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NICK VEASEY: BENEATH THE SURFACE

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Mystery rider on a '41 Matchless G3L 350cc military bike
Artist Nick Veasey has been messing around with x-rays ever since he was hired to x-ray a cola can for a TV show in England, when he was a relatively unknown still photographer.  He took the opportunity to also shoot his shoe, and was so intrigued with the process he eventually purchased a surplus x-ray machine, and built a bunker inside a warehouse with 30" thick walls and a 2300lb lead door to keep himself safe.  While medical x-ray stations have minimal beams directed at very specific, small areas, shooting much larger objects, like guns, motorcycles and even a Boeing 777 jet, meant hospital-style shielding was out of the question.  To be clear, Veasey doesn't shoot a whole motorcycle in one go - he shoots it section by section, then has helpers Photoshop the pieces together into a whole.    His most recent project, as reported in Wired.com yesterday, was a series of vintage motorcycles, borrowed from a local club.  He also installed a handy skeleton prop on a few of the bikes, and later shot the clothing, which was all blended later.  I've been a fan of his work for years, as who isn't fascinated by x-rays? 
Nick Veasey developing one of his x-rays in his studio
Here's Veasey's artist statement from his website: "We live in a world obsessed with image. What we look like, what our clothes look like, houses, cars… I like to counter this obsession with superficial appearance by using x-rays to strip back the layers and show what it is like under the surface. Often the integral beauty adds intrigue to the familiar. We all make assumptions based on the external visual aspects of what surrounds us and we are attracted to people and forms that are aesthetically pleasing. I like to challenge this automatic way that we react to just physical appearance by highlighting the, often surprising, inner beauty.
1915 Indian Model G 682cc 'Little Twin'
This society of ours, consumed as it is by image, is also becoming increasingly controlled by security and surveillance. Take a flight, or go into a high profile courtroom and your belongings will be x-rayed. The post arriving in corporations and government departments has often been x-rayed. Security cameras track our every move. Mobile phone receptions place us at any given time. Information is key to the fight against whatever we are meant to be fighting against. To create art with equipment and technology designed to help big brother delve deeper, to use some of that fancy complicated gadgetry that helps remove the freedom and individuality in our lives, to use that apparatus to create beauty brings a smile to my face.
1928 Ariel Model E 

A close-up of the 1914 Indian engine, with pistons, connecting rods, and timing gears clearly visible.
To mix my metaphors, we all know we shouldn’t judge a book by its cover, that beauty is more than skin deep. By revealing the inside, the quintessential element of my art speculates upon what the manufactured and natural world really consists of."
Nick doesn't just do motorcycles...some of his work explores subcultures with a wry sense of humor...
Harley Davidson Sportster with mystery rider

1914 Douglas Model A 3.5hp flat twin, 500cc

HANDBUILT SHOW: STEALING MOJO

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One corner of the Handbuilt Show; the Fuller Hot Rods Norton Commando, plus Roland Sands' new Indian, the Revival J63, etc
My article on Austin's Handbuilt Show, put on by Revival Cycles (full disclosure; my Cannonball partners) is up on CycleWorld.com, with some great photos.  Here's a teaser, you'll have to click on the link for the rest...
The gorgeous HRD-Rudge, restored by Herb Harris, which I rode at the Quail Motorcycle Gathering last year...
"By now, everyone’s heard that Austin is an oasis of cool in the middle of Texas, but to this seasoned bi-coaster, visiting for the recent Handbuilt Show was a very pleasant surprise, and a little humbling. While busy growing our beards, Austin stole the mojo once animating Williamsburg and the Mission District, which are now dominated by people with, like, real jobs. The Handbuilt Show, in its second year under Revival Cycles, is planted in East Austin, a Hispanic neighborhood with rings of gourmet food trucks circled like wagons in vacant lots every quarter-mile, or even closer.
Jeremy Cupp, whose LC Fabrications '#7' Speedway custom won People's Choice; a crazy-clever machine mating a Buell Blast crank with a Ducati cylinder head, plus a ton of clever details, like a foldaway kicker for the Triumph gearbox (with hydraulic clutch adaptor)

