'CHINESE RED' ORIGINAL VINCENT

Besides the super-rare Hildebrand and Wolfmüller coming up for sale at Bonhams' big Las Vegas auction on January 6, 2011, scouts have unearthed an original-paint, very rare 1952 'Touring' Vincent Rapide.  Discovered in a garage in Fresno, CA, the Vincent has only 8500 miles on the clock, and is virtually untouched.  The 'Chinese Red' paint scheme is very popular with collectors, as the Touring version of the Rapide model has 19" wheels and painted, fully valanced mudguards...more room for paint as opposed to the normal Vincent chrome steel blades.  Apparently this machine sat for nearly 50 years, untouched, and will need 'light recommissioning' to make roadworthy...ie, to find out what stopped it back then!

The bike is estimated to sell for $85-100,000, which means the reserve is probably $85k.  Not cheap, but then, not many Vincents are left in original paint, with less than 10k miles!

'CHINESE RED' ORIGINAL VINCENT

Besides the super-rare Hildebrand and Wolfmüller coming up for sale at Bonhams' big Las Vegas auction on January 6, 2011, scouts have unearthed an original-paint, very rare 1952 'Touring' Vincent Rapide.  Discovered in a garage in Fresno, CA, the Vincent has only 8500 miles on the clock, and is virtually untouched.  The 'Chinese Red' paint scheme is very popular with collectors, as the Touring version of the Rapide model has 19" wheels and painted, fully valanced mudguards...more room for paint as opposed to the normal Vincent chrome steel blades.  Apparently this machine sat for nearly 50 years, untouched, and will need 'light recommissioning' to make roadworthy...ie, to find out what stopped it back then!

The bike is estimated to sell for $85-100,000, which means the reserve is probably $85k.  Not cheap, but then, not many Vincents are left in original paint, with less than 10k miles!

aprilia RS 125

Production ran until 2005 and was subsequently dropped Tuono 1999 to 2005 The RS125 Tuono was introduced in 1999 as a semi naked version of the RS125. The most notable features are the angular fairings, two headlight units, digital gauge and multispoke rims. RS125 2006 onwards The RS125 was given completely new fairing styling similar to the RSVR. The lip on the headlight unit is increased in size.

RS125 1999 to 2005 The RS125 is revised again in 1999 with more rounder and bulbous fairings, five spoke rims and a single air duct on the right hand side. A digital gauge is added in place of the temperature gauge. The headlight unit is rounded and the lip is introduced to the top centre. The front air intakes are integrated into the front upper portion of the middle fairing. The RS retains a lot of the appearances of the previous RS but there are some notable differences.

RS125 1996 to 1998 The RS125 is revised and the R suffix is dropped. It has the distinctive features of having an angular tail section and swept front fairing, square cut headlight unit, three spoke rims, air scoops on the upper front middle fairing, Electric starter or kick start on the left hand side and analogue gauges. Aprilia introduced the first RS125 in 1992.

aprilia RS 250

Firstly because they look more stylish secondly they consume Now why replace stock headlights with Xenon Bulbs? According to facts these bulbs give off 30% more light, and consumes 55w and do not emit any more heat than a stock halogen bulb, and amazingly draw less current, saving you energy for the other systems on a bike. Aprilla Xenon headlights would probably be the best motorcycle upgrade you could have as these Xenon bulbs are specifically designed for use with motorcycle plastic lenses, which makes it a safe. Fixing the Aprilla Xenon bulbs require less time, they come with a one year warranty.

The Aprilia bulbs are easy to install and draws less power equivalent to 12v /55w which is much less then 135W by a Halogen headlights and produces 7500K of heat, the color of light it produces is ultra bright white and blue tint. But anyone who would want an effective lighting system for his motorcycle would recommend getting himself an Aprilla Xenon Headlights kit for his bike. These Xenon Headlight bulbs are available in a variety of designs and can produce different amount of lumens, making it easier for the buyer to choose any type of Aprilla Xenon Headlights. .

The Aprilia Xenon headlights are the brightest bulbs because of the usage of xenon gas instead of the old traditional halogen headlights which produces the conventional yellow light used by many bikers in the past years. The Aprilia Xenon headlights are designed for those motorcyclist who love to ride in the pitch dark and wants their headlights to be very bright and stylish and can make their ride easy and fun in any kind of darkness .the motorcycle are the best ever due to their capabilities when it comes to their beaming lights. It was establishment in 1960 and by 1975 they were producing a wide range of motorcycles. Aprilia as a motorcycle factory does not have a very old history, but in a very short time span they have made their mark on the motorcycle industry.

