Ed Youngblood’s Motohistory News July 2008

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Zündapp 250 S Trophy

Motohistory Quiz #57:

We a winner!

(7/31/2008)

We had a lot of response to Quiz #57. Dozens of guessed the Russian Vostok. a number thought it was the URS.

our quiz bike is a Nougier, by French designer Jean who created a series of single, and four-cylinder hand-built racing between 1937 through His beautiful Four, built for Prix racing in 1954 and of 10,000 rpm, was designed to Gilera and MV. Nougier died in at the age of 90.

His motorcycles are on display at the Marseilles Museum. For more information Nougier, click here. or here .

Winner of our quiz was Cameron, the motohistorian and technical well known for his Top Dead column in Cycle World Cameron was also a contributor to our Tribute to Phil Vincent March. To read what he had to say Vincent, click here.

To a compilation of his work in Cycle . click here. Congratulations, your Motohistory Know-It-All is on its way.

(7/31/2008)

Okay, it is time for another Motohistory Be the first to tell us the brand of engine, and you will receive a diploma declaring you our latest Know-It-All.

Here’s a little that might eliminate a lot of bad It is NOT Italian!

So, rush to your and send your answer to

The Rossdorf motorcycle mélange

By Ralf Kruger

Rossdorf. is a village of 12,000 inhabitants and has a history in motorcycling. It once had a motocross racing facility—finally during the 1980s—and there is Hercules/DKW dealer Ernst who has organized competitions and provided for Geländesport riders for decades.

traditions continue, because last May 4th, Rossdorf its fifth annual old-timer’s hosted by IG Historische Zweiräder an organization of individuals interested in motorcycling, founded in 2003.

year’s meeting took in the parking lot of the Rossdorf public and all owners of motorcycles aged 20 or older were welcome. It was a format, and motorcycles were not in any particular periods or categories. bike owners simply and placed their motorcycles they pleased, creating a of machinery that worked out well. Many of these motorcycles were not museum or overly-restored show bikes.

they are ridden on a regular but have been lovingly in excellent condition. The public invited to the show, and no admission fee was Walter Herold (pictured an amusing and knowledgeable historical expert, provided entertainment and by walking through the gathering to interviews with the motorcycle who proudly described the importance and features of their beloved

Herold is seen here a 1930 Neracar, built in America and later in Great This example has the English engine, available only for the market.

I especially enjoyed the Italian motorcycles on display. they are often overshadowed in the and the public eye by the big 750 Laverdas and Ducatis, the bikes from Italy a dedicated following among own ers and who love to test their and handling at over-the-road events after the famous Motogiro.

At exhibition were several examples of the Motobi 125SS above), a brand founded in by Guiseppe Benelli, one of the six Benelli from Pesaro who had such a influence on the Italian motorcycle But it was technical designer Piero who embedded in these little a temper of both sportiness and that has made the Italian of this era so appealing.

Others of category on display were a Moto Guzzi Londola 175 and a 175 Sport (pictured above). examples included a Moto 3 1/2 and a Moto Guzzi V7 Sport. gazing upon these one can only declare, Molto

British bikes, represented by Triumphs and Nortons, drew a crowd of admirers. Such though rather common in Britain and the United States. are less frequently in Germany. as bikes were never nor did they benefit from any sales and marketing strategy for the market. Consequently, only and Britbike enthusiasts ever these machines.

This of our history was even more in some of the other unusual bikes on display, such as a Panther—which I will admit is the I have ever seen—a BSA 500 Sloper (both pictured and an especially rare 1927 AJS. Well done, I say there, good show!

vintage motorcycle enthusiasts are aware of the powerful influence motorcycle marketing and technology has had on the of our sport and industry. In their days, they were so that no one took them and because of this lack of few have survived. For example, on was a 1976 Suzuki GT 125, is one of only three such still licensed in the State of

Also, there was the King of motorcycle, a Z1R Kawasaki (pictured which gave us exciting and power, but may be better remembered by for its ill handling. Far more accepted for its quality was the Honda CB500, one of the balanced bikes of the era. To who have begun to appreciate and these important machines, we Domo arigato.

There was no program for the event, but one could much from a hand-written containing fundamental data, on each motorcycle. One of the oldest motorcycles I saw on display was a restored DKW E206 (pictured to the right). bike, with its single-backbone of conical tubing, welded at the represented a technical breakthrough resulted in more economical

Also, there were of the DKW RT, one of the most popular motorcycles in Germany. Some of the most were the 1952 RT 175cc and the more modern 1954 RT 175 porcupine finning and swinging arm suspension (pictured to the left).

missing from any German are the various bikes of NSU. In case, there was a big Supermax 250 below), whose hefty pound bulk was conspicuous all the slender 125cc Foxes and the 98cc 1953 two-… Other two-… NSUs on included a Lux (pictured below) 200 and a 98cc Pony, which was the of the brand at the show. There also a 1940 Torpedo and a 1939 Wanderer moped Sp1 with Sachs engine.