The Show’s in a large warehouse with an open yard beside, but the interior is air conditioned, while the yard features two excellent food trucks and the American Motordrome for atmosphere—visual and sonic. The food and drinks aren’t free, nor are the T-shirts, but everything else is. Anybody could enter the wide-open doors, and it was still never too crowded, day or night, to slip in amongst the Wall of Death revelers and feel a 1928 Indian rock the boards under your feet, as horizontal rider Charlie Ransom snatched paper money from extended hands. That just never gets old."
Marty Dickerson's 'Blue Bike' - read about it here. 
The late Bud Reveile's Triumph chopper - an Austin legend, owner of Bud's Motorcycle Shop, an amazing place of a type increasingly rare these days...
A tidy Ducati flat-tracker
Sporting around with Steve Klein's 1911 Flying Merkel, with David Borras (El Solitario), moi, Alan Stulberg (Revival). and Brittney Olsen (20th Century Racing)
Presentation!  A sectioned Norton Atlas motor at Herb Harris' home
Revival's 'J63', which I reviewed for Cycle World
Who knew a Honda 250 needed a monococque chassis?
Lovely and Rudge-y
A sectioned Victoria Bergmeister engine at Revival
Late night builder chat and drinking session with Walt Siegl and David Borras 
Been there, done that, got the hand-built sweater.  Knitted by Dehen, the old woolen mill now reviving its old knitwear designs from the 40s/50s racing scene.  The bike is Max Hazan's remarkable supercharged Sporster, which I wrote about for Cycle World...
Setting up our show of Wet Plate photos at Handbuilt - check our portfolio at MotoTintype.com


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VALE, GEOFF DUKE; WORLD CHAMPION, GENTLEMAN

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To the Victor, the spoils! After winning the '54 Swedish TT at Hedemora
News of Geoff Duke's passing filtered through the internet this weekend, as an older generation remembered motorcycle racing's first superstar and tabloid darling.  His movie-star good looks and pleasant demeanor combined with a fierce surplus of raw riding talent, and he became a welcome ambassador for the sport of motorcycling.  
Among the tricks learned as part of the Royal Signals team - getting a haircut aboard a Triumph Tiger 100 in 1947
Duke appeared on the racing scene immediately after WW2, which seems from his memoirs to have been less a period fighting war than fighting rocky hillsides in the Royal Corps of Signals, as he learned trials riding skills from a stellar collection of ex-Brooklands men.  Quite a few famous racers and trials riders, like Freddie Frith, Hugh Viney, 'Nobby' Clark, and Charlie Rogers, pulled dual duty in the Army, both training ordinary soldiers to ride, and nurturing the talent of promising youngsters who 'joined up' under a scheme created by Graham Walker of Motor Cycling, to enlist motorcyclists as despatch riders. Duke was soon promoted to the training staff, and taught riding tricks as a member of the Royal Signals display team

Duke after winning the '49 Isle of Man Senior TT, with Cromie McCandless (inventor of the Featherbed frame with his brother Rex), and Francis Beart, who was always Beatnik-cool, with the best prepared machines at any racetrack.  A comparison of Duke's factory Manx with Beart's 2nd place bike is instructive; no doubt his machine weighed 10lbs less than the standard racer.
After the war, he excelled at trials, but really wanted to road race.  Connections made in the military gave him jobs offers at both to AMC and Norton, but AMC wouldn't allow him to enter the amateur TT races, fearing a perceived conflict of interest, while Norton had no such qualms.  He was signed up to ride a factory Norton 500T trials machine, which he never really sorted out (to Joe Craig's disgust), but led the 1948 Junior Manx GP before a split oil tank ruined his motor.   Still, Craig watched Duke with keen interest, and after he won the '49 Senior Manx on a 500cc Manx, he was offered a spot on the Norton factory race team.
Racing at the North-West 200, under the Dunlop sign...ironic as Duke refused to race with them, after meeting with Fort Dunlop in company with Joe Craig to discuss tread-shedding disasters, which the mighty rubber company ignored.  Nortons, and Duke, thereafter used Avon tires...
The history books record, Duke rewarded Norton's support with a double World Championship (350cc and 500cc) in 1951, when he was also named Britain's Sportsman of the Year, and he was truly thrust into the limelight.  He eventually won 3 World Championships for Norton, famously on their brand-new Featherbed Manx, although it slowly dawned on him that he was earning a pittance even as Norton's champion, as the factory simply paid its racers very poorly.  Discussions with other racers revealed just how little he was earning by comparison.  Even Norton factory racers in the late 1920s earned more, as Duke was informed by Alec Bennett, whose 1927 Isle of Man win netted him £3000, more than double Duke's annual winnings 23 years later!   
Finally!  Aboard the Featherbed Manx, on his way to a couple of World Championships in 1951.
Offers came in from AJS and Gilera to ride for the factory, who both offered a base £3000 salary, and Gilera threw in a lovely Lancia Aurelia B20 coupe, which sealed the deal for the Italian factory, whose future looked far more rosy in any case, with their pioneering DOHC 4-cylinder racer, a development of their prewar supercharged Rondine.   
Exquisite metal.  Undoubtedly the prettiest 4-cylinder engine ever built, the factory racing Gilera, developed over 30 years from an experimental across-the-frame pushrod 4 in 1924, to the supercharged, watercooled 'Rondine', and postwar to the aircooled and carbureted World Champ.
Duke was also courted by the four-wheeled world, which was common then but unthinkable today. From the 'Teens through the 1970s, quite a few F1 drivers cut their teeth as motorcycle champions, from Tazio Nuvolari to John Surtees and Mike Hailwood, and Duke was no exception. He drove for the Aston Martin sports-racing team in 1953, and after a good finish in the Swiss GP, Mercedes F1 chief Alfred Neubauer offered him a spot driving with the all-conquering 'Silver Arrows', driving alongside Juan Manuel Fangio. Duke declined, honoring his commitments to two wheels, although his career was sidelined in 1956 by the AFM, who punished his support of a riders' strike for increased start pay at the Dutch TT, with a 6 months' suspension of racing.  This ended his World Championship hopes for '56, and for 1957, Gilera announced it was quitting GP racing, along with BMW, Moto Guzzi, Mondial, DKW, etc - the Great Die-Off.  
With Giuseppe Gilera and Alfredo Milani
That was effectively the end of his racing career, but he returned as team manager for his own Scuderia Duke in 1963, using identical, undeveloped Gileras from the 1957 season.  Derek Minter and John Hartle were in the running for another World Championship, remarkably, against the MV Agusta 4s - blatant copies of the Gileras, which traced their mechanical lineage back to 1924, with the OPRA pushrod across-the-frame 4.  Fate had other plans, and while the Gileras recorded their best-ever times, they needed further R&D to make the power of the newer MVs.
Enjoying the oversteer of a factory Aston Martin DB3.  He preferred the handling of the DB2S, which he reckoned "handled like a motorcycle - it went where you pointed and stayed on line." On testing the first time with John Wyer (Aston racing manager), Duke was faster than any of Aston's factory drivers, the first time he'd ever tried a racing car!  He didn't fit the culture of a car-racing team, and went back to bikes, even after showing huge promise on four wheels.
I highly recommend Geoff Duke's excellent 1988 autobiography, 'In Pursuit of Perfection', which is charmingly written and full of great photos, which illustrate this story.  It takes a particular character to make a World Champion in any field, and Duke will be remembered as a 6-time winner, and the friendly face of motorcycle sport in the 1950s.
Geoff Duke's autobiography, written in 1988; buy it!
Yes, he tried BMWs too, but couldn't get the hang of the handling.