HOW YOU FIND THEM #18: AJS 'K7' RACER

There is little more exciting than finding an old racing motorcycle literally in a barn, slathered inside and out with heavy oil, a solid gold tale of racing history attached.  More problematic is the task of documenting such provenance, for while any 80 year old bike is interesting, a claim that it placed in the Junior Isle of Man TT of 1927, Jimmy Simpson aboard, is very much more interesting indeed. 

This lovely AJS K7 350cc overhead camshaft machine is certainly a rare beast whether roadster or racer, and one of very few from the category 'flat tank cammies', a super exclusive club.  Overhead-cam drive was typically adopted post-1927 by the motorcycle industry; the 'saddle tank' was the fashionable thing by that date, thus only early adopters such as Velocette (1925 - 'K' model) and AJS in 1927 with their model 'K', K7 (349cc) and K10 (498cc), but in this case, the letter referred to the year of production.  At first glance, the pannier tanks look to be the real deal, a factory racing item never sold to the public, and it bears a small plaque with '27 TT', plus the number '35'.  The early André steering and fork dampers look correct, as does the rare Binks twistgrip throttle assembly, and the Lucas horseshoe racing magneto. Curioser and curioser. (Above, Simpson making minor adjustments to his mount at the TT.)

The AJS was almost unique in using the simplest method of driving cams before the advent of rubber belts; a chain drive.  There had been plenty of chain-driven OHC motorcycles, cars and airplanes previous to this, but the recently-patented 'Weller' spring-steel blade chain tensioner (see above), used under license, meant the long travel from crankshaft sprocket to cylinder head was not accompanied by chain whip, nor the need to predict thermal expansion of the engine when setting up chain tension.  In short, it made such a drive elegant, and very easy to set up, as opposed to the Velocette/Norton/Ducati shaft-and-bevel drive, which took skills to get everthing shimmed up just right, and was therefore expensive to produce.

Specification of the 'K' engine was fairly advanced for the day, with a proper recirculating oil pump and aluminum rocker arms, although AJS had yet to discover that a camshaft acting directly on the rocker arms had different requirements from the whippy 'knitting needles' driving standard OHV engines.  The frame was a bit 'light' for a TT race, and the Druid sidespring forks primitive in their lack of movement...and in the case of this machine, the André friction fork damper would have simply slowed down the meager 1" of motion.  The brakes are nothing to celebrate either, for while the rear will lock the wheel, the front is good for one strong squeeze, then expect nothing further!  I speak from experience, having owned a 'Big Port' ohv from the same year... That said, while the chassis was strictly traditional, these 'flat tank' AJS' steer to a hair, even if they weave a bit at speed.

The oil coating under which this racer was found means somebody cared to protect it, even if the machine sat for decades.  The current owner first encountered the AJS 5 years ago, sitting in a cattle shed in Scotland, although the owner did not wish to sell.  Five weeks ago he was passing the same farm (370 miles from home), and stopped in to ask after the bike, on the off chance.  "The farmer had recently gone into an old persons home, to which his son directed me, and that was that!  He told me the bike had stood in the barn for the last 60 years; it was full of oil - the engine, tanks, every part that could hold oil did and then some...a sort of very heavy oil all over.  He said it was Jimmy Simpson's 1927 TT bike, but could not find the paper work. Still hope of this turning up."  Yes, hope will be necessary; if the story pans out, this is quite a discovery.

HOW YOU FIND THEM #18: AJS 'K7' RACER

There is little more exciting than finding an old racing motorcycle literally in a barn, slathered inside and out with heavy oil, a solid gold tale of racing history attached.  More problematic is the task of documenting such provenance, for while any 80 year old bike is interesting, a claim that it placed in the Junior Isle of Man TT of 1927, Jimmy Simpson aboard, is very much more interesting indeed. 

