Simeone Museum Classic Motorcycle Show featuring Kevin Cameron, Cook Neilson and Nobby Clark

                                      

Motorcycle tuner extraordinaire, Derek 'Nobby' Clark was awarded the Lifetime Achievement Award at the Simeone Museum in Philadelphia from Sportbikes Inc magazine, a digital Sport Bike oriented motorcycle magazine. Sport Bikes Inc magazine Publisher and editor, Allan Lane was on hand with staff writer Michael Lawless to present the award to Mr. Clark, better known simply as 'Nobby'.

Nobby has spent a life in the using his engineering skills to tune both Grand Prix motorcycles and classic Ferrari automobiles. The list of 17 Grand Prix Champions that have enjoyed his services is staggering:
Gary Hocking, Jim Redman, Mike Hailwood, Luigi Taveri, Ralph Bryans, Kel Carruthers, Rodney Gould, Kent Anderson, Barry Sheene, Jarno Saarinen, Giacomo Agostini, Kenny Roberts, Marco Luchinelli, Phil Read, and Bill Ivy.

He's recently been back to his homeland, South Africa (formerly Rhodesia) to be honored at a festival to honor the late racer Gary Hocking. Nobby took the train from New York to Philadelphia's Simeone Museum for a surprise award. He was sure he was just coming to support friends Cook Neilson and Kevin Cameron to celebrate the history of Two-Stroke Racing Motorcycles, American Four Cylinder Motorcycles and Vintage Motor Scooters for the launch party of the exhibit. Mr. Clark was duly thrust into the spotlight when it was announced he would honored on this evening, much to the delight of his fans who were on hand.

Cycle World magazine columnist Kevin Cameron was introduced by longtime friend Cook Neislon, the former editor at Cycle Magazine in its heyday. Mr. Neilson also achieved a great deal of notoriety first on his drag racing Harley-Davidson and later his 1977 Daytona AMA Superbike race win on 'Old Blue', the legendary California Hot Rod built by Cook and Phil Schilling.


                                              

                                  

Flanked by a recently restored Yamaha 1978 TZ750 E model and a 1980 Suzuki RG500 Mk VI, 'Professor' Kevin Cameron took the attentive audience on a journey through the history of racing two-stroke grand prix motorcycles and how they evolved and eventually became extinct. It was insightful and entertaining with a depth of knowledge that only a lifetime in the pits and speaking with riders, technicians and motorcycle designers could provide.Kevin has a knack for taking complex mechanical theories and practices and explaining them in a manner which most folks can comprehend easily. His monthly column in Cycle World magazine and books, Top Dead Center and The Grand Prix Motorcycle, a Technical History.

Immediately after the seminar on two-strokes, a Yamaha TZ750 and Suzuki RG500 (ex-Gina Bovaird) race bikes were wheeled outside, where light rain was beginning to fall. Without loosing a moment, the two bikes were bump started and were running around the large parking lot behind the museum, where demonstrations of the facilities stunning collection of the worlds best sports racing cars takes place. And so it was with the two motorcycles which dominated the racing world for a decade. They had very different sounds yet both were an auditory delight to the enthusiasts ears who gathered around. These machines burn both oil and fuel and have largely been legislated out of existence. Seeing and hearing them in action has become a rare sight even at race tracks. There are, however a fervent group of die-hards who keep the flame alive. Several members of 'Team USA' will be taking some of these very machines to Philip Island, Australia in January 2013 for a " Forgotten Era' vintage motorcycle race that will pit riders from all around the globe on these classic two-strokes.


                                


                                     

                                     

The exhibit runs until September 6, 2012. The bikes will be transported to nearby Radnor Hunt Club in Malvern, PA  for the for the 16th Annual Radnor Hunt Concours d'Elegance where Historic Ferrari motorcars will share the bill. Don Emde, winner of the 1972 Daytona 200 race will be the featured guest at that event. His win on a Yamaha TR3 marked the first win for a two-stroke Yamaha at the famed speedway. It would be another decade before someone developed a better weapon (via a rulebook change) to unseat them.Please make plans to visit Radnor Hunt this September.

For more information, check out www.simeonemuseum.org and www.radnorconcours.org

For sponsorship opportunities with ' Team USA', contact TZRusty@yahoo.com

All photos courtesy of Eye of the Beholder, Inc , photograher Dawn Deppi

2012 Chadds Ford Classic Motorcycle Auction

Don't miss the 10th Annual Chadds Ford Classic Motorcycle Auction on April 15, 2012. Tons of great motorcycles from 1910-2006 on hand. Free Admission and no charge to bid. Find the 'classic' of your dreams. Located at William Bunch Auctions at One Hillman Dr and Rt 202 in Chadds Ford, PA. See www.myclassicmotorcycle.com for complete details and list of machines pre-entered.