And there were also 1950s BMWs on display, one of the examples was a 1952 R50/3, set up in the Meier racing style. the youngest of the BMWs there was a with only 751 kilometers on its

But, in my opinion, the star of the among all these pristine was a 1952 Zündapp KS601 rig. Despite the fact three of these exciting appeared at the meeting, they are not all common. Owner Dieter acquired his vestige of the green in spring of 2006 in the form of 12 of precious parts.

Daab, who is no at complex restorations, also a 350 Horex Regina and a BMW R25/3. For his project, he acknowledges that it have been quite without the support of the Zündapp of Germany, of which he is a member. the importance of technology sharing and Daab says, To be on your own this kind of operation you are lost from the beginning.

You many friends who will So, with a little help his friends, it took Daab two years to turn some of Zündapp parts into his linden-green “elephant.”

Perhaps it is Daab’s example makes events like the meeting so important. Through gatherings, we can not only share the and excitement of our vintage motorcycles the public, but we can make the crucial among enthusiasts who, collaboration, can bring more and preserved motorcycles onto the And, IG Historische Zweiräder has demonstrated that an outstanding can be made without complexity or a big

It is an example that more of us in motorcycling would do well to in our own communities. For more information the Rossdorf meet, click To reach Ernst Brehm’s on the web, click here .

excellent adventure:

The man who once a Honda Dream

returns to the of his crimes

(7/29/2008)

By Mike

Recently, I experienced a flood of felt fortunate to be alive, as hard as I ever have, and back tears of loss, and it was all I once tried to race a Dream! These feelings over me almost all at once my wife Dianne and I were in Japan, meeting with medical researchers and visiting in connection with our work Ride for Kids and the Pediatric Tumor Foundation, the official of the Honda Riders Club of

One morning, when I awoke in Japan, my emotions kicked warp-overdrive as I headed out to exercise in Park. I needed to settle my because later that day I was to meet two Japanese brothers who had me while I was here from to 1962. They were and Takahiro Takakei, owners of a shop that I once motorcycles out of when I lived in city (pictured above and

I had last seen them in when I was unexpectedly airlifted out of never to return until 46 years later. My hasty and departure was because my father had in an accident, and as the eldest of six children, I was home to finish my enlistment in the while I took on the job of becoming the of our family. During my two years in the Takakei brothers had become friends and companions to a young GI a way from home.

They were a far greater influence on my than I realized at the time.


my run, as I donned my business back at the hotel, I wondered how of our time together they recollect, especially the incredibly exploits we shared as we tried to my 1957 250cc Honda in racing condition. It had a propensity for piston rings, and we had rebored it so that we began having finding oversized pistons would fit.

Racing a was especially difficult on an Army pay, because punishing gentle engine on a quarter-mile track had never been of Soichiro Honda’s vision for an Fork street bike. It was a commuter, and indeed it was also my rider year round, of weather, but I insisted on beating it to in a vain effort to further my career as a motorcycle racer.

To our meeting, I brought along Anniversary Ride for Kids for the brothers as a memento of what had unknowingly helped birth. had been mentors in the earliest of my 48-year love affair motorcycles, which eventually led to the of our charity and its long-standing relationship American Honda. Also, I had a photo album of old racing and pictures of the Takakeis at their shop.

As I made contact the brothers in preparation for this I could not help but notice the messages coming out of their dealership (they sold the shop several years never included much from the older brother, Communication was always from his brother, Takahiro. So, as I dressed morning, I had an uncomfortable premonition Shigehiro’s well-being which, proved to be correct.

Then the phone in our hotel rang, and it was the happy voice of wife, telling us they in the lobby and could we please down. We scurried down to Takahiro and his wife, Shigehiro’s a pretty young translator, and a from the Chitose bureau of the Shimbun Press newspaper, all in a line with bags of and giant grins. I was about to

Takahiro (pictured here) nearly the same as he did 46 years I could not believe that I him and that he knew exactly who I Cameras flashed a gazillion as we enthusiastically greeted each laughing and all talking at once.

The furiously scribed, recording the of our reunion.

We shared story story about the great of the past, and I could not get over Takahiro, resplendent in an expensive coat and slacks. Before day, the only clothes I saw him in were greasy white Then they took us to the old shop location, which has a vacant lot, now empty of the of laughter and the noisy race being tuned, right the street from the telephone

There was no air conditioning at that and in the summer the telephone operators their windows. They yell out at us, telling us to quiet Then the police would up to try to teach us better manners.

even claimed that the Army Military Police sometimes visit the shop and them to make sure the quit making so much That really embarrassed me, I never knew that it got out of hand.