This lovely AJS K7 350cc overhead camshaft machine is certainly a rare beast whether roadster or racer, and one of very few from the category 'flat tank cammies', a super exclusive club.  Overhead-cam drive was typically adopted post-1927 by the motorcycle industry; the 'saddle tank' was the fashionable thing by that date, thus only early adopters such as Velocette (1925 - 'K' model) and AJS in 1927 with their model 'K', K7 (349cc) and K10 (498cc), but in this case, the letter referred to the year of production.  At first glance, the pannier tanks look to be the real deal, a factory racing item never sold to the public, and it bears a small plaque with '27 TT', plus the number '35'.  The early André steering and fork dampers look correct, as does the rare Binks twistgrip throttle assembly, and the Lucas horseshoe racing magneto. Curioser and curioser. (Above, Simpson making minor adjustments to his mount at the TT.)

The AJS was almost unique in using the simplest method of driving cams before the advent of rubber belts; a chain drive.  There had been plenty of chain-driven OHC motorcycles, cars and airplanes previous to this, but the recently-patented 'Weller' spring-steel blade chain tensioner (see above), used under license, meant the long travel from crankshaft sprocket to cylinder head was not accompanied by chain whip, nor the need to predict thermal expansion of the engine when setting up chain tension.  In short, it made such a drive elegant, and very easy to set up, as opposed to the Velocette/Norton/Ducati shaft-and-bevel drive, which took skills to get everthing shimmed up just right, and was therefore expensive to produce.

Specification of the 'K' engine was fairly advanced for the day, with a proper recirculating oil pump and aluminum rocker arms, although AJS had yet to discover that a camshaft acting directly on the rocker arms had different requirements from the whippy 'knitting needles' driving standard OHV engines.  The frame was a bit 'light' for a TT race, and the Druid sidespring forks primitive in their lack of movement...and in the case of this machine, the André friction fork damper would have simply slowed down the meager 1" of motion.  The brakes are nothing to celebrate either, for while the rear will lock the wheel, the front is good for one strong squeeze, then expect nothing further!  I speak from experience, having owned a 'Big Port' ohv from the same year... That said, while the chassis was strictly traditional, these 'flat tank' AJS' steer to a hair, even if they weave a bit at speed.

The oil coating under which this racer was found means somebody cared to protect it, even if the machine sat for decades.  The current owner first encountered the AJS 5 years ago, sitting in a cattle shed in Scotland, although the owner did not wish to sell.  Five weeks ago he was passing the same farm (370 miles from home), and stopped in to ask after the bike, on the off chance.  "The farmer had recently gone into an old persons home, to which his son directed me, and that was that!  He told me the bike had stood in the barn for the last 60 years; it was full of oil - the engine, tanks, every part that could hold oil did and then some...a sort of very heavy oil all over.  He said it was Jimmy Simpson's 1927 TT bike, but could not find the paper work. Still hope of this turning up."  Yes, hope will be necessary; if the story pans out, this is quite a discovery.

THE ART, AND AUCTION, OF THE MOTORCYCLE

Twelve years have elapsed since motorcycles filled the spiral of the Guggenheim museum in New York (1998), and two-wheelers have yet to see full acceptance within the Fine Arts/Fine Design establishment.  While the 'Art of the Motorcycle' show remains that museum's second-highest-attended exhibit, it was considered something of a populist sell-out at the time, especially as it pioneered an 'interested sponsor' relationship with BMW (although little discussion was published about 'named' sponsorship in general). Few critics defended the Guggenheim's Thomas Krens for hosting a major motorcycle exhibit on hallowed Art turf, unless of course they happened to be motorcyclists themselves.  Even then, the level of discourse around Motorcycles and Culture generally bordered on flippant, unless the mood was outrage.  The 'Art of the Motorcycle', imperfect as it may have been, was a vital first effort at establishing motorcycles as important within a broader dialogue on Design and Culture.

The upcoming sale of the prototype 1925 Brough Superior SS100 'Alpine Grand Sports' at Phillips de Pury, is the first instance post-AotM of a motorcycle's inclusion in a major Art or Design auction.  As such, it represents a shift in attitude within the Fine Arts auction establishment, which has been brewing for 12 years.  The closest we've come thus far was in June of 2009, when an ex-Steve McQueen 1929 Scott Flying Squirrel, painted by 'Von Dutch', was auctioned at Antiquorum in New York, within a sale of celebrity-owned watches and memorabilia.  The Scott fetched $276,000, double its estimate and SIX times what it had sold for less than two years prior, in 2007 at the Bonhams Petersen Museum sale that October ($44,460).  Interestingly, the Petersen sale included considerable McQueen and Von Dutch memorabilia as well, but failed to attract the results of the Antiquorum sale.  Begging the question...was the Antiquorum clientele so significantly different than Bonhams', or had the market for magical Steve McQueen talismans suddenly gone mad?  Considering that June 2009 was a troubling time in the global economy, and a moment generally of weakening collectible sales, I have to conclude that Antiquorum has an audience with far deeper pockets.  A specialist in fine watches, they hold the record for a wristwatch sale at auction; a unique white gold Patek Philippe which sold for just over $5M (They are also notorious for selling Gandhi's pocket watch, sandals, glasses, and bowl for over $2M).  If a wristwatch can sell for so much, can such an esteemed motorcycle be far behind? 

