Honeymoon on Mars, 1928

While it may sound like part of a wedding package circa 2050, after President-for-Life Musk develops his off-world colonies for space tourism, a lovely young German couple had the original Honeymoon on Mars nearly a Century ago.  From a family album in a private collection (very near our lovebirds' home in Heilbronn), comes the anonymous tale that commences in 1925, with a proud young man on a Mars motorcycle.  On this machine he toured, attended rallies with friends, even wooed and won his future bride, with whom he honeymooned after attaching a sidecar to his noble steed.

Our hero in 1925, in Erlangstegen Germany, aboard his fine white steed, a Mars A20, with full Bosch electric lighting and an optional speedometer. [Private Collection]
Yes, in the early days of the German motorcycle industry, there was a Mars, a top-of-the-market machine of special configuration.  The Mars factory had been around since 1873 in Nürnberg, Germany, founded by Paul Reissmann to manufacture stoves, expanding to grinding machines, bicycles, and even small cars.  In 1903 they included motorcycles in their catalogue, using engines by Zedel and Fafnir, and manufactured various models on and off through 1953.  The futuristic Mars in our lovebirds' story was designed by Claus Franzenburg, and was sold as the model A20 from 1920, with a distinctive box-section frame running from the headstock to the rear wheel in a dramatic dash, that made the Mars look far ahead of its time.  The box frame also housed the fuel and oil tanks, plus a 2-speed dual-chain system with no clutch necessary - just crank the big wooden knob atop the frame for Low or High. The 956cc flat-twin sidevalve engine was also designed by Franzenburg, and was mounted below the frame box on a subframe: the engine was actually built by Maybach in Friedrichshafen, the luxury car manufacturer that also built engines for the zeppelins built in the same town (if you're ever there, you must visit the remarkable Zeppelin Museum).

Our happy couple in 1927, dressed in their Winter finery amongst the fir trees. [Private Collection]
A20 was built through 1925, and is likely the model in our photo album.  The Mars A20 (or 'White Mars' as commonly known, although they sold red and green versions) was a true luxury motorcycle, as you might imagine with the Maybach connection, and was finished to a superb standard. They were expensive then and are still highly coveted for their unique, advanced styling and engineering.  But, the Mars is a 1920s motorcycle, built just after WW1, and has charming quirks that bely its modernistic impression: like a Model T, it's started using a hand crank, and the performance, despited the large motor, is very 1920, with a top speed of 55mph, but a cruising speed more like 35mph, according to a former owner (who also happens to own this photo album). "It will cruise at 60kph (36mph), but not for long; to maintain the engine, it's better to keep it to 50kph (30mph), and with a sidecar attached, our friends in 1928 might have averaged 40kph (22mph), or even less when climbing up the Alps."  

Picnic on Mars! On a fine Spring day on the grass in 1927, while our hero courts his lady. [Private Collection]
It's good to remember that in 1925-28, most of the roads through southern Germany were not paved with macadam, but were gravel or simply dirt, especially in the mountains.  And 30mph on a gravel road is plenty fast on a machine with minimal suspension, and most 'street' riders even today don't feel comfortable exceeding this on gravel riding a modern road bike.  In short, our hero was right to be proud of his mount, as a classy piece of machinery with plenty of speed for the conditions at hand, and when he later wooed and wed his lovely bride, and attached a heavy sidecar, her comfort was paramount, and would not be enhanced by tearing around in the dust.  Still, she was game, and looks happy with the situation.

The invevitable: a wedding in white for our young bride, who was very likely pregnant. They do look a bit...rushed. [Private Collection]
Honeymoon on Mars

Our hero purchased his fabulous White Mars A20 in or before 1925, where he poses proudly in the woods near his home in Heilbronn, not far from the Mars factory in Nürnberg: it was the local product, one of many motorcycles manufactured in the region, but surely the finest in the era. He was an enthusiastic Mars man, and a member of the Mars Club, but he was no snob; he had friends who rode a D Rad, and even attended a D Rad rally with them in 1927. At a Mars Club rally in 1927, he proudly notes entering their road trial, where he rode 500km (300 miles!) without a single lost point, keeping his mount immaculate all the while.

Springtime for Germany, honeymooning in Bavaria in 1928. [Private Collection]
1927 was the Year of Courtship, and women being to appear in the group ride and picnic photos with friends.  His future bride looks very happy with her man and his shining white steed, and those quiet picnics on the grass in the woods had their natural consequence: the couple was wed in the Spring of 1928, and had a child the same year, so let's say there was some urgency to the ceremony.   Despite her pregnancy, the couple took an extensive tour of southern Germany and Austria for their unique Honeymoon on Mars.  They hugged the picturesque Alps, still beautifully covered in snow, while in the valleys the trees were all abloom, a perfect bouquet for the newlyweds.

As the Honeymoon on Mars progresses, the couple looks happier, as with here in the Bavarian Alps. [Private Collection]
As mentioned, a child soon arrived, which slowed down their motorcycling activities, and the album ends by the end of 1928, when presumably real life took command, and the realities of raising a family prioritized. We'll never know for certain how the story ended, but it's indicative their grandchildren (presumably) saw fit to sell such a precious family album.  Given events that transpired in Germany in the 1930s, one can imagine all sorts of possibilities, but let's leave our home movie in a slow vignette fade-out, with a happy couple sat with their baby on the Mars, under a blooming magnolia tree with snowy Alps in the distance, after a remarkable Honeymoon on Mars.

Innsbruck Austria, 375 miles from their home, during the Honeymoon on Mars. [Private Collection]
Mountain passes are always a thrill on two wheels, even on a gravel road with no guardrails.  Note the spare wheel mounted beside the Mars' rear wheel: all wheels were presumably interchangeable. [Private Collection]
There was even time for a boat cruise on Starnberger See, but it was still a bit cold in Spring of 1928: she keeps her riding gear on. [Private Collection]
Memories of happy days with friends on another Mars and a D.Rad in their home town of Heilsbronn, in 1927. [Private Collection]
The end, or a new beginning? Our Honeymoon on Mars photo album ends here, with many blank pages following. Life with children is a blur... [Private Collection]
All about Mars

As mentioned, the Mars was a unique and forward-thinking design built in Nurmburg, and was perhaps inspired by the proximity of airship and airplane construction in Friedrichshaven.  The core of the design is the frame, a box-section tube made of bent sheet steel, riveted together. This incorporated the steering head and rear wheel support, as well as the fuel and oil tanks, and the twin-chain two-speed final drive.  The result was an elegant design that looked far more modern than it was; the low power, two-speed drive, and lack of a front brake speak to the typical specifications of the day.

A fine view of a 1925 Mars similar to our hero's machine, but not identical, as it used an acetylene lighting system, while 'our' Mars has electric Bosch lights. Note also the deep fenders front and rear, the long footboards (with toolbox!), and the levers for the two-speed drive (forward) and clutch (rear).  Plus Mars' own front fork, a leading-link girder with central enclosed spring. [Bonhams]
The Mars is extraordinary, and very modern for a 1920 design.  The quality of its construction is legendary, as our photos show: the fit and finish is superb, as is the quality of the castings from Maybach.  It's still a 1920 motorcycle though, and there was plenty about the Mars that belies its antiquity: note the primer tap atop the swan-like intake manifold, necessary for starting up (using the hand crank!) on cold days with the rather crude Pallas carburetor that has no cold-start choke system.

A closeup of the Mars engine, designed by Claus Franzenburg and built by Maybach in Friedrichshaven, incorporating a cooling fan within the flywheel (very clever - I can't think of another external-flywheel motor with this design?), and the single Pallas carburetor with long inlet tracts.  The exhausts share a common 'waffle box' silencer beneath the motor. The motor is carried on a square-tube subframe that curves gracefully from the steering head to the rear wheels. [Bonhams]
The immediate post-war era saw an explosion of new motorcycle design ideas directly influenced by the rapid development of aircraft design during WW1.  Many of the most advanced designs from 1919-1923 were in fact built by former aircraft manufacturers that had lost their market with the cessation of hostilities, or were barred by the Versailles Treaty from making planes.  The most famous of these were of course the 1918 ABC (built by Sopwith), and the BMW R32 (from a former aero-engine builder), but the Mars should also be included, given Maybach's manufacture of advanced aero engines during the war, most notably the Mb.IVa engine, used in both airships and airplanes.

The brass fuel tank is a separate item, housed within a cavity in the frame, with a hinged cover concealing it. Note the lovely machined fuel cap! The oil tank is housed separately outside the frame, as seen here, with another toolbox mirroring it on the right side. Also clearly seen here is the handle for the two-speed twin-chain drive: one simply moves the lever right and left for low and high speeds, without the use of a clutch. [Bonhams]
The 'drive' side of the Mars shows the primary drive cover covering a single chain connected two a twin-chain countershaft. The hand-starter attached directly to the crankshaft via the forward hole in the primary cover: note the starter handle suspended from a leather strap below the frame. [Bonhams]
From the rear, the twin rear sprockets can clearly be seen: the two speeds are activated by a sliding dog that connects either drive sprocket.  Note the lever throttle and air lever on the handlebar, the beautifully articulated saddle mount, and the extravagant rear stand construction, which makes every other such 1920s rear stand look quite crude! [Bonhams]
 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Reality Versus Fantasy: Thoughts on Scramblers

By Greg Shamieh

Bad Ideas always result in the most entertaining stories. Really Bad Ideas are even better. So here’s mine.

I have a BMW R75/5 motorcycle that I have owned and ridden for forty years. Just like animate beings, the Toaster has evolved over time, having been a naked bike, an '80s style sport tourer, and its current incarnation, a vintage style scrambler. On the gravel farm roads around my home, it’s as comfortable and capable as any motorcycle. Since I accidentally bought an adventure bike – I’m sure this has happened to you – I’ve been exploring adventure riding.  My BMW F800GS Adventure has been both a lot of fun, and an occasional source of not fun, including trying to pound me in like a tent peg in my own garage – rupturing my right bicep tendon and requiring surgery to repair in the process. The event put me in the mind that perhaps smaller, lighter, shorter motorcycles might be better suited to my preferences for off-macadam operation.

Greg Shamieh's 'Toaster'; the ideal off-road tourer? [Greg Shamieh]
Nick Adams, a brother motorcycle writer-cum-YouTube personality, does quite a lot of gravel and forest service road riding, most of it on a 1972 Moto Guzzi Eldorado. The Guzzi makes a lovely thrum, and Nick’s deliberate, dramatic, British-tinged delivery makes watching him roll through the lake country of Quebec a poetic, almost hypnotic experience. Watching a video of one of Nick’s recent rides, as he was picking his way down a dirt dual track – one quite littered with chuckholes and puddles – he gave voice to a seemingly isolated observation.  Nick is prone to these unfiltered ‘as I sees ‘ems’ … they’re part of his videos’ appeal.

“I realized that much of my favorite riding seems to happen under thirty miles an hour.”

As I listened to this, I experienced a great flash of illumination. The Adventure Motorcycle fantasy is Dakar-rally flash; large displacement, neon-colored offroad battlewagons blasting across the desert at high rates of speed, shooting roostertails of soil and sand, and taking big air off the dunes. The Adventure Riding reality, though, is guys like Nick, who are actually enjoying the environment through which they ride, and not so concerned about speed, style, other people’s expectations, or much of anything else. And the more I think about it, I think I come down on the reality side. What a surprise.

Selling the dream: a factory BMW GS racing in the Dakar Rally, front wheel aloft in the wilderness (with photographer handy). [BMW Motorrad]
Where this road leads me is that I really do not require a motorcycle with 11 inches of suspension travel, and a couple of hundred pounds of crash cage and expedition cases. I mean it’s cool and all, but it’s just an excessive solution to the requirements. If I was the sort of guy to do really technical offroad, I’d just buy one of the Honda CRF 300 variants, or a used 250 - and I might yet. But for dirt and gravel road travel, the motorcycle that got me here might still be the best tool in the arsenal. I’ve done the same stretches of dirt road back-to-back – switching from the old Toaster to the new GS – and I keep coming back thinking that I was more comfortable and felt more in control on the Toaster. There’s something wonderfully analog about its throttle response, and the mods to my engine – big bore kit with small valve heads and lightened flywheel – make it a hammer at low road speeds. One just knows what is happening at the contact patch and can easily do something about it.

Greg's BMW in another incarnation, as a sports-tourer. [Greg Shamieh]
I know that taking a 50-year-old motorcycle out far from home may present some unique challenges. And it’s ‘prolly not smart, so here’s what I’m thinking. The Slash 5 Scrambler is already fitted with Emgo vintage dirt bike 'bars – complete with cross brace – and a set of Heidenau Scout dual-sport tires – so that stuff can stay. The oil pans from early R80GSs and R100GSs are a direct swap for a /5 oil pan. Those pans are tapped for four bolts that allow one to attach a skid plate.  The plate from the Paris/Dakar variants – which cover the headpipes as well – fits those mounting points.  So bashing soft engine underbits is no longer an issue. My /5 could probably use a new rear main seal, a clutch disk, and maybe a crankshaft thrust washer. An inspection of the final drive and the geared throttle linkage is ‘prolly not a bad idea either. This is routine work that is likely true of more than half of the old airheads still out there.

Where We Ride: lots of well-maintained gravel roads through East Coast mountains, perfect for 35mph cruising. [Paul d'Orléans]
BMW used to sell wraparound crashbars, intended for authority motorcycles, for the cylinders from a supplier named Fehling – they protected both the upper and lower sides of both cylinders, and are dead easy to install. These are available, look good, and are reasonably priced. Givi, who made the whack-a-doodle Airflow dual level windshield for my GS, also makes a fairing that is designed to mount standard motorcycle 'bars. That system works so well – including an upper shield that adjusts through about 6 inches of vertical adjustment – that purchasing another is a no-brainer. My Toaster already has a German police ¾ saddle – which was the saddle that BMW redeployed for the first GSs – so there is room behind the rider for a large cargo platform. A set of waterproof throwover bags – and there are many to choose from – saves about 70 pounds of weight compared with the full aluminum expedition case setup, with minimal reduction in capacity. I already had a drybag duffel for camping gear for the GS, and it will feel right at home there. I could see grabbing some hand guards, and will cop to being a puss for heated grips.

No need to convince our Publisher Paul d'Orléans on the notion of inappropriate old bikes on dirt roads...he lives half the year in Mexico, where 90% of the road are unpaved. This is the Calle Cabo Este in Baja California Sur, along the Sea of Cortez. Just tryna get some sushi here! [Paul d'Orléans]
Which brings us to the ‘nice-but-maybe-not-exactly-necessary’ part of our tale. I still have a set of OEM ‘Zeppelin-style’ mufflers on the bike that I purchased new when I bought the bike – in 1984. They’re not designed for ground clearance, likely have enough internal corrosion that one good whack would return them to their component atoms.  A smart guy might replace them with modern aftermarket shorties.  A less smart guy might wait for the whack and deal with it then. Last on the list is the bike’s front end. While the stock long travel forks are beautiful, and work well, the original drum brake – while powerful and reliable – is not exactly the perfect tool for offroading, as modulation was never really part of the design brief; ask anyone who's panic squeezed that front drum on wet pavement.  But nobody has figured out an efficient way to convert that front end to a modern disk. Someone has figured out a way to swap the entire front end – inverted forks, triple clamps, single disk brake, hub, rim and all – from an early 2000s Yamaha YZ450F, though.  Something with a bit more modern damping, and a brake that can be modulated does sound like just the ticket.  Not easy or turnkey, but definitely functionally superior.  We’ll see how my long-suffering Airhead mechanical genius feels about this part of the plan.  Maybe he’ll feel better if I can figure out how to fit the /5’s accordion-style fork boots.

So what do we have when we’re done? My /5 has a torquey, low-end biased motor that has perfectly sorted carburation; my mods produced a motor that has punch in the lower part of the rev band. Want to break the rear end loose? Just flick that throttle open. Everywhere else, this is a sweet motor that provides easy, relaxed access to torque anywhere you’d like it to. The bike has a low standover height, a very low center of gravity, and that perfect sense of balance and composure on less-than-perfect riding surfaces that have kept generations of BMW boxer riders coming back for more.  At a sustained cruise in the engine’s sweet spot at 3,800 rpm, the Toaster sounds exactly like a little airplane. I keep hoping and begging that BMW would make a ‘Heritage GS’ – a smaller boxer with lower overall mass and complexity than the new R1300s. Think something closer to the original R80, which had a sweetness and balance that the battlewagons just lack. Their beancounters tell them this is a funny idea. Oh well.

On anything but a motorcycle, such exploration would be impossible, I don't care how good you are with your 4x4. Turns out you don't need 11" of fork travel to go exploring; a competent bike with enough power will get you anywhere. [Paul d'Orléans]
I’m apparently willing to put my money, and my motorcycle, where my mouth is. Unlike Nick, I think my happy speed may be a bit north of 30mph, but not many [35-40mph is my happy place on dirt - ed.]. And it’s funny to think that a motorcycle I thought of as ‘retired’ – retained for our shared memories as much as for its riding experience – might experience rebirth as its odometer turns through two hundred thousand miles.  My riding evolution had taken me away from this bike, going deep into high road speeds and long-distance travel, but now...the song of the boxer exhaust echoing off the trees, the clink of stones off the skid plate while flying though a green forest tunnel... has started to be the thing that most moves me, and I find myself growing back towards my oldest bike again. It seems that this bike and I may have as many green roads ahead of us as we have behind us.

Greg Shamieh publishes Rolling Physics Problem, and has written for Motorcyclist, Common Tread, and Motorcycle Times. He lives in Frederick County, Maryland.