AMA Roadracing in the 1990's part II

Before he went grey, he was blonde Miguel for a season. Haircolor aside, it was the same old Miguel, fast and focused. Tough as nails too and in top form.

                        
                                         Jamie Hacking gets focused on the Kinko's Kawasaki ZX6R

Scott Russell on the factory Yamaha World Superbike. Poll and race winner at Daytona 200 race.

The crush of media was constant with pressure on Mr. Daytona ready to score another Rolex.

Ben Bostrom on Vance and Hines Ducati as he gets ready to put the hammer down in qualifying.

Stever Crevier's factory Suzuki was a mess when he unloaded in the horseshoe.

The remains of Eric Bostroms Honda Superbike are unloaded from the crash truck. His new-found turn of speed and confidence came to a sudden halt. Tough start for the up and coming rider.

The story of The Spiral, America's oldest motorcycle

It looked ready to ride, resting in the middle of a nearby country road on a foggy morning in late 1996. At the time I first laid eyes on it, The Spiral was not well known outside of a small group of collectors of old machines. Today, it's value would be well into the mid-six figure range as links to the early days of motorcycling have been recognized for their historical value by a larger audience. It was preserved rather than restored, a one hundred year old time machine that was unmolested. This was a rare beast indeed, one man's vision of what motorcycling could be, built at a time of great innovation.

Many seemingly unrelated events took place the world over that would ultimately lead to the introduction and development of the first gasoline driven internal combustion powered automobiles and motorcycles. In 1776 Alexander Volta discovered that explosive gases can be ignited by electric spark. In 1799 American Eli Whitney developed interchangeable parts to speed up the production of muskets and farm equipment. By 1815, James MacAdam introduced roads made of broken stone in England.

The early 1880's were and important time for bicyclists when England's Coventry Machinists created a safety bicycle with equally sized wheels. It would lead to the demise of the high-wheelers or 'penny farthing' bicycles which required great skill to ride. Falling from the height the rider was at did prove fatal for a number of early riders. With the advent of the vulcanization by Charles Goodyear and development by Irishmen John Dunlop would leave to the first pneumatic tires greatly improving ride quality. This diamond shape frame would come help create the shape of the first motorcycles once the small four stroke engines were sorted out, but before that happened Nicholas Otto patented the four-stroke internal combustion engine in Germany in 1876. His associate, Gottlieb Daimler would leave Otto and create the first gasoline powered vehicle in 1885. 

The following story was told to the niece of Herman Jehle shortly before his death in the early 1950's at nearly ninety years of age. It was re-told to me twenty five years ago by the late collector Harry Buck, who purchased the machine seen in these pictures directly from his niece in the early 1970's for just over one thousand dollars.

 In 1895, a man named Herman Jehle, an instructor at the Baron De Hirsh Technical School had a chance encounter with a man on Fifth Avenue in New York City. The man was riding a Daimler-built internal combustion powered three wheeler, with a wooden chassis and running on metal-rimmed wooden wheels. Mr. Jehle was very excited to examine one of these machines up close and asked the owner to consider giving it to the school for his students to learn from. Surprisingly, the machines' owner, whose name has been lost to history, agreed to donate it.

Herman brought the machine to the Technical School as promised and gave great thought as to what to do with it then. After having problems with the ride quality, he decided to discard the original frame and studied the engine. He then set about making his own engine based on what he had learned from the Daimler design. Jehle has use of the complete machine shop as well as his eager students for this purpose. The new single cylinder and head were machined from one piece of solid steel. The cylinder fins are one continuous piece, like that of a screw, giving the machine it's name, 'The Spiral'. Herman installed this engine into a bicycle frame and used a belt drive to turn the rear wheel. In the rain, however, the belt would slip and so he switched ti chain drive. It was also at this point that he decided to scrap the bicycle frame and built a new frame, similar in design, but stronger. The new front forks were sturdy units and the petrol tank featured a cleverly integrated tool box as well. He manufactured his owner handlebars and fenders as well as the direct drive speedometer that would be mounted on the right side of the forks. He installed the recently developed pneumatic tires to soften the jolting he had endured on the often rough roads of the day. The finished creation was completed in 1896, making the Spiral the first complete motorcycle powered by an internal combustion engine made in the United States.

Herman rode the bike constantly and would make continual improvements over the next few years. He would run alongside, hop on a pedal until the engine fired in action. When he stopped, the engine would stop to as no clutch had been developed yet. An "inclinometer"is mounted on the petrol tank and was useful for estimating the steepness of the grade you were climbing and encouraged use of the pedals when the hill was too steep. A Bosch magneto was added in 1900 and a new exhaust pipe was created at that time to curve around the unit. In timing tests, with the original New York Motorcycle Club, it was recorded a top speed of 45 mph on the flat and was said to capable of 65 mph with some modifications to gearing. Herman collected a number of ribbons and awards during this with his two-wheeled wonder.