When asked why he chose to include his SS100 in the Phillips de Pury auction, the current owner stated, 'I've been wanting to do this for years; Broughs have far transcended their original purpose as a motorcycle, and should be included in a major Design sale.  I've known Marcus Tremonto for years, he is the absolute expert on 20th Century Decorative Art and Design... I wish I knew as much as he's forgotten!  Phillips has an fabulous new facility on 57th and 5th in Manhattan, and their last big Art sale totalled $137M, so this auction should be quite something.  If nothing else, it will give everyone something to think about.  Friends say 'if it fails to sell, the bike will be tarnished', but that's rubbish...if the Brough falls on its face, it will stay at my house.  Eventually it will ring the bell.'

Phillips de Pury is bolstering inclusion of the Brough in their 'Design Masters' sale with fully 10 pages of lavish photographs, more than double the visibility granted other Design greats in the catalog: Le Corbusier, Jean Prouvé, Robert Mallet-Stevens, etc.  The Alpine Grand Sports is the highlighted feature of the sale, and nearly double the nearest sale estimate, $350,000 for a Marc Newson futuristic aluminum 'Orgone stretch lounge' of 1993.  Clearly, Phillips is banking heavily that the time is ripe to place George Brough within the pantheon of all-time great Designers.

A serious re-appraisal of Motorcycles within our capitalist society will of course include a fight for ownership of the agreed 'finest' examples.  These are the rarest of the rare, and the pattern has already been established within the motorcycling community itself.  Just as with paintings or other Design items, the notion of an object's 'value' is intimately connected with its sale price, and as the eyes of well-heeled Art collectors turn towards two wheels, there will be a serious rise in prices for significant racing machines and legendary road bikes. It is inevitable. 

Dedicated motorcyclists who covet rare machines will decry the continuing trend of top-tier machines floating away from the reach of their checkbooks.  Yet, even with waves of speculation during the past two 'bubbles' of the 1980s and 2000s, the price of excellent but relatively high-production bikes has remained under $30,000; affordable, if not cheap... the price of a new all-options Harley Davidson.  The cost of a restored 1969 Triumph Bonneville will continue to reflect more on the labor and quality of the restoration, than on wild excesses of a speculator's market...at least while the economy is depressed. As time passes, the relative glut of old motorcycles, versus the number of willing owners, will also conspire to keep prices of 'common' bikes moderate. Thus, we may dream of owning a Brough Superior, Crocker, or racing BMW, but will have to content ourselves with a Matchless Model X, Indian Chief, or BMW R69S.  Fair?  Well, I'd dearly love a Rembrandt too...

Photos:
Top; Francis Dixon and George Brough prepare for the Alpine Trial of 1925.
Second; Brough, Dixon, and Eddie Meier, Austrian Brough Superior importer, Alpine Trial, 1925.
Third; former owner of 'HP2122' AGS prototype, Prince Chagla of India.
Fourth; from the Philips de Pury catalog.
Fifth; George Brough at speed during the 1925 Alpine Trial.
Last; from the Philips de Pury catalog.

THE ART, AND AUCTION, OF THE MOTORCYCLE

Twelve years have elapsed since motorcycles filled the spiral of the Guggenheim museum in New York (1998), and two-wheelers have yet to see full acceptance within the Fine Arts/Fine Design establishment.  While the 'Art of the Motorcycle' show remains that museum's second-highest-attended exhibit, it was considered something of a populist sell-out at the time, especially as it pioneered an 'interested sponsor' relationship with BMW (although little discussion was published about 'named' sponsorship in general). Few critics defended the Guggenheim's Thomas Krens for hosting a major motorcycle exhibit on hallowed Art turf, unless of course they happened to be motorcyclists themselves.  Even then, the level of discourse around Motorcycles and Culture generally bordered on flippant, unless the mood was outrage.  The 'Art of the Motorcycle', imperfect as it may have been, was a vital first effort at establishing motorcycles as important within a broader dialogue on Design and Culture.