 


A Fickle Motorcycle Named 'Goat', 1909

Republished by permission of the California Historical Society and Gary F. Kurutz

“Roaring Around the San Francisco Bay Area on a Fickle Motorcycle Named “Goat” as Recorded in the 1909–1911 Manuscript Logbook of Walter Brooks”

by Gary F. Kurutz

Walter Brooks' log book documenting his 1907 FN Four, from 1909-11, in San Francisco and environs. [California Historical Society]
One of the most unusual manuscripts found in the California Historical Society Library’s great treasure trove of handwritten documents is the “Log Book of the Belgian F.N. Four Cylinder Motorcycle ‘Goat’ owned by Walter Brooks.” The logbook also includes a photograph of his motorbike and illustrations of its engine and other details. What makes this so exciting is that there are many handwritten journals and diaries generated by the pioneers documenting overland journeys and sea voyages and even firsthand accounts by motorists narrating their trips in Model T’s, and other early motorcars, but a handwritten logbook of adventures on a motorbike is a true rarity. Brooks, who lived at 1717 Sutter Street in San Francisco’s lower Pacific Heights, purchased his motorcycle on June 26, 1907 and gave it the curious name of “Goat.” However, in his logbook he simply referred to his mechanical mount as “F.N.” As shown by his entries, Brooks rode “F. N.” for pleasure taking twenty-seven day or weekend trips roaring around the Bay Area. One can only imagine what his neighbors and others thought as they would see and hear him whiz by on city streets and country roads clutching the handlebars and squeezing the metal frame with his legs.

A remarkable document by Walter Books of 'The Goat'...referring to the animal, not the greatest of all time! [California Historical Society]
Infused with a new sense of freedom, Brooks loved to explore the Bay Area riding his “car on two wheels” down the Peninsula to Redwood City; across the Bay through Oakland to San Jose, or northward by ferry to Sausalito to enjoy the delights of Marin, Sonoma, and Mendocino Counties including the Russian River country. He described in detail road conditions, scenery, other motorcyclists, and where he stopped for lunch or an occasional beer. The left-hand side of his log book included space to note distances traveled, expenses, towns passed through, and reasons for stopping. His first recorded outing took place on March 14, 1909, when he crossed San Francisco Bay by ferry and then motored from Oakland eastward to Dublin or Dublin Corner as he called it. His total expenses for the day amounted to sixty cents which included the ferry trip, gas, lunch in Lafayette, and beer in Dublin. One of his most ambitious outings started at dawn on July 2, 1911, with the goal of visiting Mt. Hamilton and the Lick Observatory with its famous telescope. The motorcyclist scrawled into his logbook a detailed three-page account writing, “At Smith’s Creek [San Mateo County] I had a beer and went on the final seven miles with its 265 turns many of them true hairpin turns and began to see scattered rock along the road that had been shaken down by the earthquake of the day before.” An exhausted Brooks made it to the observatory at 11:35 a.m. and met with Alvin Clark, a staff member who showed him the damage to the delicate astronomical instruments caused by the seismic event. From there, he spun down the mountain and reached San Jose by 4:00 where he had a late lunch. Experiencing enough excitement, he hopped on “F. N.” and made it back home to Sutter Street at 7:52 p.m., finishing an adventure of 155 miles.

Walter Brooks' exhaustive notes paint a picture of motorcycling in California in the earliest years. The trip to Mt. Hamilton observatory - on ALL dirt roads - would be hairy today on a modern machine, but a 4hp moped; incredible. [California Historical Society]
However, the joy of these adrenalin pumping sightseeing trips did have a downside. Virtually every entry features some sort of mechanical problem as his 363cc air-cooled inline four-cylinder marvel frequently broke down or balked at having to climb into the bucolic foothills near San Jose which required the very patient Brooks to use “a good deal of leg work” to reach his destination. Even the comparatively mild slope of Sutter Street forced him to walk his beloved but frustrating motorbike home. Fortunately, as well documented in the logbook, Brooks possessed instinctive mechanical skills and patience with “F. N.”, and managed to make it back home having to stay overnight in a hotel only once. It seemed, too, that “F. N.” had an unquenchable thirst for motor oil. Other times, he had to stop and clean spark plugs, adjust the carburetor, or repair a flat tire. At one point, on a trip to Half Moon Bay, he had to be towed by a buggy. Occasionally, too, he noted that some of the turns were dangerous when a horse-drawn wagon or a flivver (Model T Ford) made for close calls or near smash ups. A couple of times, the more appropriately named “Goat” bounced him off of the “compound spring saddle” of his Belgian.

The only portrait of The Goat, likely taken near the Sutter St home of Walter Brooks, and thus overlooking what is now the Marina district, but was then a wetlands. The neighborhood was built after the 1915 Panama Pacific Exposition - read more here. [California Historical Society]
His last entry was made on July 9, 1911, recording a trip with a friend to San Andreas Lake and its dam near Millbrae and San Bruno in San Mateo County. His buddy owned a more reliable and speedier Indian motorcycle. True to form, Brooks encountered much trouble as they returned back to San Francisco, writing: “I had trouble with the carburetor and had to make two tries at a grade but we got back all right and I guess this was about the last long ride I took on the old F. N. as I sold it shortly after this.” Nonetheless, his odometer recorded that he had put 6,205 miles on “F. N.” and it gave him many pleasurable days of adventure bounding over the roads and trails of the San Francisco Bay Area.

The FN Four was a very advanced machine for 1907, and was the first four-cylinder motorcycle to compete at the Isle of Man TT in 1908 - read our article here. [California Historical Society]
Gary Kurutz is a former Library Director of the North Baker Research Library at the California Historical Society.  He has published extensively as the author, editor, or contributor to dozens of articles and books on California history, including The California Gold Rush: A Descriptive Bibliography of Books and Pamphlets Covering the Years 1848-1853, and California Calls You: The Art of Promoting the Golden State (with KD Kurutz). He is currently working on a bibliography of the Yukon Territory and the Klondike Gold Rush and continues to instill his love of books through classes at the California Rare Book School.

A Revell-ation: Louis Lopez' Triumph

A craze for custom motorcycles were the hottest two-wheeled trend of the early 1960s, when the youth of America discovered the infinite coolness of custom vehicle culture.  The writer Tom Wolfe did a superb job of discussing the scene in his essay 'There Goes (Varoom! Varoom!) That Kandy-Kolored (Thphhhhhh!) Tangerine-Flake Streamline Baby (Rahghhh!) Around the Bend(Brummmmmmmmmmmmmmm)…' published in Esquire in 1963 [read it here], which became the title of his first book (1965), 'The Kandy Kolored Tangerine Metalflake Baby', a pioneering example of New Journalism and a work of genius.  Wolfe was not originally a custom car fan, just a journalist on assignment by the New York Herald Tribune sent to cover a show in New York City.  He submitted his story, but knew it didn't do justice to the vibrant new scene, so approached Esquire with the idea of a long-form essay that truly captured the vibe of a 'Teen Fair' in LA.  He references the rigid codes of teen fashion, language, and music, and interviewed George Barris and Ed Roth for their thoughts as the revered elders of a new subculture.  It's a must-read.

Tom Wolfe perfectly captured the Kustom Kulture scene as it happened in his 1963 Esquire essay, which was included in his 1965 book. [The Vintagent Archive]
Press around the Kustom Kulture scene made artists like 'Von Dutch' and 'Big Daddy' Ed Roth superstars, and custom bikes and cars were so hot that corporate America decided to cash in and give the kids what they wanted.  Revell Models, founded in 1943 by Louis Glazer as a plastic modeling company, started out building HO scale train sets - and their associated infrastructure, buildings, people, etc - turning to  car model kits in 1950, which by '56 included custom cars, starting with George Barris' Lincoln Futura with bubble canopy.  Revell hired Ed Roth in 1962 to design a line of outrageous custom car kits, some with monster drivers, including his famous Rat Fink alter ego.  Roth was paid $0.01 per kit sold, which amounted to $32,000 eventually, a considerable sum in the mid-1960s.  Roth was dis-employed by Revell in 1967, when he began hanging around with the Hells Angels, and selling posters of noted members of the club through his Choppers Magazine.

'Big Daddy' Ed Roth (and his alter ego Rat Fink) featured on the covers of all the models he designed for Revell between 1962-67, when his association with the Hells Angels ended their collaboration. Revell sold 3,200,000 of Roth's models! [The Vintagent Archive]
In the meantime, Revell also sold model kits of some very cool custom bikes, sometimes lifting designs directly from the pages of Peterson Publishing magazines like Car Craft and Hot Rod.  These were 1/8 scale kits in high quality, with great graphics on the boxes to entice kids too young to buy or build a real motorcycle, and adults wanting a little Kustom Kulture on their shelf.

Louis Lopez with his superb, show winning 1946 Triumph custom, in a parking lot photo shoot for Petersen Publishing in 1963. [Petersen Museum Archives]
In January 1964, Cycle World  featured the superb custom pre-unit Triumph of Louis Lopez, a show-winning customizer with a long track record of cars before tackling two wheels:

"Spectacular indeed is Louie Lopez' '46 Triumph show bike, from its gold-chartreuse metalflake paint job to its quilted black leather seat with black fur trim.  Features include metalflake cylinder head, sculptured tank, dual side-by-side front headlights, 21" front wheel and 19: rear, lucite footpegs, chrome oil tank with metalflake scallops and black striping."

The Car Craft article on Louis Lopez' 1946 Triumph custom. [The Vintagent Archive]
Not to be left out (and to use some of the photography by Petersen Publishing staff), Car Craft followed up with a story on Louis Lopez' Triumph:

"Bikes continue to capture the imagination and attention of auto enthusiasts and it was never more apparent than at the car shows, where cycles are appearing in ever increasing numbers. This custom ‘46 triumph was built by 23-year old Louis Lopez of Bell Calif., following up a chain of customized four wheelers that included a ‘59 Cad, ‘58 Impala, and a ‘57 Thunderbird which won three shows. Lopez spent six months and $1500 converting the rig and obviously succeeded and putting more ‘Umph’ in the Triumph.  Gold hardware from the top tricks in the West include first places at the ‘63 Winternationals and at Larry Howard's show of custom bikes, as well as sweepstakes at the Trident sports arena spectacular. The lime metal flake beauty is chromed except for the rear fender, forward frame section and tank. Paint was applied by Junior’s House of Color, the tailored seat stitched by Martinez; Both of Lynnwood. Foot pegs, starter crank and foot shift lever are colored plastic. With assists from Gary Connor and George Foster, Lou developed a masterpiece that will go as well as it looks. The vertical twin engine is bored to displace 45 cubics, and has been fitted with 1 5/8” valves, alloy push rods and lightened rockers, a Jim Lemon Special cam and MC 12:1 pistons with Grant rings."

Louie Lopez up close with his Triumph creation. Gotta love the astroturf impromptu bike stand! [Petersen Museum Archives]
Show vehicles of the 1960s often disappear into the mists of history, and rarely survive intact to the present day.  For example, Mike Vils' multiple show-winning Triumph custom 'The Brute' was continuously modified by him over the years, and kept on winning in each iteration, until his interests moved on and he eventually sold the bike, which was parted out and vanished.  Luckily, some show bikes were treasured and survived; such is the case with Louis Lopez' '46 Triumph, which was discovered by Revival Cycles' owner Alan Stulberg in amazingly original condition, a rare 'barn find' show-winning custom motorcycle of the 1960s.

The Louie Lopez Triumph today, in the Revival Cycles collection. [Revival Cycles]
The Triumph has changed a bit since it was built: gone are the dual chrome headlamps, custom dual seat, and long-taper megaphone exhausts. A long sissy bar has been added, a Bates solo saddle with p-pad, and gold paint added to the chromed oil tank and battery case.   But the distinctive chartreuse metalflake paint scheme and sculpted fuel tank remain, as do the chromed fork covers, drag 'bars, and bobbed rear fender.  It's clearly the same machine, but different, as any show bike was changed over an evolving career.  But if you caught the Lopez Triumph leaning against the wall at the recent LA Handbuilt Show, you know the bike retains its period cool, with further aesthetic flavors added by time and oxidation.  It's a remarkable machine, and one crazy streamline baby.

[Revival Cycles]
[Revival Cycles]
[Revival Cycles]
 

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Desert Island Motorcycle Books

In 2022 I was asked by Jonathan Rishton - then-editor (now Publisher) of The Automobile magazine - for a list of  eight 'desert island' motorcycle books, i.e., the books I'd take to end of the world. Choosing eight volumes for my desert island was easy; most were the earliest motorcycle books added to my collection, and remain at the heart of my career. The rest have entertained me for decades, with remarkable stories and photographs that spark the imagination. My work is principally online (for theVintagent.com), but it’s print my house is made of. Or at least that’s what you might think, should you pay an actual visit: our walls are actually covered with books. For your consideration, courtesy The Automobile (and if you'd like a physical copy of the Oct. 2022 issue, click here):

The small library, ready to be stuffed in a waterproof sack for my exile on a desert island.[The Vintagent Archive]
The Fetishised Journalist: The Motorcycle (1963) by André Pieyre de Mandiargues

At the time of my selection (2022), this was the only book that had been made into a film: The Girl on a Motorcycle (1968). It stars Marianne Faithfull and Alain Delon, and follows the story of ‘Rebecca’ riding her Harley-Davidson across the Swiss border for a tryst with a former lover, with fatal consequences. Faithfull’s character is based, I am convinced, on Anke-Eve Goldmann, the German journalist and racing motorcyclist who invented the women’s one-piece leather riding suit – the original catwoman. She was friends with Mandiargues, and did not take kindly to being depicted as a sex object – the book is essentially softcore moto-porn. The film was the first in the USA to receive an X rating, but a version of Mandiargues’s novel La Marge (which won him the Prix Goncourt) was far more scandalous, and featured his personal collection of ‘pornographic objects’…

'The Motorcycle' by Andre Pieyre Mandiargues, which became the film Girl on a Motorcycle. [The Vintagent Archive]
Anke-Eve Goldmann was unknown to me when I ran across a trove of her photographs in 2008. She was faithful to BMWs from the 1950s to the 1970s, barring an affair with a hotrod MV Agusta 750 in the ’70s. It took some digging
to sort her remarkable story; eventually I interviewed her daughter and ex-husband (who took the pictures). Approaches to Goldmann herself proved futile, and my offer to write her biography was firmly rebuffed. The book, the
film and the dissemination of her motorcycle photographs on leather fetish websites in the 2000s simply infuriated her. But perhaps she doth protest too much: those interviews left me convinced The Motorcycle was based more
closely on her life than she cared to have made public. But it was not she who was killed en route to a tryst… The Motorcycle is the one book I’d save above all others, if only to inspire the writing of a stack of increasingly bizarre erotic novels to be discovered with my body.

The second of my series to be made into a movie: Danny Lyons' original 1968 edition of The Bikeriders. [The Vintagent Archive]
The Outlaw: The Bikeriders (1968) by Danny Lyon

Danny Lyon was a photographer in the Civil Rights movement of the early 1960s, documenting voter registration
drives in the American South. He returned to his hometown in 1965 and joined the Chicago Outlaws, a one-per center motorcycle ‘patch club’. He interviewed club members and photographed their homes, bars, races, picnics and everyday life in a very early case of ‘embedded’ journalism. He published this work as The Bikeriders in 1968, to a thundering silence. Despite the success of Hunter S Thompson’s similarly themed Hell’s Angels, published one year before, nobody wanted a biker photobook with text direct from the subjects’ mouths.

The book is a treasure, but the inscription - priceless. A birthday gift from Crazy Tits in 1986, when we had a motorcycle club called The Maries, an almost all-girl biker gang of women with the middle name Marie: I became Paul-Marie for the duration. [The Vintagent Archive]
Lyon lugged boxes of unsold books around for years. In 1986 I was given a paperback first edition of The Bikeriders as a birthday present from ‘Crazy Tits’, signed in purple crayon. She’d found it in a Haight Street used bookstore for 50 cents. I was entranced by the brilliant photography, and eventually the world followed suit: first editions now sell for hundreds, the book has been republished many times, and Danny Lyon has become a legend of activist photojournalism [and now there's the movie version...] I don’t see Crazy Tits anymore, but my dog-eared copy of The Bikeriders is a treasure.

A treasure beyond measure and a gift to vintagents everywhere: The Vintage Years at Brooklands spawned several follow-up books from other authors, in the same format, about racing at Brooklands. Superb (note my page markers for research). [The Vintagent Archive]
The Bin Diver: The Vintage Years at Brooklands (1968) by Dr Joseph Bayley

In Swinging London of the 1960s, miniskirts were apparently more interesting than prewar motorcycle racing. Thus a significant pile of large-format glass negatives were found in the bin outside the offices of The Motor Cycle, no doubt part of a general clear-out of historical images lacking flares and sideburns. The fellow into whose hands these plates landed was Dr Joseph Bayley, who recognised many of the gents pictured as former rivals and comrades from his racing days at Brooklands. Bayley reckoned it had been 40-plus years since anyone had seen these pictures (now more than 100 years), and their high quality and natural appeal to racing folk would make a tidy book.

Typical layout for The Vintage Years at Brooklands: a photo from an original glass plate negative, and succinct text about the moment and the riders. [The Vintagent Archive]
The Vintage Years at Brooklands covers, of course, racers from 1920 to 1930, which in 1968 was
considered the Golden Age by the Grand Poobahs at the Vintage Motor Cycle Club. There have been several
such Ages in the intervening 54 years, but the 1920s does have a special charm: the simple machines, the gallant
racers in their neckties and scant safety equipment, the essentially amateur nature of motorcycle racing at the time. While Bayley mirrors a whole-page photograph with a simple reminiscence of the who, when and what, the pictures themselves speak volumes and the book is simply wonderful.