As our hosts explained plans for the rest of the day, the of Shigehiro’s absence emerged. He had a blood clot in his brain and was but we were planning to go see him. said he remembered who Mike was and he was pleased we were coming to

When they wheeled him out of his session, he too looked every bit the as I remembered him, but the distant in his eyes atop a gentle broke my heart, and I fought all my might to hold back a of tears. Dianne said it was I was having a tough time, it was written all over my face, the big smile I mustered up.

I was at once delighted to see him and greatly saddened to see how the young man I had known was today in health. Our visit may have just in time, because said he was not expected to come from the hospital. We talked for a half-hour, and some stories he but others were just from a stranger.

They say you can go back, but do not believe it. My visit to took me back to some memories as we recalled many incidents between two Japanese shop owners and a handful of young American soldiers, all to learn to be racers.

I think on the craziness of trying to race the Dream that I also upon for my daily transportation, and I that we could not have then that those two-wheeled machines would us back together in a way that no other catalyst could If life is meant to lived to the back then we did it to the nth degree. And I one of the fortunate few who was allowed the great to go back and relive it again.

Note: To read about for Kids, the international charity by Mike and Dianne Traynor, here .

David Uhl creates

“An August to

Zündapp 250 S Trophy
Zündapp 250 S Trophy

( 7/28/2008 )

In a commemoration of both the Rally and Harley-Davidson’s 105th fine artist David Uhl has “An August to Remember,” featuring a rider adding the 105th pin to his while preparing to ride Sturgis to Milwaukee. Describing the Uhl says, In the spirit of the 105th and my old friend the Witness, I present a of a breed of rider who is becoming more rare. His home and are one and the same.

This man never a rally or a reason to hit the open He has collected so many bikes and over the decades that he can create a scooter that thirty years. One of many, his in the painting is called ‘The Bastard,’ for it’s parents are

Its 1951 WR frame holds a WLA lower end, topped off 58 KR heads. It’s fuel from a sliver of an XL Sportster which is adequate, because the bike only weighs 250 pounds.”

Canvas giclee of Uhl’s original painting are hand-signed by the artist and numbered certificates of authenticity. The painting, with others by Uhl, be available for viewing during the Rally at the Gold Dust in Deadwood, South Dakota. To David Uhl’s web site, here. For information about the Dust Casino, click

For information about the 68th Sturgis Rally, click For information about Harely-Davidson’s anniversary celebration, click .

When did a Vincent HRD

(7/27/2008)

By Wright

Editor’s Note: Wright contributed to our Motohistory feature in celebration of the centenary of Vincent’s birth, published 14, 2008. Here he combines his in the Vincent HRD marque and the Isle of Man Trophy and Manx Grand races to describe an unsolved from 75 years ago. To more of David Wright’s about the Vincent in our Motohistory to Phil Vincent, click .

During the 1920s and 1930s, a way for small manufacturers to gain publicity for their products was to the Isle of Man Tourist Trophy races. It wasn’t uncommon to 20 different makes contesting a and although victory usually to one of the big boys, mere participation in the TT glamour to smaller marques and a useful image boost in the of the buying public.

The Vincent HRD Ltd. was a small firm sporting pretensions, and it is generally that the ‘works’ Vincent HRD in the 1934 Senior TT represented the appearance in Isle of Man racing of the marque. But is this correct?

The below shows Philip (left), Phil Irving, and Horton with a 350cc HRD built for a customer to race, not in the TT, but in the class of the 1933 Manx Prix ( MGP )—the “amateur” of the TT—and if this bike was in the 1933 MGP. then it rightfully hold the title of the first Vincent HRD to contest a on the Island. However, because Chief Engineer Phil says in his autobiography that the “never competed in the MGP ,” and Roy Harper in HRD Story” quotes Philip as saying “it did not compete after any suggestion that this motorcycle took part in the event on the Isle of Man would to be ruled out because, surely, Vincent and Irving were the authorities on Vincent HRD matters of era.

The MGP bike was unusual for a HRD in using a Blackburne engine, and it was the first of the marque to be fitted a sprung pillion-seat (in this to allow the rider to “get to it” in race mode). Also is that Messrs. Vincent, and Horton were photographed it just prior to its completion, for it was not for them to line up for a photo with every new machine left the Factory.

Although Vincent and Irving wrote that the bike was to compete in the MGP. neither an explanation to support their that it did not do so. Reference to the company’s Order Form dated 12, 1933 shows that the was required “Earliest,” although was later amended to August 15. It is as being built and tested by Horton, passed by Phil and signed-off by Philip Vincent.