The upcoming sale of the prototype 1925 Brough Superior SS100 'Alpine Grand Sports' at Phillips de Pury, is the first instance post-AotM of a motorcycle's inclusion in a major Art or Design auction.  As such, it represents a shift in attitude within the Fine Arts auction establishment, which has been brewing for 12 years.  The closest we've come thus far was in June of 2009, when an ex-Steve McQueen 1929 Scott Flying Squirrel, painted by 'Von Dutch', was auctioned at Antiquorum in New York, within a sale of celebrity-owned watches and memorabilia.  The Scott fetched $276,000, double its estimate and SIX times what it had sold for less than two years prior, in 2007 at the Bonhams Petersen Museum sale that October ($44,460).  Interestingly, the Petersen sale included considerable McQueen and Von Dutch memorabilia as well, but failed to attract the results of the Antiquorum sale.  Begging the question...was the Antiquorum clientele so significantly different than Bonhams', or had the market for magical Steve McQueen talismans suddenly gone mad?  Considering that June 2009 was a troubling time in the global economy, and a moment generally of weakening collectible sales, I have to conclude that Antiquorum has an audience with far deeper pockets.  A specialist in fine watches, they hold the record for a wristwatch sale at auction; a unique white gold Patek Philippe which sold for just over $5M (They are also notorious for selling Gandhi's pocket watch, sandals, glasses, and bowl for over $2M).  If a wristwatch can sell for so much, can such an esteemed motorcycle be far behind? 

When asked why he chose to include his SS100 in the Phillips de Pury auction, the current owner stated, 'I've been wanting to do this for years; Broughs have far transcended their original purpose as a motorcycle, and should be included in a major Design sale.  I've known Marcus Tremonto for years, he is the absolute expert on 20th Century Decorative Art and Design... I wish I knew as much as he's forgotten!  Phillips has an fabulous new facility on 57th and 5th in Manhattan, and their last big Art sale totalled $137M, so this auction should be quite something.  If nothing else, it will give everyone something to think about.  Friends say 'if it fails to sell, the bike will be tarnished', but that's rubbish...if the Brough falls on its face, it will stay at my house.  Eventually it will ring the bell.'

Phillips de Pury is bolstering inclusion of the Brough in their 'Design Masters' sale with fully 10 pages of lavish photographs, more than double the visibility granted other Design greats in the catalog: Le Corbusier, Jean Prouvé, Robert Mallet-Stevens, etc.  The Alpine Grand Sports is the highlighted feature of the sale, and nearly double the nearest sale estimate, $350,000 for a Marc Newson futuristic aluminum 'Orgone stretch lounge' of 1993.  Clearly, Phillips is banking heavily that the time is ripe to place George Brough within the pantheon of all-time great Designers.

A serious re-appraisal of Motorcycles within our capitalist society will of course include a fight for ownership of the agreed 'finest' examples.  These are the rarest of the rare, and the pattern has already been established within the motorcycling community itself.  Just as with paintings or other Design items, the notion of an object's 'value' is intimately connected with its sale price, and as the eyes of well-heeled Art collectors turn towards two wheels, there will be a serious rise in prices for significant racing machines and legendary road bikes. It is inevitable. 

Dedicated motorcyclists who covet rare machines will decry the continuing trend of top-tier machines floating away from the reach of their checkbooks.  Yet, even with waves of speculation during the past two 'bubbles' of the 1980s and 2000s, the price of excellent but relatively high-production bikes has remained under $30,000; affordable, if not cheap... the price of a new all-options Harley Davidson.  The cost of a restored 1969 Triumph Bonneville will continue to reflect more on the labor and quality of the restoration, than on wild excesses of a speculator's market...at least while the economy is depressed. As time passes, the relative glut of old motorcycles, versus the number of willing owners, will also conspire to keep prices of 'common' bikes moderate. Thus, we may dream of owning a Brough Superior, Crocker, or racing BMW, but will have to content ourselves with a Matchless Model X, Indian Chief, or BMW R69S.  Fair?  Well, I'd dearly love a Rembrandt too...