Robert Edison Fulton's round-the-world epic on his Douglas Bulldog remains one of the best moto-travel books of all time. [The Vintagent Archive]
The Hidden Pistol: One Man Caravan (1937), by R.E.Fulton

A son of privilege makes an impulsive boast at a fancy London dinner party; his bluff is called, and honour compels
him to make a two-year trip round the globe on a motorbike. That’s the elevator pitch for One Man Caravan, R E Fulton Jr’s account of his 1932-33 round-the-world adventure. It was Fulton’s luck that Kenton Redgrave, owner of
Douglas motorcycles, was at that soirée, and immediately offered to build a special machine for his journey, with an extra fuel tank and racks front and rear for luggage. Fulton packed it with pots and pans, his tuxedo, and a pistol
between the bash plate and crankcase, just in case. He never used any of it, ditching all but the pistol en route.

Fulton’s story is a beauty, plus he took a good camera, an excellent cine camera and miles of film. The book depicts a lost world with familiar names, and the journey made Fulton a philosopher. He forgot the pistol amidst his invariably friendly engagement with locals. His 1932 Douglas Mastif is currently in my ADV: Overland exhibit at the Petersen Museum in LA. I fished under the crankcase but the pistol is gone…

A 1979 first edition of Ted Simon's masterpiece 'Jupiter's Travels', emphatically recommended to me by 'Dr Tim' in 1986. Tim's round-the-world journey was mostly chasing Sinead O'Connor, for whom he had an unhealthy obsession after a night at Zeitgeist bar with her and myself, while she was traveling with U2. Tim refused to give his name, saying repeatedly 'just call me Joe'. Some of her first album grew from that conversation - yes it was that interesting - and it bent Tim's mind when the album became legend. [The Vintagent Archive]
The Hippie Overlander: Jupiter's Travels (1979), by Ted Simon

Ted Simon was a journalist in Fleet Street for 10 years before convincing the Sunday Times and Triumph
Motorcycles to sponsor a round-the-world (RTW) journey in 1973. Triumph thought it good advertising, but stopped production of Simon’s Tiger 100 model during his first year abroad. Regardless, he dubbed the bike Jupiter
and spent four years and 64,000 miles visiting 45 countries. He published Jupiter’s Travels in 1979 and it was an instant classic of global travel literature, inspiring countless imitators on two wheels. There’s a dividing line on RTW
travel: it’s estimated only 52 motorcyclists made an RTW journey before 1980, but après Ted, le déluge. This book and Fulton’s inspired my wanderlust, an interest in the history of overlanding, and ultimately my ADV: Overland exhibit. It’s a great read for anyone.

The original motorcycle manual, but not the first. Pagé's 1914 'Motorcycles, Side Cars, and Cyclecars' is available in multiple versions, as it's long out of copyright. [The Vintagent Archive]
The Manualist: Motorcycles, Side Cars and Cyclecars (1914), by Victor Pagé

Vehicle ownership in the pioneer era was a DIY affair unless you had an engineer/mechanic on the staff. Manufacturers offered scant instruction and poor references for maintenance and repair: ‘refer questions to the manufacturer’. It took Victor Pagé to assemble a magnum opus of early motorcycling in 1914 that proved an
invaluable resource: Motorcycles, Side Cars and Cyclecars.

The book contains amazing illustrations and fold-out pages, like these early cyclecars, which look like far too much fun. [The Vintagent Archive]
The 550-page book covers 41 mostly American brands, with 350 illustrations and wonderful fold-out technical drawings. For the technically curious, it’s a hoot: a delightful
survey of bad ideas and wrong directions, plus undeveloped brilliance that would take generations to sort. Early editions with the fold- outs are rare, but the book has been recently reprinted and is still fun to leaf through,
especially for the cyclecars.

The late Stephen Wright put together the American version of 'The Vintage Years at Brooklands', an exceptional study of early racing motorcycles in the USA. [The Vintagent Archive]
The Cyclone Tamer: American Racer 1900-1940 (1979), by Stephen Wright

To American motorcycle collectors, the Golden Age of motorcycling happened before 1916. That’s
the year Harley-Davidsons got three-speed gearboxes, and ruined everything. ‘Pre-16’ motorcycle rallies were the heart and soul of the American scene, and Stephen Wright, while born in the UK, was an essential part of that scene as a collector of machines and ephemera, and a restorer of the rarest of racers: Cyclones, Flying Merkels, Harley-Davidson and Indian Eight-Valves. He converted his expertise and collection into three extraordinary books:
American Racer 1900-1940, American Racer 1940-1980, and The American Motorcycle 1896-1914. He’d planned a series of follow-up volumes, but death intervened, so we are left with just the three, and what beauties they are.

Laid out something like The Vintage Years at Brooklands, American Racer has large-format photos with accompanying text, which is always enlightening. [The Vintagent Archive]
My favourite is the first American Racer 1900-1940, published in 1979 in a similar layout to Bayley’s book: large format (11 by 14in) with a facing full-page photograph with just enough text to pique your curiosity, with first-hand
accounts cementing the historical record. If you can find one, dig deep: it’s a keeper.

The Bibliographer: The Art of the Motorcycle (1998), by Thomas Krens, Matthew Drutt (editor)

When BMW approached the Guggenheim Museum offering $3m to be title sponsor of an exhibition, director Thomas
Krens turned to his film curator. Ultan Guilfoyle was a dedicated vintagent, but didn’t consider himself qualified to curate a major motorcycle exhibit alone. He turned to Dr Charles Falco, a professor of optical physics who’d been
working with David Hockney on reverse-engineering the tools used by Renaissance painters to fix perspective on canvas.

A magnum opus of an exhibition, probably the most important motorcycle exhibit in history, and the catalog is no slouch! But the bibliography by Charles Falco is out of this world. [The Vintagent Archive]
Falco is also a vintagent, and had an enormous library of motorcycle books: the pair spent the better part of 1997 sourcing 100 exemplary motorcycles for The Art of the Motorcycle. Starchitect Frank Gehry was hired to design
the exhibition, and wrapped the interior of the Guggenheim’s giant spiral with chrome. Well, mylar, but it looked like chrome, and the show was a whopper, and remains its most popular ever. I had the good fortune of looking round
after-hours with the Brough Superior Club and nearly got myself locked on the rooftop, but that’s another story. The exquisite catalogue is the real story here, and, more importantly, the bibliography in the back: Charles Falco
assembled the most comprehensive English-language list of books about motorcycles ever published. I’m happy to admit I’ve collected all of the books in that bibliography, but now the list is 26 years old, and publishing didn’t stop, so 'the constant search’ continues.

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Of Young Men and Motorcycles

By Geoff Drake

May your heart always be joyful and may your song always be sung. May you stay forever young. –Bob Dylan

In the early 1960s the hamlet of Carmel, California, was sanctuary to an assortment of Bohemian singers, artists, and writers who would soon leave an indelible mark on American culture. The famous folk singer Joan Baez had taken up residence in the Carmel Highlands, on a rocky outcropping overlooking the Pacific. There, she was joined by her lover, a precocious young singer by the name of Bob Dylan, whom she was busy promoting, leveraging her fame by inviting him to sing with her at her concerts. Joan's little sister Mimi, enchantingly beautiful at just 17, had recently rented a cabin with her new husband; singer, novelist and poet Richard Fariña.

Richard Fariña and Mimi Baez-Fariña, not long after their marriage.

It was a time of remarkable potential, with the folk music scene having become the voice an entire generation, expressing the disconnect between the values of a massive youth demographic and its 'best generation' parents, and the politics of the US government versus the ideals of its youth.  It’s not hard to imagine Dylan, the Baez sisters, and Fariña plying the roads of Carmel and the Big Sur coast, prior to the current tourist inundation, while laying the groundwork for 50 years of folk music in America (an epoch chronicled in David Hajdu’s  book, “Positively 4th Street”). In the spring of 1966, it seemed almost anything was possible. They could have no way of knowing what the next few months would bring.

Bob Dylan with Mimi and Richard Fariña.

Aura of Invincibility

In recent years Fariña had played music with Pete Seeger and Bob Dylan. He had toured and lived in Europe, and played and recited poetry in the creative cauldron of Greenwich Village, New York. He had married (after 18 days), and quickly divorced folk singer Carolyn Hester. Now, married to the lovely Mimi Baez, and armed with a penchant for self promotion, he found himself nestled among famous cultural iconoclasts of the day. But while he had been cavorting with the famous, Fariña struggled with his demons. Deep down, he was bitterly envious of Dylan’s soaring success on a world stage, and the ease with which he wrote songs—a great font of creativity that continues to this day. Moreover, Fariña had struggled for years to publish his novel, “Been Down So Long It Looks Like Up to Me,” a fantastical fiction that stylistically resembled the work of his college friend Thomas Pynchon, author of “Gravity’s Rainbow.”

Richard Fariña's novel, 'Been Down So Long It Looks Like Up' was published in 1966, a cult classic that influenced quite a few writers as a 'modern Odyssey' with a protagonist careering through various adventures, drugs, and relationships with women.

After years of rewrites and petty squabbles with publishers, Fariña’s great project finally came to fruition in 1965, when Random House agreed to publish the work. With this news, and the undying support of his young wife, Fariña was positively flying. A book signing was organized to celebrate the great event, at the now-defunct Thunderbird Bookstore in the Barnyard Shopping Center, at the mouth of Carmel Valley. The date: April 30, 1966—his young wife’s 21st birthday. It’s easy to envision Fariña, then in his 20s, heady with the publication of his new book, and intimate with some of the world’s most famous and influential artists, conducting himself with the certain aura of invincibility that accompanies youth and accomplishment. The event started in the afternoon. There is a haunting image of Richard and Mimi Fariña, taken on a sunny deck outside the Thunderbird. She seems proud, yet strangely skeptical, as if his new trajectory in life couldn’t quite be possible, or if she was witnessing some implausible hubris. For his part, Fariña is looking skyward, slightly askance, as if he knew some strange visitation was in the offing. It was.

The Baez sisters: Joan, Pauline, and Mimi.

Zoom

After the intoxicating experience of the book signing, and with another one planned in San Francisco the next day, Fariña was primed for adventure. According to Hajdu, each book he signed at the Thunderbird had been accompanied by this simple inscription: Zoom. After the signing, he and Mimi both attended a party a few miles up Carmel Valley, in honor of his book and her birthday. A friend, Willie Hinds, then studying at Hopkins Marine Station in Pacific Grove, had arrived on a new, red Harley-Davidson Sportster. Fariña imagined that a fast ride on that beautiful road would be the perfect capstone to his day—a fitting harbinger of the great future that lay before him. One can only imagine the mental state of the driver of the new Harley-Davidson, Hinds, infected with the enthusiasm of his famous passenger and the power of what was then one of the fastest motorcycles on the road (if a bit ill-handling), on one of the best motorcycle roads in America.

Richard and Mimi at his book signing in Carmel Valley. [David Hajdu]
Did Fariña—in his unbridled enthusiasm—urge him on, the pair conspiring toward speeds that made the Sportster weave and groan in complaint? Or was it all Hinds, the driver? It’s impossible to know, but within half an hour, according to Hajdu, sirens could be heard in the distance. They had taken a corner too fast. Or, Fariña was fighting Hinds in the corner, leaning the opposite way, a common urge of self-preservation that actually has the opposite effect, making the bike nearly unmanageable for the driver, like an unwieldy snake. Whatever the cause, the bike tumbled off into a vineyard, at an estimated 90 mph. Hinds was badly hurt, but survived. Fariña, the passenger, was not so lucky. Unhelmeted, he died instantly of massive head and internal injuries.  He was just 26. When Mimi Fariña returned to the home on Mount Devon Road in the Carmel Highlands days later, she discovered that Fariña had set out a gift and card for his young wife, trying to make amends for the fact that he had forgotten her birthday.

Life at the Apex

I find myself fascinated by these events, perhaps because of the small ways in which my own life intersects with that of a man I have only read about. Like Fariña, I also know the Carmel Valley—I would even say intimately—from the seat of a motorcycle. Like Fariña, I have also written books—though not nearly as grand in scope—and I know the elation that comes with taking the first copy in hand, and the likelihood that one might feel just a little invincible, and prone to excess—vulnerable to the opiate of speed on two wheels.

A 1966 Harley-Davidson Sportster, an 883cc machine with 55hp and 115mph top speed, a proper sports machine in its day. [The Vintagent Archive]
Like Fariña, I have reveled in the sinuous curves of that road, and have even stiffened with the anticipation of a fall which—fortunately for me—never came. It seems every California motorcyclist knows that road, and has scraped hard parts trying to execute a perfect line among its hundreds of turns. From the ocean, it gently courses through the open valley, then tightens to a thin rope past Carmel Valley Village. In spring, the pastures reveal dizzying expanses of wildflowers. It then passes the tortuous road to the famed Tassajara Zen Center, established by the groundbreaking monk Shunryu Suzuki, author of the seminal book of Zen in America, “Zen Mind, Beginner’s Mind.” Eventually the road snakes its way to Cahoon Summit, before plunging down through a delectable series of decreasing-radius turns to Arroyo Seco, a ride of almost 50 miles. I have done it dozens of times, and never tire of it. I am so fond of the ride that I even wrote an article about it, published in “Rider” magazine.

Bob Dylan with his Triumph before the accident that preceded a long withdrawal from public life.

Many have analyzed Fariña’s accident, looking for that exact patch of road just outside the village, on a series of left/right decreasing-radius turns, bordered by a low stone wall. It’s a place that has nearly caught me out on occasion. Was that the spot? Another account puts the accident site a few miles from the ocean, at a point called Steinbeck’s Pool. This section, with its long, sweeping curves in an open valley, looks to be nothing either spectacular or particularly challenging for a motorcyclist. However, when traveling at an estimated 90 mph, with a passenger fighting to keep the big bike upright, any curve is dangerous. Is the desire to understand the accident an obsession? A desire to avoid the same fate? Or a little of both?  In any case, the story lingers in the mind, like a recurring dream. All motorcyclists know these thoughts. We ride these roads, we know the quality of the pavement, the turns, the braking points, and the gear required to accelerate cleanly out of each apex. When done right, it’s a thing of beauty, poetry. When done incorrectly, or in haste, it’s a mess, an abomination, a source of embarrassment. And maybe death.

Postcript

Richard Fariña is buried in the Monterey City Cemetery, which I view every morning over my right shoulder while riding to work. His small, flat stone is emblazoned with a peace sign. Judy Collins sang at his funeral. Mimi Fariña died of cancer in 2001. Her sister, Joan Baez, built a home on Miramonte Road, not far from the spot where her brother-in-law died. Richard and Mimi Fariña’s house on Mount Devon Road is still there: a low, flat structure that’s unspectacular in comparison to the multi-million dollar estates that now surround it. Regardless, it still commands a striking view of the rocky coast, and it’s easy to see how it would inspire the writing of any book, as it did for Fariña.

Richard Fariña's grave marker.

Dylan, the genius of his generation, seemed to have learned nothing from the tragic incident, if he was aware of it at all. In an ironic twist, just months later, he crashed his Triumph on a country road near Woodstock, New York. Afterward, he dropped from public view for years, though it has always been said that the accident merely served as an excuse to remove himself from the public eye, and that his injuries were not serious. Such things happen, sometimes at the absolute apex of your life. Or the moment becomes the apex of your life, simply because of what follows. Either way, you are remembered for it. And hopefully, for many other things, as with Richard Fariña.

[This article by was originally published in City Bike magazine.]

 

The former editor of VeloNews and Bicycling magazines, author of two books, founder of Wriding.

 

 

 


Coventry Motors Limited

While the name rings with Englishness, the charming worskhops of Coventry Motor Ltd can be found in the heart of Buenos Aires, Argentina, across the road from the Hipódromo San Isidro, where polo ponies and race horses more commonly ply their trade.  In fact the Coventry workshops used to be stables serving the racetrack, which is obvious once you clock the series of identical large doors surrounding its central courtyard.  "We kept the doors, but knocked down the walls between the stables," notes proprietor Fede Lozado, pointing out the numerous sub-businesses installed in the venue.  A Zooz e-bike shop, a graphic design studio, storage for motorcycles, and most importantly, the combined workshop / display area that is the heart of the business.

Vincent motorcycles have a two-part history in Argentina: the money to found the business (by purchasing the HRD brand in 1928) came from the Vincent family cattle ranches in Argentina, which thrived during the Depression. And in the 1940s and 50s, the Argentinian police purchased around 800 Vincents (mostly Series B Rapides like this bike), many of which are still in the country, despite the best efforts of foreign pickers! [Paul d'Orléans]
It's the kind of shop you see on Instagram but rarely in person: a clothing shop in a casual moto-centric lounge, its walls covered in vintage posters, paintings, and old lighted signs, the floors covered in Persian carpets, and comfortable leather couches and chairs fronted by a glass coffee table supported by a V8 crankcase.  "That used to be the engine in my Mustang, but I put in a new engine with more power," smiles Fede.  Re-purposing at it's best.  The clothing racks are filled exclusively with gear from El Solitario MC, as Fede is the global sales director for the brand, a long way from Galicia in Spain where El Sol is based. "I have a history of developing brands, and a lot of success, and I met David through my early years customizing bikes, like 2010/11.  Those first BikeExif years.  I went to the 2013 Wheels&Waves, and met the whole crew there, including you! That was only the second W&W, when it was still at the lighthouse."

Evidence of participation in races at Wheels&Waves - the Punks Peak and El Rollo events jerseys. [Paul d'Orléans]
Fede was clearly an early adopter of the Custom Revolution, but at the he time had a different business, supporting brands with their identities, at which he was notably successful. But he found a new niche working with El Solitario MC on their ever-expanding line of motorcycle gear; now Coventry Motors Ltd is an appointment-only shop.  While I'd met Fede at both Wheels&Waves and in Milan during Design Week two years ago, David Borras connected us when he realized I was in Buenos Aires.  Fede's weekly parilla (grill) in the courtyard of his shop was the perfect time to soak in the ambience, and meet his crew of porteño miscreants.