Riders of motorcycles had to be a determined lot due to the primitive nature of the machines. The ignition system for example, were often the source of fire if the machine was crashed. Front forks collapsed from the constant pounding of the rough roads too. Most early machines required that the oil be hand pumped every 15-20 miles to avoid engine seizure. Punctures of tires was a never-ending source of aggravation for riders. Places to re-fuel their machines were far and few between as well. It's amazing that motorcycles survived this initial period compared to the relatively plush automobiles being produced. Bicycles were also enormously popular and inexpensive as well. It was a time of great innovation and creativity in the mechanized world we were entering at that time period.

By the time Herman Jehle first road registered the Spiral in Newark New Jersey in 1903, the Harley-Davidson Motor Company would produce their first motorcycle. Herman would continue to ride his creation until 1913 when he put it in the front window of his auto parts store in Newark, New Jersey on Halsey Street. According to early registration documents, the Spiral made one one-quarter horsepower. The license plate from that last year of registration is still on the rear fender. Jehle would turn up in newspaper reports from time to time, often demonstrating his Spiral still ran. Eventually his auto parts store closed and the Spiral disappeared from sight for many years.

                                                                                 


In the mid-1990's I convinced Harry Buck, the bike's custodian for the last twenty years at that point to allow me to photograph the machine for  a story I was doing for Motorcyclist magazine. It would eventually appear in the April 1997 issue of the magazine.  Harry, who had a collection of over 115 pre-war machines had been a good friend and agreed to let me do so. He had introduced me to many of the well known collectors of our area in Pennsylvania; guys like Doc Patt and Milby Jones who were some of the founding members of the Antique Motorcycle Club of America. They shared with me their passion for early American motorcycles and the adventures of tracking them down. They did it because they had an interest in saving the bikes for future generations, not to flip them for a quick profit. Most of these men, rarely sold anything at all, preferring to trade with other like minded hoarders of two-wheeled memorabilia. What I know, as no doubt countless other young men of my time did, was that these 'old timers' bought and saved these machines because they were compelled to do so, an we are very thankful that they did.

Doc, Milby and Harry have all passed on a few years ago as I write this. I am grateful to have known them and hope to share more stories of their old machines and adventures in future posts.

Retro Moto TV Trailer

Things are really cooking at Retro Moto TV; our most recent trailer was released a few weeks back and has garnered a tremendous amount of comments and and compliments. We've got a great team behind the camera andsome incredibly generous offers to cover the very best events and interesting people in the classic bike scene. Give it look!
                                                     http://www.edbuffman.com/?cat=38

The Cotton Club

The Cotton Club at Las Vegas


Most of you know the infamous Cotton Club was indeed in Harlem, New York, not Las Vegas, Nevada. We're talking about a different kind of Cotton Club, one that features the almost forgotten English manufacturer who never made much of dent here in the USA. Yet Cotton, founded in 1919 proceeded to produce a wide variety of machines powered by JAP four stroke V-twins pre-war and Villiers two-stroke engines postwar.

Roadracing in the 1960's on the short circuit's of the UK, the 'works' Cotton, piloted by Derek Minter scored many victories in the 250cc class on the Cotton Telstar. Bernard Hooper designed the Starmaker engine which powered various Cotton machines. About 60 Telstar's were built from 1962 until 1967. The onslaught of Japanese race machines, specifically Yamaha multi cylinder two-strokes proved too much and production ceased.

 But for a time, the Gloucester based Cotton firm ruled the newly created Formula Junior class, with Minter winning the 1964 250cc ACU Star / British National Championship.  The original machines featured twin Amal monoblocs and made 27 bhp. Weight was a mere 230 pounds for the quick-handling, home grown machine with the Armstrong leading-link front forks. The late Bill Ivy was also running a six speed gearbox like Minters works bike and was a top contender too.

I'd long been an admirer of the legendary 'King of Brands', Mr. Derek Minter. His exploits on the Steve Lancefield and later Ray Petty tuned Norton Manx 500cc machines was the stuff of legends. 'The Mint' also rode a variety of smaller machines, like Bianchi and EMC before switching to the Cotton Telstar on which he won the title on. It was one of many for Minter, one of the best English short-circuit specialist in the world. He also faired well at the Isle of Man and the Dutch Grand Prix on the bike as well as his Nortons.