Photos:
Top; Francis Dixon and George Brough prepare for the Alpine Trial of 1925.
Second; Brough, Dixon, and Eddie Meier, Austrian Brough Superior importer, Alpine Trial, 1925.
Third; former owner of 'HP2122' AGS prototype, Prince Chagla of India.
Fourth; from the Philips de Pury catalog.
Fifth; George Brough at speed during the 1925 Alpine Trial.
Last; from the Philips de Pury catalog.

bajaj pulsar 220

As known, the company experienced inflated sales with its wide range of Pulsar variants and has been With this, the ever famous Bajaj is also working on a completely new variant of Pulsar and is soon to release the bike so that it can run proudly on the Indian roads. The company being a stake holder of KTM provides the Austrian company accommodation for its products at its plant. The KTM Duke 125 is on its way to completion at the Chakan plant of Bajaj Motors.

1 lakh or above. Being stuffed with the latest technology and advanced features, KTM Duke 125 is supposed to come with a price tag of Rs. The bike definitely proves to be a better performer with sound braking system being inculcated to the bike so as to de-accelerate the speed as and when required thus guarding the rider from unexpected shocks. The aerodynamic body graphics of KTM Duke 125 assure its rider with great speed.

The dynamic engine accommodated to the bike is sure to generate an accountable power and torque. The new KTM Duke 125 acquires a 4 stroke DOHC type of engine with liquid cooling technology as water is the best absorber of heat. The alluring bike is said to be equipped with an engine capacity of 125 cc with dual mufflers. The new bike with its sporty and aggressive looks is sure to impress the ones coming its way. The ever first display of the belligerent bike took place recently at the International Bike Show, the Milan.

Bajaj unveils to launch KTM Duke 125 in early months of the approaching year.

kawasaki ZZR1400

MARIE THERESE VON HAMMERSTEIN

Every picture may tell a story; some pictures need a novel.  In this instance, that novel has been recently written, 'The Silences of Hammerstein' (Hans Magnus Enzesberger, 2009), part biography and part speculative fiction, an effort to grapple with a particularly puzzling, heroic, and frustrating chapter of German history.  The charming young woman pictured in 1933 aboard her motorcycle is Marie Therese von Hammerstein, whose father, Kurt von Hammerstein, happened to be head of the Wehrmacht (German army) at the end of the Weimar Republic, just before Hitler's rise to power.

Whatever stereotypes or prejudices her parentage might conjure would be entirely misplaced; Kurt von Hammerstein was a fascinating character, a man of strong opinions and succinct words, a friend of progressive trade unions, an aristrocrat, and an outspoken opponent of Adolf Hitler.  He also praised laziness in intelligent men, feeling that such fellows bring 'clarity of mind and strong nerves to make difficult decisions'.  He parented a large brood of remarkable, strong-willed, and free-minded children, all of whom made, or attempted to make, their mark on German history.

Marie Therese was clearly such.  The mere fact of an aristocratic woman riding a motorcycle in 1933 is exemplary, but with such a father, her motorcycle became a tool for an entirely more serious purpose.  That General von Hammerstein survived Hitler's rise to power is remarkable, especially as he made no secret of his hatred of Hitler, and attempted to lure the Fuhrer to his fortified compound in Cologne, to kill him.  Hitler demurred every time. As Hammerstein learned of Nazi plans to arrest and kill Jews, he supplied Marie Therese with the names of the targeted, and she rode her motorcycle as far afield as Prague (still independent) to ferry Jewish intellectuals to safety.  One plucky duck.

Marie Therese and her two sisters married Jewish intellectuals and labor organizers, and of course all of them had to flee Germany by the mid-1930s.  Their father died of cancer in 1943, after being relieved of his military service by 1934. Her two brothers were involved in an attempt to assassinate Hitler on July 20th, 1944, and escaped because they knew a secret passageway used by the military which connected to the U-Bahn (subway).  They survived the war.  Other siblings had a hard time of it, as after the failed plot, her two younger siblings and their mother were interred in a concentration camp until the end of the war.

Marie Therese and her husband John Paasche fled to Japan, as Paasche had studied Asian languages in college.  They lived out the war there, 'with the police camped out across the street, watching'.  In 1948 they moved to San Francisco, where Marie Therese died in 2000, aged 90. 
Would that I had seen this photo many years ago.