'Abandon All Hope' - a remarkable custom by Patricio Castelli of Buenos Aires. [Juan Paviolo]
These included Patricio Castelli, whose remarkable retro-futuristic custom 'Abandon All Hope' was featured in The Vintagent back in 2021: it's absolutely the apex example of the genre, uncompromising in its form and remarkably pure in conception.  And I love the photo shoot for the bike, taken on a freeway overpass in the middle of Buenos Aires - I asked, but still don't understand how they pulled off that stunt.  It's a great article by Greg Williams - give it a read!

Fedo Lozado, Paul d'Orléans, and Patricio Castelli posing the workshop of Coventry Motors Ltd. [Susan McLaughlin]
A thousand thanks to Fede and his merry pranksters for their hospitality, hilarious company, and superb food.

Interior of the lounge at Coventry Motors Ltd. [Susan McLaughlin]
Fede Lozado and his parilla. [Susan McLaughlin]
The 1970 Triumph TR6 on which Fede rode from Bolivia to Ushuia: quite a journey! [Paul d'Orléans]
The original family business logo for Coventry Motors Ltd. [Paul d'Orleans]
... [Paul d'Orléans]
The Gilera 175 loving restored and slightly modified by Fede. "I've rebuilt it six times, because I've ridden it everywhere." [Paul d'Orleans]
Detail from the Gilera 175: exquisite hand engraving on the fork stanchions and alloy wheel rims. No wonder the bike is a show winner. [Paul d'Orléans]
At the butcher's table. "Actually my neighbor who supplies the meat is more than a butcher, he's a murderer. And give me the best cuts." Agreed; it was the best I ate in Buenos Aires. [Paul d'Orléans]
A merry band of miscreants, artists, former hoodlums, and writers. In other words, excellent company. [Paul d'Orléans]
 

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

My First Barn Find

Story and photos by Edward Kunath

In the summer of 1991, I had my first real job and real money. Pre-internet, I would regularly scour print ads for interesting old vehicles, gas pumps, etc. In the 90s, the word “picker” had not been invented. Chasing down antique vehicles as a hobby was not considered cool. One weekend a local swap sheet had a tiny ad that read '1957 Carmen [sic] Ghia': being a longtime VW fan, I literally ran out of the house, sped to the nearest cash machine and withdraw the maximum amount. The ad brought me to a house on the outskirts of town, and a soft-spoken grandmother answered the door: Mrs.H. was happy to show me the car out back. She was full of stories; Mr. and Mrs.H were the original homeowners in the area, back when it was 'country'. Over the years, as suburbia encroached, they sold off perimeter lots but kept the center lot for themselves. Down the hill, around a fence and all the way back, stood a corrugated tin shed, a barn, several antique tractors, and a few 30s & 40s trucks. Unlike a junkyard, all vehicles and equipment were organized into tidy rows, facing the same direction, and evenly spaced. My kind of guy.

Mr. and Mrs.H at their Iowa home with their 1947 Harley-Davidson UL 'flathead' Big Twin, a model renowned for its bulletproof nature. [Edward Kunath]
The Karmann Ghia was buried in a shed. We made a deal, but that still meant getting the car out of the shed: every day I'd clear a few obstacles away, and prepared the car for the move. Everything on the property was accessible, except for a padlocked barn, which stoked my curiosity.  My dad came with me to help, and during that week he asked if Mrs.H had any old fishing gear or guns. Mrs.H said she still had her grandfather's shotgun, and took us down to the mysterious locked barn to show us. The door had not been opened in ages and was stuck in the dirt, but it opened just far enough so we could see the derelict gun...and more. It had that smell found only in long-dormant barns with old vehicles in them - equal parts petroleum and wood.

The timing side of the 1947 H-D UL at the Iowa home of the previous owners. The bike is covered with period accessories, like the Buddy seat, the rear bumper, saddlebags, open exhaust, spotlamps, and more. [Edward Kunath]
In the blackness I could make out the front wheel of a motorcycle, but mysteriously, it was chest- high. Behind it sat an original paint model-T pickup. It took a while to get the door open. The gun looked rough, but I bought it for my dad in hopes of making a lamp out of it, and asked about the big motorcycle sitting on top of an oil drum. At this time I was not a motorcyclist, and Harley-Davidsons were not on my radar. And for Mrs.H, it was just another one of her husband's mechanical curiosities. Even though 42 years had passed, Mrs.H clearly remembered how her husband came to own the 1947 Harley-Davidson UL. A friend named Tom was the first owner, a WWII veteran, and in 1947 he bought a new car and a new motorcycle. Around 1949, unable to keep up with payments, Mr. H paid off his car in exchange for the motorcycle. Mr. O was not a motorcycle guy, so what did they do with the bike?  He used it to ride his children and other neighborhood kids around their acreage for fun - joy rides for kids.  The bike was put away around 1955, and the last time it had been used was for week in 1965 when relatives came out to Iowa from California, and wanted a ride. Since then it had been sitting in the barn, on top of the oil drum where I found it.

Mr.H with his children and dog, to whom he'd give rides on his property with the stable old UL. The crash bars, forward bumper, and running lights are clearly visible. [Edward Kunath]
Mrs.H claimed that over the years, Mr.H had replaced the engine oil in each vehicle. He would then turn over the engines twice a year with a battery. Later I drained the oil out of both vehicles I bought from them and it was perfect.  Eventually, Mrs.H contracted an auction house to clear out the property, and the Harley was included. It took a few days to convince Mrs.H to pull the Harley out of the auction; she was a good negotiator. In those days I had no way to determine its market value. It was purely an impulse purchase. Technically it was a 'barn-find', but neither the phrase nor the idea existed in 1991, at least to me. When people found out how much I paid, they said it was too much for a motorcycle so old, and I was embarrassed. For the next five years, I hid it in my grandfather’s garage. In 1996 my grandfather passed on and the bike had to be moved. An acquaintance who was deeply into vintage Harley-Davidsons saw it and pointed out every period aftermarket part it had. He convinced me that I should not be ashamed of its old dusty appearance (“patina” was not yet in common use) and should just ride it.

For a 'patina' bike still running on its 1950s tires, the 1947 UL looks pretty darn good today! [Travis Biggs]
That first year of riding was a challenge. Most of my motorcycle experience was on my dad's Honda CB125. The Honda and the Harley occupied two separate universes: the Honda was an appliance, happy and willing to do your bidding. The Harley required your attention and respect. Spark advance is controlled with the left hand grip. The old timers said there were two rules of starting: retard the timing and never let your leg get 'straight.' Once, I forgot about the timing, ended up with a numb foot and considered myself fortunate. Failure to heed both pieces of advice could cause one to do a nose dive over the handlebars. The clutch took some time to master, as it has no spring return  - luckily it's not a 'suicide' clutch that does have a spring. The foot clutch was the source of my only accident, that happened at 2mph, with my feet on the ground desperately trying to hold the bike back. Things came to a stop when the front tire hit the middle of a lilac bush. The Harley and I were immersed in fragrant foliage, engine still chugging away. No harm done, except to my ego.

A closer look at the hand shifter and original paint fuel tank of the 1947 UL, plus the cracked but original Buddy seat. [Travis Biggs]
With my job in the Merchant Marine, I was out of the country most of the year, so I didn't ride the bike much. Most people commented they thought it deserved to be restored.  The 1990s saw the beginnings of collector Ferrari prices surpassing all expectations, and vehicle collecting was becoming mainstream. Body-off, better-than-new restorations were becoming the norm over traditional “mechanical” restorations. I felt considerable pressure at the time to restore the Harley, and though I wish it could be said that I see into the future, mostly I refused to restore it because I simply liked it exactly as it was. It had character.

Character: it's what attracts aficionados to old motorcycles. Especially bikes with an honest history, like this machine. [Travis Biggs]
Peter Egan's writing was of considerable consolation. And I'm not just saying this because I once peppered him with questions when I caught him alone at a racetrack. Peter once wrote:
"I went to high school with guys who, when they got all dressed up...slicked their hair up with some highly reflective oil product, and tended to wear suits of hard fabric with sharp creases, sometimes with a kind of greenish aurora-borealis luminescence about them...They enjoyed going through life with polished, shiny things, reflecting light on all those about them...
Others among us (I suppose I fell into this group) seemed drawn toward clothing, cars, and possessions that absorbed light to some extent, or at least contained a high contrast between glossy and obscure surfaces. Dressed for the dance, we showed up in slightly tweedy fabrics- usually in some color that seemed to be celebrating the annual peat harvest..."
Peter Egan, 'Wooden Boats', Road & Track, August 1991.

As Mrs.H might have said, 'they're only original once!' Love her 1950s saddle shoes. [Edward Kunath]
That did it. The Harley stays like it is. In the late 90s I met a girl who I really wanted to impress; she had moved from New Zealand to my little town in Iowa. In that place and time, even a girl from Wisconsin seemed exotic. Out came the Harley. The Kiwi girl got a job downtown on the third floor of an old brick building. This was our routine: At 5pm I would ride the Harley to her office, stop in front of the building and rev the engine. She waved to me from the third story open window, like Maria in West Side Story, to express her appreciation for open pipes.
In the fall of 1998 we rode that old beast in matching vintage WWII 'Ike' jackets. To use a NZ expression, I thought I was the “cat's pajamas”.  Not sure this was true, but this was the best life I could manage at the time. She married me, so maybe the Harley worked some magic.

[Travis Biggs]
According the the Early Karmann Ghia Registry, Mrs.H sold me the 23rd-oldest-known Karmann Ghia in the world. Twenty-eight years later, I still have the car, the Belgian double shotgun, the motorcycle and the girl. Thank you, Mrs.H.

Mr.H clearly wanted to document the state of his 1947 Harley-Davidson UL, even in the 1950s. Dig that low registration number. [Edward Kunath]
Current State of the 1947 Harley-Davidson UL

It's embarrassing to admit that during my entire ownership, I've ridden the UL on its original 1950s tires. You can see from the original photos the distinctive balding pattern on the rear Firestone. By the 2000s, an older and far more prudent motorcycle friend had strongly encouraged me on more than one occasion, using words well known to sailors, to change the tires or stop riding it. From then on I rode it only for short distances and at low speeds. Sometimes I'd take it out for our local, weekly Harley block party. The owner is a keen motorcyclist and offered me two irresistible lures: a parking spot directly in front of the band to show it off and free beer.

The bike in all its 1950s glory: very little has changed, despite decades in barn storage. [Edward Kunath]
Vehicle Details
● The hood ornament on the front fender, as best as I can determine, is from a 1949 Buick.
● The exhaust pipe is open, contains no baffling. My best guess is that Tom, the original owner,
made it.
● When I first purchased it, the butterfly valve at the end of the exhaust pipe was a mystery to me. My grandfather, born in 1914, knew immediately what it was. When closed, the engine warms up more quickly. In the past 33 years I have taken pains to make as few changes as possible. The photos from 1955 confirm the current condition. Here's what has changed:
● The tires were re-tubed.The oil tank and lines were removed for internal cleaning.
● A section of exhaust pipe on the rear cylinder had a hole. The exhaust covering was very carefully unwrapped. A new section of pipe was locally made in mild steel. The original covering was wound back into place. Repair is now invisible.
● Period Saddlebags have been added. The chrome bag mounting plates are original to the bike.
● The Linkert carb was removed and thoroughly cleaned in a commercial ultrasonic cleaner. A
Rubber Ducky float was installed along with a complete and correct carb rebuild kit from linkertcarbs.com. The ultrasonic cleaner, while effective, over-cleaned the carb exterior. Since then, the brass has gained patina and looks correct.

 

Ed Kunath is a refugee from the corporate world, a Merchant Marine engineer, world traveler, entrepreneur, and motorcycle/car collector/restorer in Iowa.

Mama Don't Take My Autochrome

Sorry for the earworm; I'm just passing it along, as I can't discuss the story of the world's first successful color photography without Paul Simon intruding on the soundtrack.  Putting that aside for now, let's talk about the Lumiére brothers, August and Louis, who were deeply involved in the business of photography, and patented many processes and techniques that advanced the science of still and motion pictures.  For example, they patented the film perforations used forever after on roll film and cinematic film, and patented a cine camera in 1895 that could record, develop, and project motion pictures.

The Lumiére brothers, who invented the film sprocket and a functional cinema, but tossed all that aside to create a viable color photography medium. [Wikipedia]
The Lumiéres did not invent the cinema camera or the concept of the 'movie', as various forms of moving images had been around for decades, including the Zoetrope and other stop-motion optical devices.  But a photographic movie was novel, and while they weren't the first to make a motion picture, the Lumiére brothers were the first to project a film at a public screening, on March 22 1895, in Paris.   The screening was part of a conference put on by the brothers to show their developments in photography, and progress towards color photography, and it's said they were surprised that the audience was far more interested in the movies than in their lectures.  That fascination lingers to this day, but the Lumiéres couldn't understand it, and considered movies "the an invention without any future".  They refused to sell their cinematic equipment to aspiring filmmakers like Georges Méliès, and by 1903 had abandoned their cinematic research to focus on color photography, their true interest.  The brothers worked with early forms of color photography like interference heliography (the 'Lippman process') and a subtractive gum bichromate process they demonstrated at the Exposition Universelle in Paris in 1900.

A 1914 Autochrome showing a British despatch rider on a single-speed belt drive 'Trusty' Triumph, at the Battle of Marne. [photo by Jules Gervais Courtellemont]
In 1903 they patented a new process that specified very fine, transparent potato starch dyed different colors (orange/green/violet), mixed in a gelatin emulsion for an even distribution of the colored grains, and laid on glass with lampblack (carbon) filling the gaps between the grains, using pressure to ensure a only single layer of grains were used: this layer was then covered in shellac, and a panchromatic silver halide layer added, which was the light-sensitive material that would ultimately fix the image [the full process is described below]. They dubbed the process Autochrome.  The process launched commercially in 1907: the four-year gap between the patent and actual production was necessary to invent(!) the industrial machinery necessary to produce sensitized glass plates on a large scale. The Autochrome was the first successful, commercially-produced color photography system.

Possibly the world's first color image of an automobile, taken in 1906, before the Autochrome process was commercially available. The girl in the 1902 8 HP Renault is Suzanne Lumière, daughter of Louis Lumiére, and the photo was taken by him during the experimental phase of the Autochrome process. [PreWarCar.com]
Color 'film' as we know it would not be introduced until the mid-1930s, so for 25 years or so, the Autochrome was the principal color photo process used by professional and amateur photographers.  Most notable among the pros was Jacque-Henri Lartigue, whose photos of his wife Bibi exploit the dreamy, pointillist quality of the Autochrome to reflect his loving gaze.  Not everyone loved that hazy quality, though, and the search was on for a crisper technique, which was eventually developed using multiple layers of colored dye on film, which had a much, much finer grain that was nearly invisible to the human eye.

The artistic avant-garde meets the aviation avant-garde in this Autochrome in this gorgeous shot of a Nieuport 23 C1, taken likely in 1917 when the machine was still a prototype, given the lack of ID numbering on the plane. [Wikipedia]
But many artists and photographers embraced the 'limitations' of the Autochrome as its principal charm: after all, Monet had painted the last of his 'Water Lillies' series in 1899, only 8 years before Autochrome was commercially produced, and George Seurat's distinctive Pointillist style used that same dreamy quality, which suited the artistic tendencies of the era perfectly.  When applied to an image of an airplane, a car, or a motorcycle, the Autochrome became more of a work of art, contradicting the popular narrative that photographs were 'documentary' and captured some kind of truth in the world, to the extent of being used as evidence in court proceedings.  But all photographs must be taken with a grain of salt, as artists were the most famous early adopters of the photographic process, and understood it as a medium for expression, if a photo was to be considered successful.   Even 'documentarians' like Matthew Brady, when capturing the after-effects of Civil War battles, dragged cannonballs and corpses around to create a better composition.

Jacques-Henri Lartigue used the Autochrome process extensively in the early years of the century: here his wife Bibi rides an interesting wheeled contraption, the precursor of the Big Wheel. He took several photographs using B/W film of his friends riding this machine, too. [Lumiére]
The Autochrome process was thought lost for decades, as the technical details and machinery required to produce the plates (and later film versions of the medium, produced until the mid-1950s) were long gone by the 21st Century.  A revised version of the process was recently developed by the Penumbra Foundation in NYC, and the patent process is underway for possible small-batch production or even large-batch, if a reborn company like Polaroid wants to branch out into new/old territories.  I'd certainly like to try it!

A c.1914 Martinsyde V-twin with sidecar caught on Autochrome.

The Autochrome process described:

Source potato starch grains measuring between 0,006-0,025mm: dye three batches, respectively in violet, green and orange, using water-based dyes.  Mix the grains thoroughly.  On a glass plate (0.9 - 1.8mm thick - 'single strength' glass), lay a thin gelatin or water-based varnish layer, and blow or dust the still-sticky layer with the dyes starch grains: blow or dust off the surplus grains.  Add a layer of very fine lampblack (carbon) over the top, to fill in the gaps between the colored grains.  Use pressure to ensure the resulting layer is only one grain thick.  Apply clear varnish to seal and make waterproof.  In a darkroom, add a layer of panchromatic emulsion.  If you've made a large sheet of glass (the typical production method), cut plates to the desired size (eg, 4x5" et al).  Store the plates in a light-tight container for future use in a plate camera.

A romantic shot of Bibi Lartigue at breakfast. [Jacque-Henri Lartigue]
Kids at play in Paris, 'The Grenata Street army' by Leon Gimpel, 1915.