                                                                                       
                                      

 I had just finished Mick Walker's 'Derek Minter, King of Brands' book last week before heading west to attend the inaugural Auctions America Las Vegas  Auction January 12-14. With this fresh in my mind, imagine my surprise to see six Cotton motorcycles of all types, road and track, on offer at the sale. But one bike in particular caught my attention. The Telstar 250cc production racer.

I had no intention of buying, but the little red Telstar 'spoke' to me, you know? I'm pretty sure it said 'buy me!', because that's what I did. This 1964 Cotton Telstar had recently been the subject of a 100% restoration by Bultaco West of Texas. I contemplated purchasing the Cotton Continental as a companion road bike, but felt that may be stretching my budget a bit too much at this time of year.

 I tried to convince a few of my new found friends to join my Cotton Club, but to no avail, they'd spent their cash on other good deals this weekend buying Triumph Tiger Cubs, Russian sidecar unit, Moto Guzzi and a pre-war, tank shift 250cc Rudge. Our new friend Jinx (above, motioning) was determined to convince anyone that would listen, not to buy BSA's. A personal fued of sorts. BSA's will do that to you. That's what this weekend proved in spades. Men are passionate about their motorcycles. Sure, there were ladies there, but this was a guy thing. Whether you could afford $500.00 or $500,000.00 it was offered this weekend to buy. Many did just that: It was the right thing to do.

So the Cotton Club is an exclusive club for now, but we are committed to growth. In the meantime, hand me my pudding basin helmet and pass the Castrol Oil. I've got miles to go.

 

                               1964 Cotton Telstar 250cc Formula Junior Production Racer

 

At the Simeone Foundation Museum for the celebration of two-stroke racers with guest speaker Kevin Cameron

 

Ay Sky Top Lodge Concours 

 

 

 

 

 

I was contacted by the BMCT, the British Motorcycle Charitable Trust about whether the Telstar might be available. After running the numbers, they confirmed the fact that this was indeed an early example of the Starmaker powered proddie racer and would like to see it repatriated. A deal was done and the Cotton was boxed up for it's return to the U.K.

 

 

 

The bike arrive in Gloucester just prior to the Centenary celebration of the Cotton marque and was duly paraded about before being sent off to the Gloucester Folk Museum where it now resides. Details on the bike's arrival back in the U.K. are to be found in the pages of the Cotton newsletter below.

 

 

End of the road for the Cotton /EMC racing crew in 1980

Harley-Davidson VR1000 at Daytona

Not since the late 1960's had we seen such a resurgence in Harley-Davidson factory racers at the famed Birthplace of Speed, Daytona, USA. A lot of time and effort went in to the design and build of the new VR1000. Mark Tuttle and HD engineer Mark Miller contracted Roush Racing to complete the concept and they brought along Steve Schiebe to run the project. From 1994-2001, The Milwaukee-based manufacturer tried it's hand at a return to AMA Pro Roadracing. Miguel Duhamel, Fritz Kling, Tom Wilson, Doug Chandler were among the pilots who threw a leg over the Harley. In the end, they came very close to succeeding with the fuel-injected DOHC V-Twin  racer. Sadly, Tom Wilson suffered a career ending injury at Loudon on the machine just as he was coming to grips with the bike.

Canadian Pascal Picotte on the factory Harley-Davidson VR-1000 at Daytona gave it his best after a stint on the Suzuki GSXR. He managed to grab a podium in 1996. In fact, he led the Daytona 200 for a few laps before a bad pit stop put paid to his chances.

                      A quiet moment during Qualifying at the Speedway. (time-date info incorrect)

                                                                   
                  In the later days of the VR, it was decided that Scott Russel should give it a try, but Russell couldn't get the VR-1000 to add another Rolex to his collection despite his determined efforts.

Chris Carr took to the VR quickly, his flat track skills prepared him well for the job. Amazingly, Carr returned to flat track racing and won a number of Championships before heading to the Bonneville Salt Flats to add his name to the record books. His best ride came at Pomona where he put the Harley on the pole.

A frequent view of the ill-fated VR-1000 in the pits. They suffered their share of DNF's during the AMA pro racing days due to the complexity of design. Handling was sweet, but horsepower was not on par with the increasingly faster competition.

One rider who did enjoy considerable success on his privately sponsored VR was

Pennsylvania based roadracer, Ron McGill. It was too little too late. HD pulled the plug in 2001 and the dream was over.

Will Harley-Davidson ever return to professional roadracing with factory built specials? Not in the foreseeable future, with a spec series filling the need by keeping the H-D name in front of race fans. But someday, they'll return. It's in their DNA. Until then, we can look back on the mid 1990's as the last time they dared take on the might of the Japanese. It won't be the last. Any company with the racing heritage of one hundred years behind it is bound to be back.