The man who ordered this bike its rare parallel-pushrod Blackburne was intending MGP competitor 22-year-old Harvey, and the completed machine was delivered by road to his home at (just a few miles from the HRD Stevenage factory) by Keith on Saturday, August 26. As opening for the 1933 MGP was due to start on the morning of August 28, 250 miles away by and sea on the Isle of Man, the factory cut a bit fine! (From this readers should bear in that the machines produced by the HRD Company in the period 1928 to were badged “Vincent but were commonly referred to as “HRD.”)

S0, whilst the words of the two (Vincent and Irving) make that, in their memories, interesting 350 was not raced in the 1933 Frank Harvey is certainly as due to ride an HRD in the official entry-list of 56 Of greater significance is the fact several publications of the time say the bike did take part in sessions and that it contested the Junior race.

As examples: The Cycle commented on riding at Creg ny Baa during the Tuesday practice session and mentioned “Riding a 346cc HRD, F. was pretty good,” and of the Monday before race day it said “F. (HRD) struck sparks the road with his footrest” at Corner. As riders passed of those spots at speeds enough to permit visual of the machines ridden, there is a of truth about the reports.

many will still to take the words of Vincent and over those of The Motor . but a look at the next photograph another indication that the may have raced. It shows Harvey on the new machine in front of the used by competitors who stayed at the Acacia guest-house, off Bucks in Douglas on the Isle of Man. and it is with racing number-plates his MGP entry number of 12.

There is doubt that these are MGP plates, for the distinctive style of the matches those of other plates in 1933. Of further is the fact that the race-organisers issued number-plates to competitors they had “signed-on,” with point worthy of note that riders practised just a front number-plate and only added their for the actual race. Therefore, one (but unconfirmed) interpretation of the is that it was taken after of practice-week and shows Frank ready to ride in the 1933 MGP .

Come Junior race day on September 5th, and out of the 56 original there were 48 starters. ‘s name did not appear on the list of non-starters and having been told by the press he practised for the event, we then a very specific paragraph in the on the Junior MGP in Motor Cycling his participation in the race. It said: “F. (HRD) could not get his plug to after his pit stop.

Alas! the spanner had been lost dealing with a previous of plug trouble, and he was forced to up.” That retirement place at the pits at the end of the third lap of the and Motor Cycling’s words very much like an account of the event. A local The Manx Examiner . also that Harvey retired his HRD the race.

So, with three contemporary printing four separate of Harvey ‘s participation in the MGP meeting on an HRD, were really likely to have the identity of the machine on each Even if Harvey had changed his from the HRD listed in the Programme, the would have been aware of such change by way of information issued by the organisers, and so have been expected to their reports on the make

Other photographs exist of Harvey at the 1933 Junior MGP stationary shots with a of other racers and two racing are to hand). Unfortunately, none are clear to confirm the make of although a head-on shot appear to show the marque’s footrest hangers, a distant of the rear near-side looks HRD, and the two long-range racing are of riding number 12 on the Mountain

Seventy-five years after the it is very difficult to determine why the of Vincent and Irving are so at odds press reports of what at the 1933 MGP. There is a likelihood that when he to build the MGP model for Harvey in Philip Vincent’s thoughts had turned towards making entries in the 1934 Isle of Man TT for at the 1933 autumn Motorcycle he reached agreement with J. A. Ltd. to enter a Vincent HRD in the following year’s Senior TT, by their JAP engines.

Under circumstances, it is difficult to believe Vincent and Irving would failed to remember the earlier debut of one of their machines, living so close to the factory, would quite likely called in for a discussion after the Books such as “History of the MGP ” by Brown (a Shell publication of and “History of the MGP 1923-1998” by Bill and Peter Kneale, repeat the that the HRD competed in, but retired the 1933 Junior race. And Carrick, in “Vincent-HRD,” also that it raced.

So, there are the “facts” for your consideration, but is the truth? Seventy-five years the event it is perhaps not seen as but it would be nice to know the and thus to resolve the mystery of Frank Harvey, his Vincent and participation in the Junior MGP of 1933. As it is, we are with the unanswered question: Did he, or he?

“Awsome-Ness” and “Red Bikes”

at Motorcycle Hall of Fame

On July 24, Arlen Ness here) cut the ribbon on a new exhibit at the Hall of Fame Museum his life and the body of his work and on the worldwide custom motorcycle Entitled Awsome-Ness, the exhibit 11 of Ness’s creations, ranging his career-launcing 1947 Harley-Davidson named Untouchable to Mach a motorcycle powered by a jet turbine a helicopter.

In addition to “Awesome-Ness, a new exhibit entitled “Red featuring the work of Dawn (pictured here), was unveiled. The two at the Pickerington, Ohio museum run through mid-July 2009. For the story, click here.

To Arlen Ness’s official Hall of Fame bio, here. To reach the web site for Ness Enterprises, click To reach Dawn Deppi’s web click here .

Zündapp 250 S Trophy
Zündapp 250 S Trophy
Zündapp 250 S Trophy
Zündapp 250 S Trophy

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