A coastal shot reminiscent of the romantic paintings of the late 1800s. [unknown]
The dyed potato starch grains, with lamp black infill, in a greatly enlarged image. [wikipedia]
Congolese soldiers in the Belgian army in WW1. Since most of Africa was under the control of various European colonizers, WW1 was played out on that continent too, with over a million African soldiers taking part in the fighting. As well, France sent over 450,000 African troops to fight the Germans at their front lines in France and Belgium. The Belgian military conscripted their colonial subjects mostly to fight at home, but some few hundreds of Congolese soldiers did fight on the Western Front. [unknown]
A 1910 Autochrome of Foolish House at Ontario Beach Park. [Eastman Museum]
Stagecoach omnibuses in Ghent, Belgium in 1912. [photo by Alfonse Van Besten]
 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

The Vintagent Archive: 1973 Daytona Bike Week

Daytona Bike Week traces it roots to the 1937 origins of the Daytona 200 beach races, as a spontaneous gathering of racing fans who traveled to Florida to 'watch 'em howl...down in Daytona' [re: Vance in The Loveless].  As there was money to be made from vacationing bikers, the gathering was soon supported and organized by the Daytona Chamber of Commerce, despite a tradition of rowdy behavior and a legacy of as many as 20 rider deaths every year.  Various associated events are organized around Bike Week, in Volusia County (the DeLand Bike Rally in Downtown DeLand on the first Saturday of Bike Week), and in DeLeon Springs.  These days approximately 500,000 people make their way to Daytona for the 10-day event. Festivities include motorcycle racing, concerts, parties, and street festivals. The event is usually held on the first full week of March (including the Fri-Sat-Sun prior to) and contends with the Sturgis Motorcycle Rally as the most popular motorcycle rally in the United States.

This Honda CB750 chopper sports a custom chassis (likely from AAE or similar provider), extended springer forks with dual 'discs' on the 16" front wheel. The rider's helmet is intriguing, and the street is lined almost exclusively by customized Harley-Davidsons and Hondas, but I do spot one BMW in the rear. That's a c.1971 Ford Maverick too. [The Vintagent Archive]
A collection of slides from the 1973 Daytona Bike Week recently arrived in The Vintagent Archive, a slideshow of a particular moment in time, with a unique flavor: the first years of the Japanese four-cylinder roadsters, the apex years of early chopper development post-Easy Rider, the cars and businesses of the period.  I don't know the builders of some of these choppers, nor the names of participants, so if you recognize anyone, please give a shout!  Otherwise, enjoy a trip back in time.

Trikes and choppers at the Rat's Hole Chopper Show: this VW-powered trike looks like a Big Daddy Ed Roth knockoff, similar to the one in our story of the 1973 First International Motorcycle Art Show. With a low center of gravity, high power-to-weight ratio, and lots of rubber on the ground, these trikes can haul ass. [The Vintagent Archive]
A very different, far cruder trike than the show example: this machine is likely built around a Harley-Davidson Servi-Car chassis, with an EL Knucklehead motor, and extended solid forks. With lots of rake and little trail, a very short wheelbase, and a high center of gravity, it was probably a handful to ride. Note a trio of Suzukis behind: two TR500 Titans and a TS250 Savage. [The Vintagent Archive]
Coney Island Style! Amazing that a 12V Harley-Davidson FL Duo-Glide generator can support so many lights, but this machine is all style front tip to toe. Read our article on the origins of Coney Island bikes here. [The Vintagent]
Hot rods too! This amazing period show car has six carbs mounted on a V8, and expressive fiberglass moulding. A baroque evolution of the T-bucket roadster hot rods of the 1940s. [The Vintagent Archive]
Trouble afoot: a few of the Pagan's MC walk the strip, checking out the bikes...possibly to steal. [The Vintagent Archive]
Two for the show. A lineup of extended-fork choppers, the nearest one in luscious lavender with a Triumph engine, at the Rat's Hole chopper show. [The Vintagent Archive]
Wild in the streets! A gaggle of customized bikes, mostly Harley-Davidson Sportsters but a Triumph is the most radical bike in the lineup. Note the Yellow Submarine sandwich shop - a popular play on the Beatles' 1968 animated film. [The Vintagent Archive]
Meet me at the Red Room. Riders on Triumph and Harley-Davidson customs are watched over by a lone policeman. [The Vintagent Archive]
The Coney Island bike gets underway, with rider and passenger surrounded by lights. Note the tip of a 1940s Indian Chief fender on the right. [The Vintagent Archive]
 

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


First International Motorcycle Art Show: 1973

Art and motorcycles: today the words sit comfortably together, but in times past that pairing would be met with scoffs.  While motorcycles have been explored as a subject matter for over a century, it took many decades for motorcycles to be considered a suitable medium for an artist with a respected career, or for 'motorcycle artists' to be taken seriously.  It's still a struggle, and I've had many conversation with 'fine' artists who fear being pigeonholed if they dig too deeply into their love of bikes.  And yet they carry on because they feel compelled, and not because it's a good career move. Some artists, like the Futurists in the 'Teens, respond to the energy and freedom of motorcycles - their kinetic potential and implications for mobility.  Other artists are passionate about riding, with an inner compulsion to explore motorcycles as their subject matter (e.g. Billy Al Bengston, Conrad Leach, et al.).  And some artists - collectively known as customizers - approach the motorcycle directly as their medium, modifying them to suit their vision, whether as art per se or as a functional sculpture (e.g. Ian Barry, Ron Finch, etc).

The mailer for the First International Motorcycle Art Show at the Phoenix Art Museum, sent out in July 1973. [PAM]
While the Guggenheim's 'The Art of the Motorcycle' exhibit was groundbreaking, and significantly shifted the popular view of motorcycles by putting those words together in a respected institution, it was not the first museum exhibit to declare the possibility of motorcycles as works of art.  That credit appears to belong to the Phoenix Art Museum (PAM), and its Director Goldthwaite Higginson Dorr III, who curated the First International Motorcycle Art Show (FIMAS) in 1973.  This long-forgotten museum exhibit was amazingly innovative, and deserves recognition as the first of its kind to include motorcycles as more than just examples of contemporary industrial design, or worse, as objects undeserving of 'high culture' attention.  The aims of the exhibit were explicitly laid out by its curator: to show that motorcycles, especially customized motorcycles, deserved inclusion in the canon of Art.

"Mrs. Gerald Caniglia, center, escorts children of 'Opportunities for Wider Learning', a summer church group, through the Phoenix Art Museum. Mrs. Caniglia is co-chairman of the docent membership coffee." From the Arizona Republic, August 26 1973, by Joy Coolidge. [PAM]
From a PAM press release on July 18, 1973: "The motorcycle is a work of art,” Goldthwaite H Dorr III, director of the museum, commented on the upcoming show. “As an example of functional design, it has shown fascinating evolution.  Since World War II, cyclists have been tinkering with and modifying cycles -- creating extreme designs in ‘choppers’ and ‘cafe racers’, for example. The use of chrome and paint and welding torch have made these developments possible,” he said.

"Luis Jiminez [sic], 'Cycle', 1969-70. Fiberglass. Lent by Donald B. Anderson, Roswell New Mexico." Luis Jiménez was an important American sculptor, who occasionally explored motorcycles, and 'Cycle' was sold in an edition of 5 examples, most recently in 2023 for $115,000. [PAM]
The notion that motorcycles deserved inclusion in art museums was a radical proposition in 1973.  While motorcycle sales were booming at the time, and Honda led the charge to re-brand them as suitable for the 'nicest people', there was still tremendous animosity towards motorcyclists in popular culture - newspapers, television, books, and film.  Only three years after the release of 'Easy Rider', riders still lurked in dark corners of the imagination as outlaws and outsiders at best, and drugged-up rapists and murderers at worst.  How brave, then, to present an exhibition of motorcycles and related artwork in an art museum, not as cultural novelties, but as cutting-edge aesthetic expressions worthy of an exhibition.

"Equestrian Monument to the Pepsi Generation, the Fatal Version. John Balsley ,1968. Lent by Frank H. Porter of Chagrin Falls OH". Shades of the later work of Jeff Decker! [PAM]
Pop-culture references of motorcycles shifted radically over the course of the 20th Century.  Their dynamism, modernity, and personal freedom were first celebrated artistically by the Futurists, starting in 1909 (see our article on Futurist representation of motorcycles here).  After World War 2, American culture in particular developed a fear of riders' independence, coupled with an uneasy feeling of menace.  Those feelings were exploited by Jean Cocteau in his 1949 masterpiece 'Orphée', where a pair of motorcyclists served as Death's henchmen (see our article on the origins of the Dark Rider trope here). Aprés Cocteau, le déluge: the mis-representation of events at the 1948 Hollister Rally by Life magazine, its subsequent magnification in the short story 'Cyclists' Raid' in Harpers Magazine (by Frank Rooney, 1951), and the film developed from that story, 'The Wild One' (1953), launched a full-blown culture war against motorcyclists.  In popular media, that war has lasted for decades, and still echoes today in Sons of Anarchy, The Bikeriders movie, etc. The public is fascinated by depravity, and this is our mirror in popular media: the cut-off wearing 1%er thug. Women riders remain mostly invisible, unless they're double-D-cup warriors (e.g., Barb Wire, and Russ Meyer's Faster Pussycat! Kill! Kill!).

"Suzanne Brenner 'Communication #3 - Man and Motorcycle', oil on canvas, 1971, loaned by AT&T." [PAM]
Despite all this cultural baggage, GH Dorr III gathered an extraordinary collection to Phoenix:  painters, sculptors, photographers, custom builders, and vintage bike collectors. Open for less than one month, from August 8 - September 2 1973, the FIMAS included vintage, antique, and customized motorcycles, as well as drawings, paintings, and sculpture with the theme of motorcycling. Painters included Phyllis Krim, who was known for her depictions of classic vehicle in the NYC art scene of the 1960s/70s.  Sculptors included Luis Jiménez, whose 7' tall fiberglass motorcyclist had as much presence as the real deal.  Photographers included Danny Lyon. Customizers included several legends: Kenny 'Von Dutch' Howard, Ron Finch, and Ed 'Big Daddy' Roth.  It was one hell of a show.

Goldthwaite 'GH' Higginson Dorr III, Director of the Phoenix Art Museum, sitting a 1915 Cyclone board track racer, loaned by James F. Brucker of Movieworld in Buena Park CA. [PAM]
Goldthwaite H Dorr III

Clearly a man of vision, Mr Dorr had previously been an Assistant Curator at The Minneapolis Institute of Arts, a curator at the Amon Carter Museum of American Art,  and was President of the Board of Trustees for the Shemer Art Center in Phoenix.  'GH', as he preferred to be called, came from a distinguished family line, as his grandfather Goldthwaite Higgison Dorr was a famous New York lawyer appointed to important Federal positions, and was something of a mentor to Richard Nixon at his law firm.  If you're a fan of the Coen brothers movie The Ladykillers, Tom Hanks plays 'Professor' Goldthwaite Higginson Dorr, who is visually modeled after the original G H Dorr's famous goatee, which earned him a front page photo in Istanbul while an attaché in Turkey, as he 'looked like Mark Twain.' He's even captured in Richard Nixon's infamous 'White House Tapes' on August 18 1972, in which Nixon suggests G H spend his next birthday at the White House.

From a contemporary newspaper clipping in 1973 of Goldthwaite H. Dorr III, the Director of the Phoenix Art Museum. “We're trying to educate those people who think art is very limited.” [PAM]
GH was not his grandfather, though, and images from the exhibition suggest he was a positive and curious soul, about whom his friends and family cared deeply.  They were enthusiastic about my interest in this long-ago exhibit, and I am immensely grateful to them for forwarding my questions to GH, despite his being in hospice and quite unwell by the time I finally tracked him down this Spring.  The following are my questions to GH Dorr III, and his responses.

GH Dorr and the staff of the Phoenix Art Museum, with a few of their exhibits for FIMAS: a 1968 chopper 'Flipper with 180degree Bends' loaned by Fletcher Benton of San Francisco CA; a 1915 Indian (loaned by James F. Brucker), a 1930 Moto Guzzi ('Mr. and Mrs. Thomas H. Brodek'); a 1953 Ariel Square Four chopper by Audie Hennington and Ron's Modern Cycle (loaned by Audie Hennington); and the 1915 Cyclone (loaned by James F. Brucker). [PAM]
What was the inspiration for the First International Motorcycle Art Show?

GH: As a boy in New York City and overseas just after WWII, motorcycles always caught my attention, and always ‘turned peoples heads.’ Years later, as Director of the Phoenix Art Museum in 1973, the motorcycle movie Easy Rider had become a cultural phenomenon inspiring freedom in style and motion.  I thought it would be a novel and powerful idea to tap into that movement and bring that free-wheeling spirit of motorcycles-as-art to the people of Phoenix.  And I believed it would further broaden the Phoenix Art Museum’s appeal to the wider community in Arizona and beyond.

Artist Fumio Yoshimura, whose drawing 'Motorcycle' (1973) was included in the exhibit: he is best known among motorcyclists for his full-scale wooden sculpture of a Honda CB350. Yoshimura was married at the time to noted artist Kate Millett, who dedicated her book 'Sexual Politics' to him. [PAM]
How was the idea of 'motorcycles as art' viewed at the time?

GH: Especially so soon after some of the turmoil of the 1960s and early 1970s, the idea of bringing motorcycles in as art was viewed at the time as a bold experiment to say the least.  It certainly pushed traditional boundaries beyond the usual art forms of paintings, photography, and sculpture.  While the museum’s board of trustees approved the exhibit, some trustees were more receptive than others, and the ‘jury was still out.’  Nevertheless, I believed the exhibit would be a hit, bringing both art and motion to life. 

Gary Judy on his Ed Roth custom trike: please read our related article on this machine, 'Freedom Means Truckin on His Trike'. [PAM]
How were you able to gather all those different motorcycles?

GH: That was the secret sauce of this exhibit – sourcing the best motorcycles of all kinds, all vintages, all styles – and shipping them to the museum in time to prepare for the opening.  Once we got the word out that we were putting on this exhibit, motorcycle collectors and aficionados came from all over, offering their bikes to participate in this pioneering event.  When all was said and done – we had collected the finest and most diverse group of motorcycles ever.  We had vintage Indians with bicycle seats, a Cyclone with bicycle tires, classic Enfields, WWII military side cars, BMWs, Harleys, and modern ‘Choppers’ of the 1970’s with their high handlebars, chrome, and customized artistic gas tanks.  Those fashionable choppers of the time were popularized by movies like Easy Rider, so were right on trend for the times.  One chopper even had a stunningly painted gas tank by the famous 1960s/1970s artist Peter Max. 

'Aphrodisiac' by Ron Finch, based on a Harley-Davidson 74ci Shovelhead, and loaned by Ronald Zingale. [PAM]
How was the exhibition received?

GH: With all this horsepower in the museum, it was an absolute hit!  Current members and patrons were joined by many new visitors, as young and old came from near and far to experience this unique gathering of motorcycles as art.  It was thrilling to see so many coming to the Phoenix Art Museum and enjoying this event.  The exhibit stretched the bounds of interaction with art, engagement with art.  Looking back, it was amusing that the interest was so high that we even had to add signs and continuous security asking people not to touch or sit on the bikes! 

Ron Finch with 'Aphrodisiac', from the Arizona Republic of Aug. 9, 1973: "Ron Finch, owner of Finches Custom Style Cycle Shop in Pontiac, Mich., sits in front of one of the cycles he has on display at the First International Motorcycle Art Show which opened Wednesday at the Phoenix Art Museum. Admission to the show is free. It will run through Sept. 5." [PAM]
What was the legacy of the exhibit?

GH: In the end this exhibit was a truly unique, pioneering experiment -- ahead of its time in bringing exciting art to people and more people to art.  Twenty five years later in 1998, it was exciting and gratifying to see that the Guggenheim Museum in New York held a similar and very popular “The Art of the Motorcycle” exhibit.  We also had fun in the 1970s bringing the “Space Art Exhibit” to the Phoenix Art Museum and community (moonrocks, astronauts, and Bob and Louise McCall)!

"Mrs. Herbert Heath, a Docent since 1937, staff volunteer research assistant, gathered facts for the current chopper exhibit at the Phoenix Art Museum. Her source of information was magazines bought at newsstands." Arizona Republic, Aug. 26 1973. She's sitting on Ron Finch's Honda CB750-based 'Yellow Canary' (loaned by Jack Allen). [PAM]
The First International Motorcycle Art Show is no longer forgotten, and can now be acknowledged as a pioneering and visionary effort on the part of GH Dorr III and the Phoenix Art Museum.  Many of the painters, sculptors, and photographers in the exhibit became important figures in the art world, and of course several of the motorcycle builders were already famous in 1973, and are today considered icons of the 'custom culture' movement. GH Dorr III clearly had his finger on the pulse of a movement that had yet to be named, twenty years before the Art of the Motorcycle exhibit changed everything about motorcycles, forever.

'Cherub', built by Al Lostetter from a 1958 Harley-Davidson Sportster. "Designed, built, and painted by Al Lostetter." [PAM]
Many thanks to Shonna James, President of the Shemer Art Center, for connecting me to GH Dorr's family, and to the staff of the Phoenix Art Museum, especially Aspen Reynolds (archivist for PAM) who dug back 50 years for the material used in this article.  All of us at The Vintagent thank GH Dorr's family for their support and assistance in making the interview possible.  Godspeed, GH!

