actual original from this chassis, as it fits perfectly with all the oil fittings and chassis brackets - and given HD only made a few of ohv racers of this type, he's probably right.

The DAR bears scrutiny - it's a masterpiece of racing engineering from the 20's; brutal, antiquated, and fast as hell.  To compare this machine, with no gearbox or brakes, with other racers of the day (check this '26 Indian ohv road racer, or any road racer from England or Italy from the late 20s), highlights the unique character of US motorcycle racing pre-WW2, when it was all about dirt or board tracks, or hillclimbs, which evolved quirky machines so specialized as to be useless in any other context, and bearing zero technical similarity to the products in the showroom.  The American equivalent of a GP racer.

Note the hand-hewn racing Schebler carburetor, with extra air intakes - a full separate bellmouth brazed onto the carb body, plus a hole in the mixing chamber, both controlled by the rider at speed via sliding covers - I've never seen a carb quite like it.  More air!

Also interesting - the bike retains bicycle pedals, but these are appendages left from an earlier age, as pedal-starting such a beast would be impossible.  Perhaps racing veterans felt comfortable with hinged footrests?  The oiling system is unique, with two oil tanks inside the left pannier, one feeding the throttle-controlled oil pump, the other oiling the chains.  A hand-pump gave a shot direct to the drive side main bearing; all the oil eventually went back the dirt, not to the oil tanks.

As all machines at Pebble are expected to run (and ride onto the podium in case of a prize award), starting this Harley presented a challenge, solved via the largesse of Bryan Bossier, who allowed his 'Big Tank' Crocker to be used as a starting mule, the two machines backed into each other and making an unforgettable racket as the HD came to smoky life.   It was quite a scene, worth the price of admission - definitely the most expensive set of starter rollers Ever. (photo courtesy Bob Stokstad)

Larry Feece brought his 'barn find' racing team of four Indian Scouts (750cc), '37-'41 models, owned and modified by Buck Rogers, an engineer at Studebaker cars.  Rogers began with one Sport Scout (1937), had it tuned by Art Hafer, then purchased three more over time to support young racers with a bike and some gas money.  He ran his privateer team for five years, then parked the bikes in 1955, where Feece found them in as-last-raced condition decades later.  Larry has wisely kept them strictly as found during his tenure, whilst the collecting world catches up to the idea that untouched machines are simply irreplaceable, and our true historical treasures.

Two unrestored/original Harleys were remarkable historical references, and likely the best century-old (or nearly so) HDs around, both resplendent in subdued grey paint, with oxidation appropriate to their age.  This 1915 '11F' twin sold at the Las Vegas MidAmerica auction in 2009, and gives an idea of the fine quality pinstriping emerging in Milwaukee during the 'Teens.  A very appealing motorcycle (and having ridden a '15 HD just like this, I can attest they go surprisingly well too, with decent handling).

Even more subdued is this ex-La Grange Police Department 1909 HD single, the 'Silent Grey Fellow', very quiet indeed with no whining gearbox or thrashing chains, just that big flat leather belt going around with a quiet 'tic' every time the riveted joint goes over the engine pulley.  This is another amazingly well preserved motorcycle, the sort of bike which might have been restored 20 years ago, but thankfully wasn't.

This 1913 Flying Merkel is mostly an original paint machine, although owner Mike Madden admits to 'sprucing-down' the primary chain cover, as the original was missing and a new one fabricated.  He didn't try too hard to mimic the original paint, so the replacement is clear but doesn't glare.  The Merkel was quite a sophisticated motorcycle, with monoshock rear suspension and an oil-in-frame chassis; features which would be loudly advertised again in the 1980s!  The front fork are rigid though...

Last up on our tour is this faux-original 1916 Excelsior Board Track racer, which has an impressively applied patina.  It took real skill to develop the 6 or 7 layers of paint, varnish, stains, and chips to achieve such visual depth and amber/oily coloration on various new components.  Someday, though, when the paintwork has actually oxidized, it may be difficult to tell this machine from an original/unrestored bike, and then the trouble begins.

Award Winning Motorcycle Blog?

About a week ago, I got an email saying I was voted a Top Motorcycle Blog. I don't know how it happened or how legit it really is. I since noticed that some of the other winners have posted a badge.

Update.
I myself joined in and posted the award only because some good blogs were on the list and doing it. That made me think just maybe, the award had the possibility of validity.

I've revised this post and removed the badge since I've now heard some not so great things about the folks giving out these questionable awards.

I really wasn't so naive that I didn't suspect it was likely just a way for them to get a link. after all, every week I probably receive 1 or 2 emails that are basically trying to do the same thing.

yamaha motorcycle YZF R1 - LE and the price

this motor just over $ 14,500 on the rood.its most likely for rossy motor grand prix. so its fast and strong power engine for high aceleration

yamaha R1 subcribe

It's one of the most anticipated bikes of the year, and with all the hype that surrounds it , boosted hugely by Ben Spies' outstanding early success in World Superbike, I couldn't wait to ride the superbike. Feeling jaded suddenly felt very much a thing of the past!Seeing the R1 for the first time in the flesh didn't really get my heart racing. It's a decent looking bike for sure, but nothing exactly outstanding. Its aggressive 'face', build quality and general shape are all attractive, but I'm not sure whether there's enough different about it to turn heads.Fire it up and the unique growl from its pipes is unlike anything else on the market, though it is very similar to the noise made by one of the most famous race bikes out there , Valentino Rossi's M1 racebike. That shouldn't be any surprise really as the R1's 'crossplane' crankshaft has been inspired by the Italian's Grand Prix machine. The uneven firing order it generates is the reason the road bike sounds very similar to his racer. But more importantly, the crank arrangement is also why the R1 delivers its power in the special and very effective way it does.

Add more revs and that acceleration becomes harder, as the effort of all four pistons combines to deliver their real meat. On this year's R1 though, there's already a noticeably harder edge to the delivery at low revs. Not quite as strong or explosive as a big V-twin's, there's still definitely a tempered version of the immediacy typical of those engines in evidence. And thanks to the civilised manners, you can get on the power earlier and not fret about it. It's a truly superb engine that pulls with just the same useful strength in the rest of the gears. Make no mistake though, even though the motor might sound and feel lazy, it's always capable of making some serious speed.It's a sharp, yet friendly pick up that's easily good enough to fire the Yamaha strongly from a standstill, even considering the very tall first gear ratio.

Along with the distinctive sound and manners, the in line four still has the same rush when you do rev it a lot harder. And when the tacho hits 10,000rpm, suddenly all the lazy, easy-going performance is replaced by a very strong charge so typical of a four cylinder. There's a super-thrilling buzz on offer when you cane it this hard, and instantly creates a 'god, I love this bike' feeling. And that's the real beauty. The R1 might now have the shortest stroke engine in the big sportsbike class, but in no way is it peaky. It's utterly fantastic to sample at all rpm. And if you ever want or need to tame things a little, there's a three-position power mode switch that can alter the pace at which all the potential is delivered. 'A' is very sharp, 'Standard' is how I tried it virtually all the time, and 'B' is softer; useful to the less experienced or in poor weather.

Just as brilliant as the engine, is the Yamaha's chassis which seems to easily cope with all the horsepower the motor makes. Given just how potent it is, all components are expected to do a hell of a lot. But in the same, almost relaxed and highly commendable way the engine produces the goods, the chassis also lets you explore its considerable capabilities without ever generating any panic.