The Ed Roth trike owned by Gary Judy, the subject of a Phoenix Gazette article (Aug 30 1973), 'Freedom Means Truckin' on His Trike.' [PAM]
Detail shot from a 1973 Honda CB750-based chopper, "Designed an built by Dan Painter, and painted by Terry Lee." (loaned by Dan Painter). [PAM]
A 1972 Bultaco Pursang, 'dans son jus', loaned by Stan Foster of Phoenix AZ. [PAM]
Kenny 'Von Dutch' Howard at the opening reception of FINMAS. [PAM]
A selection of postcards produced for FIMAS, showing a 1913 Indian (loaned by James F. Brucker), 'Flipper with 180degree Bends' 1968, loaned by Fletcher Benton of San Francisco CA, and a 1930 Moto Guzzi loaned by Thomas H. Brodek. [PAM]
'Kaleidocycle' by Ron Finch, based on a 1966 BSA A65. [PAM]
The 1968 Clymer-Munch Mammüt modified by 'Von Dutch', and loaned by Robert Burns of Phonenix AZ. [from 'The Art of Von Dutch', 2006]
 

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Summer Time is Rally Time

Summer Rally: when nerds gather to point out the many ways your bike is wrong.  Right?  Nah, not all of them.  The 2024 Velocette Owner's Club summer rally was my 33rd week-long, 1000-mile event with the club.  As you might have guessed, I've owned a lot of motorcycles over the past 45 years, so what brings me back to this event rather than others?

My '65 Triumph Bonneville, checking out one of the very many abandoned ranch houses out West. [Paul d'Orléans]
It's the people, and the riding, and the bikes, in that order.  Good, eccentric folk ride Velocettes; it was always thus, I reckon even when they were winning TT races in the 1920s-60s (last one was the 1967 Clubman's TT).  And, riding a charming old motorcycle through beautiful countryside is a balm for the soul, and I feel spiritually refreshed cruising the curves on a motorcycle.  And the motorcycles are really fun to see, discuss, and ride.  If you're nice, most folks will allow you a little saddle time if you're curious about a bike you've never tried: it's how I got a hankering for a Moto Guzzi Falcone actually, after riding John Ray's lovely example on a summer rally many moons ago.

The parking lot of the excellent Nordic Inn in McCall Idaho was ground zero for fun: here are a few of the vintage BMWs ready for adventure, built long before the ADV BMW (GS) was invented. Mark Stephenson contemplates the days ahead with his pipe. [Chad Powell]
For starters, it's pretty much the only rally of its type, although in the past couple of decades other clubs and events catering to Real Riders have sprung up, including a bi-annual Vincent OC rally, and the bi-annual Cannonball and Chase events, which are great, but different.  I do love Velocettes, the hand-built singles (mostly) that are amazingly smooth and fast, with superb handling.  Which means, they're actually very comfortable for long-distance riding.  But I haven't always ridden a Velo on the VOCNA summer rally, including this year, as my 1960 Venom Clubman balked at the modifications I'd made over the past few months, and simply refused to start.

McCall local Mark Weinrobe's Velocette Venom Special was not quite ready to go, but he gave us excellent advice on 'alternative routes' for extra credit fun. [Paul d'Orléans]
So the trusty '65 Triumph Bonneville, the first motorcycle Suzie Heartbreak and I bought together, would have to do.  I felt guilty at first, and even brought the Venom along in the van to the rally hub at the Nordic Inn in McCall Idaho, thinking I might dig in and work on the magneto, maybe sort the issue.  But after driving two days to get there (some did it in one, as I did on the way home to San Francisco), I was more interested in socializing that getting oily, again.

We entered four states: Idaho, Oregon, Washington, and Montana. This is eastern Oregon on the way into Idaho at Hell's Canyon. Twisties much? What a road! [Blaise Descollanges]
Have you ridden in Idaho?  This rally, organized by Kim Young, was a 900-mile loop, starting in McCall, with successive nights at Wallowa Lake OR, Lolo Pass MT, Salmon ID, Stanley ID, then a return to McCall.  35 riders joined in; men and women, young an old, with about half the entries on Velocettes, and half on other vintage machinery, ranging from a '79 Honda CBX, a quartet of BMW /2s, two Triumphs, a BSA Gold Star, a Yamaha XS650 LTD, a Honda 250 dirtbike, and what have you.  In other words, while the club is all about keeping Velocettes alive and kicking, we're agnostic about what you ride on the rally, with the hope that someday you'll buy a Velocette, or get the one you own running, and bring it along.  There's no better place for expert / experienced advice and a helping hand to sort issues.

The nighttime mechanical school is in session, looking like a Rembrandt. [Blaise Descollanges]
Issues?  The #1 issue for older bikes that use a magneto is the magneto itself.  They're aging, rebuild specialists seem pretty dodgy, and modern capacitors fail regularly or are installed badly.  In sum, if your mag is spotty, you will have no fun at all.  My magneto was the reason I wasn't riding my Venom - well actually it was an alternator conversion that didn't regulate voltage properly, that caused my new electronic ignition conversion to freak out and misfire, so I put the mag back on, and the bike wouldn't start.  Too much fun!  But, I had a backup, and it's Suzie's favorite, so somebody was happy.

Junk or gems? Derek Dorresteyn brought his superb BSA DBD34 Gold Star: an uncompromising riding position for touring, but he made every mile. [Blaise Descollanges]
Mind you, I tried to break it.  We visited the Bayhorse ghost mining town, and noted that the whole state park is designated an OHV area, with tons of trails.  So what we were two up on a 60-year old air-cooled Triumph on street gearing, surely we could make the 4000' climb to the top of the mountain?  We got about 5 miles in before the Triumph objected, fouling its plugs from heat and altitude, so we listened to her discomfort and turned back on the steep and rocky ATV track.  Almost!

Not to be confused for a road: a rockslide took the place of an ATV trail at several points on this crumbling mountainside. A lot to ask two-up... [Susan McLaughlin]
As we had a local guide (Mark Weinhorse) giving us notes on good dirt roads in Idaho, we took several of them, which were more civilized than the ATV trail, and took us through some lovely countryside.  Living half the year on a dirt road in Mexico has definitely eased my comfort on gravel and dirt!  No panic there.  And, the Triumph handles beautifully on dirt.

 

Quite a few riders took Mark's advice on good gravel roads to explore. [Melissa Guerrero]
Mid-July is increasingly warm these days, and vexed by wildfires.  We had variable visibility over our week, and mostly poor air quality, which is too bad as the mountains we rode through are absolutely spectacular. We still had a great time, stopped at cool old bars, restaurants, antique shops, and the occasional hot springs, of which there are very many.  Some of our crew hiked an hour uphill in the full sun to reach...hot water, which was perhaps not so refreshing, but was still enjoyable, especially the body temp waterfall.   We tried to swim every day in rivers and lakes, and only missed one day, when we chose to drive the chase truck, and got in late after hauling the only Harley-Davidson on the rally to the only H-D shop on our route, in Lewiston.  The staff at Hell's Canyon H-D fixed the issue with no charge, and the bike was back in action in an hour.  One Velocette was hors de combat after partially melting a piston, likely due to a failing magneto; another Velo lost its sparks...see above.

One of many local hot springs, both natural and developed, along the route. Northern Idaho and Montana have a LOT of natural hot springs. [Kim Young]
Riders ages varied from 18 to 78, with the average probably mid-50s, which is pretty good for today's vintage motorcycle scene that can look like a box of  we make a point of inviting younger riders to join us.  The camaraderie is second to none, and there's always an unplanned adventure or two to join in, from local dirt roads off the route (but not too far off), local hikes, seaplane rides, hot springs, mountain hikes, or in my case, a gorgeous canyon to explore on the way to the rally, for taking a few mototintypes.

No geotag: America's canyonlands are simply amazing. [Paul d'Orléans]
The bottom line?  Get out on your bike, and see the world.  It doesn't have to be a full week, but you'll feel better if you do.  It's a great way to clear your head.

Our hotel acommodations were simple and charming. JK - it's a ghost town. [Blaise Descollanges]
First time VOC rally attendess Sean Duggan and John Klein, with their vintage BMWs (R69S and R50/2). Bayhorse State Park, Idaho. [Blaise Descollanges]
Simon Peters with his Velocette Venom; ran like a clock. [Paul d'Orléans]
Local texture abounds, and there are always old trucks to look at out West... [Blaise Descollanges]
...and sometimes you take the discovery home! Scotty Sharp spotted this '74 BMW R90S near McCall. [Scotty Sharp]
Carl Greenlund, our next President (whose job is to organize the next year's rally) pokes around on one of the 1940s rigid-frame MSS models he brought to the party. [Blaise Descollanges]
Outgoing president Kim Young with her very reliable 1930 Velocette KSS, at the Wallowa Lake Lodge in Oregon. [Paul d'Orléans]
Melissa Guerrero borrowed Carl's rigid-frame 1948 Velocette MSS; one of three women riding rigids this year, and interesting subset of the rally! [Simon Peters]
Pete Young attends to a seized speedometer drive on his Velocette Venom. [Blaise Descollanges]
The Nordic Inn of McCall ID was kind enough to provide used towels for any dirty situation...and sometimes early Velos get very dirty indeed! President Kim's 1930 KSS. [Kim Young]
Extra credit adventure of a non-motorized variety: a local club member had a river raft and invited 10 lucky guests for a half-day trip down the Payette River. Among those who raised their hand was Neville Mickelson, riding in from New Zealand on his first river excursion. [Blaise Descollanges]
Nighttime problem-solving in the parking lot of the Nordic Inn in McCall ID. [Paul d'Orléans]
Charming local general stores, restaurants, antique shops, and bars were eagerly supported by our group. In front is Debbie Macdonald's 1952 Velo MAC. [Blaise Descollanges]
Leanna Abulencia-Shapli rode her modern Triumph, but might just ride a Velocette at a future rally... [Paul d'Orléans]
Headlamp nacelle cousins: a 1968 Jawa Californian and 1963 Triumph Thunderbird at our Saturday show 'n shine display. did you know Triumph copied Jawa's idea for the nacelle? Mmhmm. [Paul d'Orléans]
Local groovy 4x4s abound in the West. Always fun to see. [Paul d'Orleans]
Dana Shatt's lovely 1968 Velocette Thruxton; the only one at this year's rally, which is interesting. In years past we've had a majority of Thruxtons and Clubman models on the rally, but these days rigid-frame bikes are more common. [Chad Powell]
Suzie Heartbreak gives here opinion of riding a '65 Triumph two-up over a rock trail. [Paul d'Orléans]
Steve Eorio rode his Venom with his luggage attached - wise when the chase truck might be delayed with bike troubles... [Melissa Guerrero]
A better look at the spectacular restoration by Mark Weinrobe on his '63 Triumph Thunderbird. Yes, he's put an 18" front wheel on for easier tire selection. [Paul d'Orléans]
Rare! Scotty Sharp's BMW R50S, which is nearly as fast as the R69S, but a little lighter and revvier. [Blaise Descollanges]
President Kim Young attending her 1930 Velo KSS. [Blaise Descollanges]
Next year's rally? Incoming president Carl Greenlund shares his prospective route in northwestern Oregon, while Melisse Guerrero (1948 Velo MSS) and Leanna Abulencia-Shapli (2014 Triumph Speed Triple) help out. [Paul d'Orléans]
Look like fun?  Join the Velocette Owner's Club, get our superb (print) newsletter, and access to 3 short and one long ride per year, on the East Coast and West Coast of the USA.

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Artist and His Moto Guzzis - Antonio Ligabue

Solace. The word is seldom associated with the allure of motorcycling, but all of us have felt it.  The old cliché 'you never see a motorcycle parked outside a psychiatrist's office' has a core of truth: while riding a bike can be thrilling, there's a peaceful flip side to the experience. Most riders see-saw between both poles: the excitement of power at your wrist, and the calm of moving through a landscape, alone with your thoughts.  Both these inner states are addictive, and are probably equally responsible for riders' devotion to their wheels. There's little written on the subject, perhaps because sex sells, and motorcycles' sexy side gets the headlines.

Antonio Ligabue, 'Self Portrait with Motorcycle, Easel and Landscape', 1953. [Ligabue Museum]
For legendary 'outsider' artist Antonio Ligabue, motorcycling - once he discovered it - became an integral part of his self-help.  His story is tragically inspiring, as he was truly an outsider even in childhood, cast out of his family and even his native country, tormented by adversities, uprootings, loneliness, hunger, misery, and mental illness, yet producing amazing drawings, paintings, and sculptures that are considered national treasures today in his adopted Italy.  While he lived at various times in institutions, private homes, and even a rudimentary riverside hut, eventually the art he'd compulsively created began to sell, and when he had sufficient money the first thing he bought was a new Moto Guzzi...and eventually he owned 16.  Ligabue is not famous outside Europe, but there's a museum dedicated to him in his home town of Gualteri, and his life story has been the subject of many books, television series, and films, including the most recent prizewinning dramatization 'Volevo Nascondermi' (Hidden Away, 2020), which we've linked in our Film section.

Antonio Ligabue with his 1950s Moto Guzzi Astore. [Ligabue Museum]
Antonio Ligabue was born December 18th 1899 in Zurich to an unwed mother, Elisabetta Costa, who lived in Frauenfeld, working as a day laborer.  Elisabetta was Italian, and soon met and married  another Italian, Bonfiglio Laccabue, a native of Gualtieri in Reggio Emilia.  Bonfiglio adopted Antonio, giving him the surname Laccabue, and making him, according to the laws of the time, a default citizen of Gaulteri.  Despite this couple's union, they were marginalized and impoverished laborers living in a precarious state, so when Antonio was 9 months old they entrusted him to a Swiss couple, who were childless but only marginally better off.  Antonio suffered the effects of years of malnutrition, his vitamin deficiencies giving him rickets and a mal-formed skull, with consequent mental disabilities.  He learned to speak late, and exhibited an occasionally violent temperament.

 

Antonio Ligabue with one of his many leopard paintings: he had a preternatural comprehension of anatomy, and his creatures are muscular and vital, placed in landscapes observed in his home region of Reggio Emilia. [Ligabue Museum]

There were no special facilities for 'different' individuals from poor families in the early 1900s, and Antonio was repeatedly moved from various schools due to his disruptive outbursts.  In 1913 he was handed off to a Swiss couple, Johannes Valentin Göbel and Elise Hanselmann, who were also childless and poor itinerant laborers.  Antonio's health continued to deteriorate from malnourishment, and his mental health from an abusive adoptive father, and unhealthy relationship with his adoptive mother.  His last school was led by evangelical priest in Marbach, but he was expelled in 1915 because he habitually blasphemed and was caught numerous times masturbating. He did learn to read, but found his greatest solace in drawing, at which he showed astonishing facility even as a child.  In 1917 he experienced a violent nervous breakdown, and was hospitalized for three months.

His animal paintings were spectacular life-or-death struggles. [Ligabue Museum]
He did his best to repress his anger at this lifelong mal-treatment, abuse, and ailments, but it came out in furious bursts; in 1919 he attacked his adopted mother during a fight over his personal habits, and she called the police, who escorted him out of Switzerland and directly to Gualtieri, regardless he didn't speak Italian and knew nobody there.  She terribly regretted the decision, but never saw him again.  Now a stranger in a strange land, a few Gualteri locals (the ones not taunting him openly) took pity on him, providing him food and shelter at a hospice for the poor.  In 1920 he was given a job as a laborer building a road on the banks of the Po river, where he moved into an abandoned farm shed, living in very rustic conditions: taking water from the river, gathering wood for heat, eating very simply, and living with animals - he collected mice and rats, cats and dogs, occasional goats, sheep, birds, etc, plus various insects, all welcomed in a kind of menagerie. He studied the animals he encountered closely, and made carefully observed sculptures using clay dredged from the riverbanks.  Many of these survive today.

Ligabue with one of his naturalistic animal sculptures. [Ligabue Museum]
Antonio began painting in 1928, when he met local artist Renato Marino Mazzacurati, who recognized his talent and taught him how to use oil paints, giving him guidance and space to work.  This was a transformative relationship, and Ligabue devoted himself totally to painting, when not strolling for hours along the river Po. In 1937 Antonio harmed himself in a fit of self-destruction, and was hospitalized in Reggio Emilia. In 1941 the sculptor Andrea Mozzali discharged him from the psychiatric hospital and lodged him at his home in Guastalla. During WWII, Ligabue, a native German speaker, worked for the Italian army as an interpreter for German troops, but in 1945, he attacked a German soldier with a bottle, and was returned to the asylum for the next three years. He continued to paint and draw at a furious pace while hospitalized.

Ligabue with another of his Moto Guzzis, this time a 1937 GTV 500. [Ligabue Museum]
By 1948 his art was discovered by journalists, critics and art dealers, and suddenly he had sufficient income to buy what he had always longed for - a motorcycle.  Specifically, a 1937 Moto Guzzi GTV 500, with which he tooled around the countryside, enjoying his freedom and the solace of the quiet hillside roads of the Reggio Emilia region.  He cut quite a figure, typically carrying paintings on his back - many of his paintings have holes where he looped rope around his body to secure them. At times he was so entranced by riding he'd forget to fill his tank with gasoline, and had to push his motorcycle to the nearest farm or filling station.  He had no driving license - it was not possible with his psychiatric history - and was stopped many times by police, with the fines being sent to whomever was hosting him at the time.  But a loophole in the law preventing 'crazy' people from driving was found; in a bureaucratic oversight, the law did not apply to motorcycles!  He had changed his name to Legabue in his youth, not wanting to be associated with the man who had abandoned him, but the license was in his real name, Laccabue, so he refused to sign it.

The famous un-signed motorcycle license of Antonio Ligabue. [Ligabue Museum]
So, Ligubue found two escapes from the misery of his life: art and motorcycles, a heady combination, and one many artists can relate to, including myself.  Eventually he would own 16 Moto Guzzis - always in red.  Such was the bond with his Moto Guzzis that he included them in two self portraits, from 1952 and '53, 'Self-portrait with Motorcycle' and 'Self-portrait with Motorcycle, Easel and Landscape'. The Italian journalist  Edmondo Berselli, who knew Ligabue in this period, recounted how he loved to ride his motorcycle in his most desperate moments, “because the roaring and hot cylinder head of the Guzzi was the only consolation against the cold of winter and the unfathomable hostility of the world.”

Ligabue's 1952 'Self Portrait with Motorcycle'. [Ligabue Museum]
His work was subsequently included in several group exhibitions, and in 1961 he had his first solo exhibit at the Galleria La Barcaccia in Rome; his work became widely celebrated and avidly collected. He remained a tormented and lonely soul, but the success of his art, and the consequent respect he received from local villagers in Gualteri, presented some relief.  He had a bad motorcycle accident later that year, and suffered from nerve damage that nearly paralyzed him.  In 1963, he had a major retrospective in Guastalla, organized by the gallerist Vincenzo Zanardelli, which made his reputation across Europe as one of the most important Italian artist of the 20th Century.  Antonio Ligabue had truly made it as an artist, and he died at the pinnacle of his acclaim in May 1965, at the age of 65.

Installation view from 2023 Ligabue retrospective - including his motorcycles - in Trieste.  The scale of his first 'Self portrait with motorcycle' can be noted. [Revoltella Museum]
In the years since his death, his reputation has only expanded in Europe, especially with the increasing acceptance of 'outsider' art in the wider art world, best signified by the inclusion of outsider artists in the 2013 Venice Biennale.  Ligabue's story has been told in several books in different languages, and in two film projects: a 1977 trilogy on Italian TV, and the 2020 film 'Volevo Nascondermi' (Hidden Away), which won numerous awards at film festivals across Europe.   You can watch the trailer here, and follow the links on the page to watch the full film on Mubi.

Ligabue's spectacular painting of an eagle fighting a fox. [Ligabue Museum]
Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


The Magnolia Four - a 100 Year Motorcycle

Motorcycle designer JT Nesbitt, lately of Curtiss Motorcycles, is branching out into new-old territory with his latest design.  As a fan of the design of vintage motorcycles, and a vintage bike owner/rider, he's long pondered how one could make a successfully modern motorcycle that pushed the right emotional and aesthetic buttons for enthusiasts of vintage machines.  He's been talking about this for years in fact, sharing sketches and ideas with his peers, honing in on what might work in practice, with intention of limited production.  As an homage to his New Orleans roots, he dubbed the project the Magnolia 4.

Looking inside: the Magnolia 4 has interesting technical features that make it contemporary, and it was always JT Nesbitt's hope that solving technical problems would arrive at a beautiful motorcycle. [Bienville Studios]
The silhouette is distinctly American, with a long, low chassis housing an inline four-cylinder motor.  The Magnolia 4 consciously evokes an engine design that was the pride of the American motorcycle industry between 1910 and 1940, which was copied at times in England (think Brough Superior's fours, etc), Italy (Moto Guzzi built a racing inline 4), and Germany (think Windhoff 4, etc), but none were particularly successful 'over there', except the Belgian FN Fours and Danish Nimbus, which never had quite the .  The list of American motorcycle brands featuring inline 4-cylinder engines is long - alphabetically, Ace, Cleveland, Henderson, Indian, Militaire, and Pierce.  Simply put, they are icons of American design. The last of them left in production, the Indian 441, rolled out of the factory just before WW2, and we never saw an American inline four again.

Fully clad in CAD, the Magnolia 4 design looks at this like a long-lost member of a vanished species: the Luxury Motorcycle. [Bienville Studios]
JT Nesbitt thinks that's a shame, as the motorcycle industry has solved many of the problems vexing inline fours in their day, like torque reaction from a crankshaft in line with the frame, overheating of the rear cylinders, inadequate oiling, poor suspension, and weight.  Motorcycle designers today are blessed with computer aided design, 3D modeling, AI engineering input, and rapid prototyping; they could easily make an inline four work, and work well.  But contemporary motorcycle designers make really ugly motorcycles today, which is partly to do with environmental and legal standards, partly to do with their education, and partly the climate of fear in corporate culture.  To create an attractive inline four would require a designer who's an outsider, and JT Nesbitt is that person.

JT Nesbitt at our 'Electric Revolutionaries' exhibit at the Petersen Automotive Museum, where he was a featured designer. [Petersen Museum]
Just as William Henderson did in 1911, JT Nesbitt and his Bienville Studio team have designed a complete motorcycle, with nothing off-the-shelf.  The engine features a shaft-and-bevel overhead camshaft, internal oil cooling (no external radiators barring he engine finning), a built up crankshaft that can be configured many different ways, and a tubular finned crankcase.  The 3-speed hand-operated gearbox is a modern update on the intimidating old hand-shift system, using a centrifugal clutch driven by the second of two contra-rotating flywheels that cancel out the rotational mass of the crankshaft, rods, and pistons.  It's a robust design, intentionally over-built, and meant to last 100 years in regular use, with infinite repairability.  A little computer tech is necessary, but it's kept to a minimum in order to future-proof the motor.  It's also kickstart only, and has no batteries!

The engine is a 1750cc inline four with single overhead cam and internal oil cooling, a 3-speed gearbox, and centrifugal clutch. [Bienville Studios]
The rest of the machine will be at least visually familiar to students of Nesbitt's design for the Curtiss One eBike.  Modern, ultrastrong girder forks use contemporary shocks, while the rear end is not quite 'softail', but uses a swingarm with two triangulated air shocks: with a little calculation on weight distribution and damping rates, the Magnolia 4 should handle well, just like the One. For extra rider cush, Nesbitt has added a vintage touch - a proper saddle, with an Indian-style forward mount, a composite leaf spring bolted to the main chassis spar, and single hydropneumatic shock at the rear.  The tanks are panniers, and the fenders are riveted down the centerline, with moderate valances and flowing lines recalling the best of 1930s design.

Elegant from any angle, naked or touring: the Magnolia 4. [Bienville Studios]
The Magnolia 4 is a clearly modern design that integrates modern mechanical solutions with an aesthetic sensibility.  In other words, it is intended to be beautiful.  To my eyes, JT Nesbitt and the Bienville Team have succeeded in the design brief he's set himself: to create an elegant, timeless motorcycle with modern performance and comfort, that will look as good today as it will look in another century.   That brief worked for Henderson, Ace, and Indian, whose machines we still revere: let's hope JT can get this thing produced.

A contemporary motorcycle I would happily spend time with: the touring, full dress version of the Magnolia 4. [Bienville Studios]
For full view of the Magnolia 4's details, check out the Bienville Stuido's website, which has the most sophisticated 3D configurator of any vehicle website - two wheels or four - that I've ever seen.  It takes some time to download, but be patient, it's worth it!  If you're interested in this machine - and I know you are - you'll want to read it all, and download the PDF that's attached for even more details.

Hop on pop! Something in my bones is aching to see the Magnolia 4 become a reality. If you feel that way too, and have the means to help make it so, give JT Nesbitt a shout. [Bienville Studio]
What's next?  "We'll build a 1:1 scale model, which will be very useful, but will not be a runner.  It's to generate interest, but more importantly, you can't test ergonomics on a computer screen, and ergonomics are very important to me.  This bike fills a niche that's currently vacant.  Our pricing structure is based on the value of original American four-cylinder motorcycles: original examples of the genre - an exceptional Henderson, Ace, or Indian Four - will cost you $200,000 or more."   Early American four-cylinder motorcycles were always the most expensive bikes on the market, for good reason: they were the last word in speed, sophistication, styling, and elegance.  Will the Magnolia 4 become the next motorcycle in this lofty lineage?  I certainly hope so.

[UPDATE: in the first hours after posting this article, JT pre-sold TWO Magnolia 4s.  No I don't get a commission ;)  But he wanted to stress that his intention was to produce a dozen Magnolia 4s, and as one is for him, that means there are 9 spots left.  Given the interest already demonstrated among Vintagent readers, I'd say if you're interested, better give JT a shout. ]

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


First Handbuilt Invitational LA 2024

 

Just in time for the 10th anniversary of Revival Cycles' Handbuilt Show in Austin, the esteemed brand of Alan Stulberg is branching out to Los Angles for the first Handbuilt Invitational.  The Handbuilt ethos is the same, to display "machines built by amateurs and professionals" with the aim of inspiring people "to work with their hands, and try and improve or repair every physical thing they own and interact with."  That's a lofty ideal for a motorcycle show...but this new iteration of the Handbuilt vibe has grown to include cars, with invited builder/collectors including heavy hitters like Icon 4x4, the Philip Sarofim collection, Jay Leno's Garage, the Petersen Automotive Museum, ArtCenter College of Design, and Race Service.  That's in addition to the usual two-wheel suspects like Shinya Kimura ('most Shinya builds in one room ever') Roland Sands Design, Christian Sosa Metalworks, and Bryan Fuller Moto.  It's an experimental mix, and should prove popular, as the social media power of the included businesses is in the mega-millions.

The expanded focus for LA includes a 'female forward' area that includes Stellar Brand, RealDeal Workshoppe, and invited womyn builders.  Mobile entertainment will be provided by Red Bull stunt rider Aaron Colton, the ever-popular Ives Brothers Wall of Death, and Saturday night live music by The Lion Heart.  Our Cannonball buddy Craig Jackman (American Electric Tattoo Co.) will be laying ink on skin, if you're so inspired.

Where and When:

DTLA Auto Storage: 1219 S. Santa Fe Ave, LA 90021

Friday July 6: 6pm-12am  (press opening 12-4pm)

Saturday July 7: 12pm-12am

Sunday July 8: 12pm-6pm 


Two-Up on a Two-Stroke in 1951

The following story comes from reader (and Chef from Hell) Paul Hughes, who writes, "I know you like a story! My mother and father were both bikers, and also my grandfather on dad's side, with a 1917 Levis it is told.  My mother Philippa Cooper (maiden name) was a member of Eastbourne MCC and preferred to be called 'Phil'. In the '50s she met my father, Ifor Hughes, who was very keen biker with an Ariel Square Four and a Douglas ex-racer converted for road.  In 1951 Phil embarked on a journey to Wales on a 197cc Francis-Barnett with the addition of her mother as pillion.  Here is a small story written by her in period, with a few photos."

While plenty of women rode motorcycles in the 1950s, it was still socially unusual.  In her modest way, Paul's mother was a pioneer of motorcycle travel for women, and showed considerable spunk on her journey. As did her mother, for doing the miles on the back of a rigid-frame popgun! The following is Philippa 'Phil' Cooper's account of her 1000-mile journey two-up on a two-stroke:

Phil Cooper and her mother, about to embark on a week's tour of Wales on her 198cc Francis-Barnett. [Hughes Family Archive]
A Trip to North Wales, June 1951

I have just been to North Wales on my Francis-Barnett (197cc) with my mother, who is nearing 70 years of age, as a passenger. My journey started on a Saturday, not a very promising one at first, but the sun did eventually shine.  We left Eastbourne at 8.30 a.m., having decided upon Reading for lunch and Cirencester for the night. I had a small twinge of envy along the road to Reading when we passed a girl on a "Golden Flash" [the new BSA 650cc twin – ed.], but this was forgotten at Wantage, where we came upon the local weekly market. A statue of King Alfred looked on here — not entirely approving of two females on a motor-bike! The whole journey so far (Cirencester 153 miles) was very pleasant, good roads and little traffic.

We awoke In the morning to the sound of Church bells ringing a hymn tune right under, or should I say above our window. On through the beautiful Cotswolds with the lovely old stone houses and the Fosse Way which is lined by low stone walls. We arrived at Stratford-on-Avon for an early lunch, after which we went over Shakespeare’s birth-place. The house, especially the room in which he was born, seems to be in very good preservation, with low beams and walls made of clay and straw. Later we saw Anne Hathaway's beautiful cottage. We spent the night in Kidderminster and, although only a further 89 miles had been covered, we were very tired, especially my mother. I expect this was the result of the previous day.

Phil Cooper with her c.1949 Villiers Junior lightweight (98cc two stroke single). [Hughes Family Archive]
The next day was the real beginning when, through Shrewsbury, a very pretty Tudor town with black and white buildings, we entered Wales. Unfortunately, however, we were greeted with a Iittle rain. The road from here began to get a Iittle hilly and winding but the machine, although it had a good 19 stone [120kg/266lbs – ed] to carry, went up without grumbling. During lunch at Pontybont we remarked on the splendid roads from Shrewsbury; bye-roads and main roads alike were all lined with luminous studs. We arrived at Bala to find a rather rough Bala Lake — and how the wind blew, no photographs this time!

We continued on to Ffestiniog, our destination, over very desolate countryside flanked by mournful looking hills and mountains, and passed unheard of gates where old men are to be found waiting to earn sixpence by opening them. These old men live in extremely queer contraptions which they call their homes.
The journey ended here at Ffestiniog but the road from Bala is terrible — if you break down along here you are stuck for hours! The mileage so far is 348, and the cost 16/— (with a gallon of petrol in hand) — somewhat different from the Railway cost of £10. My mother travelled very well, a bit sore on the vital parts but she is definitely "broken in".

Moving up: Phil with her c.1950 James Captain, with 200cc two-stroke engine. [Hughes Family Archive]
The next few days are to be spent making trips from our headquarters here, but I must admit to abandoning the motor-bike the next day as it simply poured with rain and would not have been very pleasant for the pillion passenger! So we went by 'bus to Criccieth and Pwllheli, passing Portmadoc, Tomnadoc (Lawrence of Arabia’s birthplace) and Lloyd George Memorial. By now the weather had cleared and we were better able to appreciate the scenery, although it was on the flat side. Later we went to Harlech Castle by motor-bike and on the way crossed one of the many Toll bridges. There really is a wonderful view from the battlements of the old Castle. Near here we witnessed a very amusing scene: Some sheep were quietly grazing in a field beside the road when along came a man on a bicycle. He stopped, clapped his hands and whistled and the sheep immediately jumped over the wall, crossed the road and jumped another wall into a second field. These sheep had rather long flapping tails and looked extremely funny, but were apparently intelligent enough to do without a sheep-dog.

We then came upon a very quaint and rather eerie little place called Pontmarion where a very long lane led to the village and ended down at the seashore. At the beginning of the lane we found a notice advising visitors of a 2/— Toll further on "so turn back now". We went on, however, but found no Toll and I am still wondering if this was really true or just an excuse to deter visitors, as the village was deserted. The buildings were very tall and bore very queer figure paintings on the walls, which seemed to leer at you. I also noticed a nice, but again queer petrol pump. Adorning the top of this was a lady's head carved in wood and also painted. The village was so quiet and deserted that it seemed to be "out of this World".  I could learn nothing about this place but am still very intrigued.

The Eastbourne Motor Cycle Club circa 1950, with Phil Cooper aboard her James Captain, just to the right of center. [Hughes Family Archive]
The next day's tour was very different - through villages surrounded by slate quarries and slate hills which seemed to come right down to the road. The houses are very close to the quarries and I imagine the whole thing to be rather frightening at night. On then to Donway Bridge where I met a fellow club-member, what a small world. There we saw several fishermen making and mending their nets, their hands covered in tar. Next, Colwyn Bay, where to my delight I found horses on the beach. As this is my ex-profession I simply could not resist a ride, but with helmet, waterproofs and cycling gloves I must have looked ridiculous.
We came back through Bangor, viewing Ogwen Falls through the Nant Francon Pass. By this time, unfortunately, it was raining hard but we joined other enthusiasts getting wet inside and out at a tea-stall overlooking the Waterfalls.

Wales gave us one beautiful day so we made for Snowdon and took the little toy train to the top (making mother the excuse for not walking!). The train took an hour but this was due to several stops for a drink and to await downward traffic. There were many people walking who of course we passed, but I understand a man did beat the train this year. On the summit of Snowdon it was surprisingly warm and we could see for miles. Also we looked down on a wonderfully blue lake. There were many sheep grazing on the hillside of Snowdon and were very surprised to find them extremely nervous of the trains. Llanberis at the foot of Snowdon was looking its best and as the clouds were perfect for a photograph, out came the filter. We carried on to Caernarvon, viewing yet another Castle and the shores of Anglesey. Then on to the Menai Bridge and across it into Anglesey — just to say we had been. This really is a magnificent bridge and, I believe, one of the Seven Wonders of the World.

'Phil's future husband Ifor Hughes, who Paul Hughes says "was a supercharger engineer on Hurricanes and Spitfires during the war." Here he sits his c.1931 Douglas OHV flat twin, possibly an F.31 sports/racing model. [Hughes Family Archive]
Well, our tour of North Wales Is now over, and we started on the return journey the next day. We had a good start from Ffestiniog but once we were on the dreaded Bala road again Fate took a hand. The motor-bike seemed to be running perfectly but nevertheless I detected a foreign noise. Nothing appeared to have fallen off but suddenly my mother realised that one foot kept slipping. We stopped then and found one of the pillion footrests had slipped and was banging against the chain — hence the noise. It was so bent it had to be taken off, so mother had a 50 mile ride without one footrest. However, now and again I found a foot perched upon my lap… It really was amazing the number of places we tried for a spare, without success, but we were eventually fixed up at Ludlow.

Back a bit, though, for a few words on Lake Vyrney, where the road was very narrow and twisting and not a soul to be seen for miles (let alone a petrol pump!) except numerous livestock darting backwards and forwards across the road. A baby rabbit, which I just missed, rather frightened me as he seemed to pop out from nowhere. Fortunately for me, however, he popped back again. We reached Worcester at last after passing through the fascinating black and white town of Ludlow, and, having done a record mileage of 160 (going 20 miles out of our way) weren’t we glad to find a bed. Before we left Worcester, however, I found some extra energy and climbed the 237 steps to the tower of the Cathedral. The view was magnificent and I took an aerial photograph.

Ifor Hughes had style and a taste for speed: here is his c.1932 Ariel Square Four 4F, with 600cc OHC four-cylinder motor, plus an elegant Launch sidecar he designed himself, and produced in limited numbers, called the Mermaid.  Anybody got one? [Hughes Family Archive]
Oxford was our next port of call — so interesting with its beautiful colleges and the river. Here we thought we would have some relaxation in a punt. 15 minutes passed and we managed to corner one bend without going into the bank, but by the time we got organised it was time to return, and we then met the oncoming traffic. Like everyone else we had ‘L’ plates up but by now we had gained our provisional licences and managed to clock in at the correct time. We had tea on the banks of the river at Pangbourne, still viewing people in boats but we were not tempted. Evening came and found a bed at a place called Lodden Bridge, where Lo! and Behold! there was another punt awaiting our pleasure. This time, however, we had a pilot so we did enjoy a punting session after all. Now we were nearly hone and to end a delightful holiday we picked up some strawberries and mushrooms, which were enjoyed later.

My office pals, I might add, quite expected me to return home in an ambulance, due to the fact that I have only recently recovered from a nasty accident on my motor-bike. The mileage covered was 939, costing £1. 14.81/2d in petrol and oil, doing 104 m.p.g., and our expenses were £13.10.0. each [that's about $160 each in today's money - a very inexpensive week's holiday! - ed.]

Paul Hughes, son of Phil and Ifor Hughes, preparing for the future! Here on a motorcycle carousel on Brighton Pier. [Hughes Family Archive]
Paul Hughes is a professional chef, writer, and photographer.  Check out his website Chef from Hell, and his Instagram here.

The Ultimate Old Bike Test - 2012 Cannonball

Originally published in Cycle World Sept 13 2012

The 2012 Cannonball proved the toughest vintage motorcycle rally I've ever attended, as well as the most fun.  How can that be?  I entered the Motorcycle Cannonball Endurance Run - as it's officially called - a whim in January 2012.  The urging of a stranger over dinner in Las Vegas convinced me, despite it being well after the entry cutoff date. Perhaps the odd circumstance of my own Cannonball ride was a warning, as most riders spent years preparing their machines for the ultimate vintage bike test, as the first Cannonball proved to be in 2010. After only a month's preparation, my ride was a brief and glorious 4 days through the Rockies - the most scenic roads on the trip, luckily (read it here in Cycle World).

Shot over the Teton Range in Wyoming, official Cannonball photographer Michael Lichter makes me look like a hero! [Michael Lichter]
I covered that first 2010 Cannonball from afar, not having a pre-1916 motorcycle; friends who participated were unanimous in their tales of difficulty and frequent misery, and the event's demands. Daily rides of nearly 300 miles on Century-old machines sounded insane, and the Cannonball's premise, a reprise of 'Cannonball' Baker's cross-country forays back in the 'Teens, seemed ludicrous. Baker's bikes were new when he rode them, when no roads traversed the US, whereas in 2010, the bikes were already 100 years old, but the roads billiard-smooth(ish).

The very first mile in Newburgh, New York, en route to the Motorcyclepedia Museum, my 1933 Velocette KTT Mk4 stuck an exhaust valve.  As it had just been rebuilt with new guides, I assumed a little more clearance was in order.  I was wrong... [Paul d'Orléans]
One hundred years later, Baker's challenge was inverted. Rumors circulated of '1915' Harley-Davidsons gutted for new-and-improved internals; would this be a farcical competition between basically new vs. genuinely old motorcycles? And so it proved, as stalwart antiquers like Pete Young (1913 Premier) and Shinya Kimura (1915 Indian) spent night after night battling mechanical demons in ugly Midwestern parking lots, while a cabal of new/old bike riders adjusted chains for 10 minutes, then slid into a bar for an hour of joviality before retiring to an early bed. To be sure, there's a place for every kind of motorcycling in The Vintagent's world, but the Cannonball wasn't a level playing field; two very different events ran concurrently - an outrageously difficult old bike tour, and a cross-country jaunt on new machines which looked old.

Shinya and Ayu Kimura in their support van on the day Niimi rode their 1915 Indian twin. [Paul d'Orléans]
What shone in the 2010 Cannonball were the riders of Real old machines who finished with perfect (or very high) scores, meaning, they'd conquered the damn thing! Foremost among them Katrina Boehm (1911 JAP single) deserves a special place in the Old Bike world. This wasn't a test of a perfect restoration, which granted can involve years of determined parts scrounging and self-education, and it wasn't about rarity or fascinating provenance; none of that mattered in fact.

Jeff Decker and 'Fass' Mikey Vils with his 1928 Harley-Davidson JD. [Paul d'Orléans]
What those riders of genuine machines achieved speaks to very heart of The Vintagent, laid plain on the bottom of every page since the first day in October 2006, "Ride them as the maker intended." And, having completed (sort of) my own Cannonball in 2012, the importance in this event to my motorcycling values overshadows the years spent as Concours judge and commentator and collector. While I expand our historical understanding of motorcycles in culture, motorcycles as static relics are ultimately dead things; I'm a rider first, and I prefer to ride old motorcycles.

Chris Knoop's Invincible-JAP with wicker sidecar...which was soon ditched, along with his long-suffering wife! [Paul d'Orléans]
Every Old Motorcycle event is important to keeping the global vintage community healthy, but the riding events are the most important; a bike in motion is a live animal, gives its owner unique pleasure, and, because parts break or wear out, riding keeps vital spares in production. It also nourishes that ephemeral body of 'knowhow', the secrets and tricks which make maintenance easier, and good running possible.

Outside the Harley Davidson Museum in Milwaukee, with the broken Velocette KTT a posse of strangers. [Susan McLaughlin]
The Motorcycle Cannonball Endurance Rally is the most important vintage motorcycle event on the planet. Free of glamour, free of exclusivity, free even of decent food or coffee, the Cannonball has emerged as the ultimate statement of one's commitment to keeping old bikes alive - 3956 miles of riding the hell out of them. No other Vintage event comes close; the Cannonball is the 800-pound gorilla of the old bike scene, and it has already piqued global interest, with 14 different countries represented this year (South Africa, Japan, England, Ireland, Germany, Italy, Brazil, France, Poland, Australia, New Zealand, Canada, Texas, and the USA).

Sean Duggan with his oily-rag 1928 Harley-Davidson JD. Sean started the rally with one set of riding gear, and never changed over 17 days. At the end, it was he who was 'oily rag'! [Paul d'Orléans]
In that vein, I have one suggestion for the next Cannonball, if there is one (always a question with old bike events run by individuals...vide the Legend of the Motorcycle show). Keep the dates and rules the same; ban non-riding mechanics. I think you know what I mean...

Is The Cannonball Expensive?

And how much does the Cannonball really cost? Here's information you won't get anywhere else; an honest accounting of the expenses and sponsorship for a Cannonball run. Team Vintagent is in the USA, so I can only speak to domestic entries; I had 3 souls in the team; myself, van driver/Vintagent manager Debbie Macdonald (who drove to New York and back!), plus Susan McLaughlin, my photographic partner for the 'wet plate' images taken across the country. - check out our website MotoTintype. I spent ~$4500 completely rebuilding my ca.1928/33 Velocette Mk4 KTT, which included parts (mostly from England) and some machine work, although vintage stalwart Fred Mork built my crankshaft without charge, as a sponsor and friend. Thanks Fred!

Ghost in the machine: a 1904 Strap Tank, purportedly the oldest Harley-Davidson in the world, displayed in the Harley-Davidson museum. [Paul d'Orléans]
Transporting the Velo from the Vintagent warehouse in San Francisco to New York required 5 days of Debbie's fuel and hotel/meal expenses in my Sprinter van, ~$1600. From Newburgh onwards, hotel, fuel, and meal expenses for the 17 days came to ~$3500; many meals were provided by sponsors/supporters of the Cannonball across the country, we only occasionally had to buy our own lunch or dinner, while breakfast, if you can call industrial pastries and crap coffee such, was usually gratis in our motel. Entry to the Cannonball was $1500. Fuel on the return trip across the US was ~$750, one-way plane tickets to NYC from SFO were ~$250 each.

Team Vintagent driver (and Vintagent Contributor - she mails the books you order) Debbie Macdonald. [Paul d'Orléans]
During the ride, I required skilled hands and facilities to help make repairs, or modify parts. The first angel was Steve McPhillips of Mac's V-Twin in Newburgh, NY, who helped sort a seized valve on my very first day, and charged nothing. After another exhaust valve seized, Geo Roeder of Roeder Racing and Service in Monroeville, Ohio made a new inlet and exhaust valve for me on specs given over the phone as we approached the state, barely making it before his closing time. Geo, a former flat-track racer and second generation champion, worked late on a Friday night to help me out, and didn't charge a penny. I repaired my cambox using facilities at J and P Cycles in Anamosa, Iowa, with the help of Joe Sparrow and his brothers, who have earned my eternal gratitude, working late in the spirit of goodwill, also without charge. Finishing my cambox machine work waited until Sturgis, South Dakota, where Lonnie Isam Sr opened the door of his Competition Distributing facilities; we had free access to all his machinery and even lifts, as well as his super-dry and crusty humor. When I thanked him after rolling my Velo off the lift, he smiled and said, 'Get out.' Lonnie and his mechanics stayed late for two nights, and charged nobody anything. Amazing.

Geo Roeder tranforming a Panhead valve into a Velocette KTT exhaust valve, which is still in the machine. [Paul d'Orléans]
Totalling up, my expenses were approx. $12,500, and I reckon few could have done it cheaper. I already had the Velo, a van, and volunteer helpers. One who did it for less was Doug Wothke, who rode his Indian 101 Scout solo from Alabama, and camped. Always an option for the hearty, although the temperature did drop to 25 degrees in Yellowstone National Park. Who paid for it? Much was from The Vintagent's pocket. The photographic expenses (and half our hotel bills, plus my entry fee) were paid by Susan McLaughlin, who saw the value in such a unique photographic opportunity to take 'wet plate' shots. I was sponsored $3000 by The Automobile publisher Douglas Blain, hoping to use the Cannonball to launch interest in a new magazine, of which I'm editor in chief, 'Oily Rag'.  Bonhams, my principal sponsor for The Vintagent website at the time, gave $500. Jared Zaugg at Bench and Loom asked the week before the ride if I needed good boots, and I did; he sent a beautiful pair of Tank Strap boots, which kept the oil off my socks, and didn't give me blisters! Private White V.C. sent a gorgeous blue-with-copper trim waterproof jacket designed by Nick Ashley, which you can see in the sidebar ad; I didn't need to wear it as my ride was rain-free, but you'll see it on me in the future. Les Ateliers Ruby provided my carbon-fiber Pavillon helmet; at least my head was swathed in luxury while the rest of me was often freezing over the Rockies! Eternal gratitude to all my sponsors; I couldn't have done it without you.

A life-size cutout of Geo Roeder in his Harley-Davidson dealership in Ohio, plus a poster from his factory racing days. The tail section of the H-D/Aermacchi streamliner is at the bottom; Geo set a Land Speed Record with it at 177.225mph in 1965. [Paul d'Orléans]
Lichter captures Paul d'Orléans at the Pickle place...somewhere in Wyoming. [Michael Lichter]
Another Lichter photo; there's a lot of this across America... [Michael Lichter]
The BMW invasion...none of these bikes made every mile. [Paul d'Orléans]
Claudio Femiano joined the rally from Naples, Italy, and spoke almost no English. But he enjoyed his ride on a lovely Sunbeam Model 5. [Paul d'Orléans]
Buck Carson on his 21st birthday. After the piston melted on his BSA sidevalver, Buck pushed his mount across the Golden Gate Bridge; 'no way is my bike going across the bridge in the van!' [Paul d'Orléans]
Nothing like spreading an overhead camshaft top end all over a stranger's workbench. [Paul d'Orléans]
I spent my 50th birthday in this exotic locale in Iowa... [Paul d'Orléans]
Mike Wild on his Rudge. [Paul d'Orléans]
After a night of wrenching, the Rum. Note 'Kum and Go' shorts....that's actually the name of a Gas station chain; amazing, had to have 'em. [Paul d'Orléans]
Sean Duggan takes his morning coffee... [Paul d'Orléans]
Team Vintagent/Oily Rag, stopped for milkshakes somewhere in rural Pennsylvania. Debbie Macdonald and Susan McLaughlin. [Paul d'Orléans]
Shinya Kimura's 1915 Indian, a veteran of many Cannonballs. [Paul d'Orléans]
The first angel of my troubled start of the Cannonball: Steve McPhillips of Newburgh, New York, who helped ream my exhaust valve guide gratis. [Paul d'Orléans]
South Dakota vignette... [Paul d'Orléans]
Waiting for the morning's timed start; each class had a specific check-in time. [Paul d'Orléans]
A stop at the Harley-Davidson Museum in Milwaukee. [Paul d'Orléans]
The remarkably reliable 1913 Excelsior of Brad Wilmarth, on which he's won two Cannonballs. Brad is the Cannonball King.  [Paul d'Orléans]
 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.

 


Freedom Means Truckin' On His Trike

From The Phoenix Gazette, August 30 1973

by Sarah Auffret

"Gary Judy's custom built trike, winner of First Place at the Phoenix Art Museum show for motorcycles and trikes after World War II, has 53 horsepower Volkswagen engine and weighs 750 pounds. Judy, Army veteran who lost both legs in Vietnam, had the trike construced with hand controls and automatic transmission." [Phoenix Gazette staff photo by Ed Gray]
Husky, broad-shouldered Gary Judy is the envy of a lot of bikers around Phoenix. He's got a super custom-made three-wheeler trike designed and built especially for him by Big Daddy Roth himself, the California king of custom cars and bikes. All metallic blue and shiny chrome and gold leaf trim, the great gleaming hulk is such a magnificent machine it's been awarded a First Place at the Phoenix Art Museum’s First International Motorcycle Art Show, which lasts through Sunday.

Gary is used to the stares and double takes he gets when he goes trucking on the streets of Phoenix. The 24-year-old Vietnam veteran is a double amputee, and his big-wheeled trike is thought to be the only one in the world with complete hand controls, power brakes, and automatic transmission. “Roth said he considered it a challenge just to build a bike like this,” said Gary who contacted the California designer as soon as his 15 month stay in a VA hospital in El Paso ended last year. “I do a lot of short trucking around town in it just to get out and go riding. I take it up to the lake too, but no long excursions yet, because it's hard to carry my wheelchair and I'm still getting used to my legs. Riding a bike is a sense of freedom you can't put into words. With the wind blowing in your face you could ride all night. Maybe you'll meet another biker and just ride. You don't have to talk. You've got a common bond.”

Color shot from the Phoenix Art Museum archives of the trike 'Big Daddy' Ed Roth built for Gary Judy, with hand controls, an automatic transmission, and power brakes. [Phoenix Art Museum]
Gary began riding on friends’ motorcycles at 14, and bought his own 2-wheel Honda when he graduated from Moon Valley High School. He had been an outstanding athlete, lettering and track football and basketball. He went to college for two years and worked part time, before he was drafted. Gary was in Vietnam only 4 1/2 months before he was injured. It was 2:00 in the morning when his platoon, moving under the light of flares on a reconnaissance mission, crossed a stream and hit either a mine or a booby trap. Three young men in the small unit were killed, six were injured. Garry's life was saved by the swiftness of the medevac pilots who whisked him via helicopter to a hospital within 26 minutes. His bravery that night won him a Bronze Star. Doctors were unable to save his legs.

During the long period of convalescence and therapy at the hospital, Gary learned to drive a car with hand controls and began returning to Phoenix once or twice a month to watch the big drag races he had once participated in. He thought his own biking days were over. Then a friend brought him a magazine about trikes. He realized his limitations weren't as great as he thought, and soon afterwards he contacted Roth.

'Big Daddy' Ed Roth with one of his famous three-wheelers, a genre he first embraced in 1968, according to 'Fass Mikey' Vils, after tiring of building hot rods and motorcycles, mostly because of their respective scenes. Custom trikes offered new possibilities for Roth, who remained loyal to them for the rest of his 'Big Daddy' career. [Roth Family Archive]
Being able to ride with his friends has since given him an interest that makes returning to a normal life a little easier. “You have to get used to life again, and accustom yourself to all the little problems with a wheelchair. I've tried to get up, get on my artificial legs, decide whether I want to go back and get an education or go to work. People automatically feel pity for me, and children are curious. I've tried to get used to that. Anybody who says he's not been bitter over something like this is lying within himself. But most people I know are over their bitterness and are adjusting. As for me I'm accepting it. I've got my trike and I'm at the point of starting scuba classes. I've enrolled in Glendale Community College for 13 hours this semester. I'm interested in everything.”

Gary's eyes sparkled as he talked of working with friends on putting together cars, tinkering with motorcycles, racing. He's a photography buff who takes pictures at all the drags; he also lifts weights and participates in archery. Though he's sick of hospitals, he admitted hopes of being a doctor someday.

'Fass Mikey' Vils circa 1968/9, when he worked for Ed Roth, with one of Roth's custom trikes, in this case using a Harley-Davidson Servi-Car as a foundation. [Mike Vils]
Gary’s smile was quick and warm as he spoke of what it means to be able to ride again. “I drive down the street, see another biker, and I wave, raise my fist, give the peace sign; whatever's in. Many people come up and ask me about my trike. I meet all kinds of people. Next summer I'd like to travel all around the country, maybe buy a van and just wheel my trike out to the back of it whenever I want to ride. It won't be an easy thing. Everything becomes a major obstacle when you're in a wheelchair. But you have to make concessions and work for something if you want it bad enough. I'm going on with my life.”

 

For more on the First International Motorcycle Art Show at the Phoenix Art Museum in 1973, stay tuned.  The clipping was provided by the Phoenix Art Museum, from their archives.  (Additional photos used here are courtesy Mike Vils and the Roth Family Archive)

 

Paul d'Orléans is the founder of TheVintagent.com. He is an author, photographer, filmmaker, museum curator, event organizer, and public speaker. Check out his Author Page, Instagram, and Facebook.