The Lancia B20 Aurelia which sweetened the deal for his Gilera contract.
A happy Duke tests the Gilera for the first time in 1953. 
A pensive Duke before the Swedish GP at Hedemora, 1954.  The sexiest racing motorcycle of the 1950s.  Note the Matchless G45 behind, another gorgeous racer, albeit plagued with problems.
An important tale to set right: while Geoff Duke was the first World Champion to race with one-piece leathers, he wasn't the first racer to try them.  Velocette's Bertie Goodman had a set years before Duke, as did other riders, even at Brooklands.    Here's Duke's tailor, Frank Barker, who made up the leathers.  Duke understood the value of a tight fit for lower wind resistance, and by 1951 had perfected the racing catsuit with ankle-tight boots.
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VINTAGE REVIVAL MONTLHERY 2015: PART 1

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Ruby helmets founder Jérome Coste is alive and well and racing his father's ES2 Norton
Why on earth, my friends ask, would I travel 20 hours on a round-trip plane to Paris, and spend a couple of grand of my own money to attend a weekend event at a suburban Parisian racetrack in lousy condition, with shabby amenities, mediocre food, which is a pain to reach unless you have a car?   The reason is simple; it’s worth it.  If you’re a fan of pre-1940 racing cars and motorcycles, there really isn’t a comparable event, anywhere.  Vintage RevivalMontlhéry has become to my eyes the most authentic vintage motorsports event in the world.  Not as in ‘period correct’ as per the Goodwood Revival, that glorious costume party of 50,000 people, who are not allowed access to the truly interesting stuff, like the pits.  It may be the right crowd, but it’s Disneyland crowded, and shares a bit too much of that park’s gloss for my taste.  I prefer a little grit, because pre-war racing wasn’t a theme park, it was dangerous and poorly-paid stuff, and the participants did it for the love of the sport.
The four horsemen strategize
I suppose if that tens of thousands turned up at Montlhéry there would be tiered access as well, but as the crowd is still 4-figures small, with a very large playground, it feels very much in tune with the old Brooklands ad – the right crowd, and no crowding.  VRM is the work of Vincent Chamon, who took on the mantle of the late lamented Jacques Protherat, the grandfather of vintage racing in France, who organized a ‘Vintage Montlhéry’ gathering for decades, before his untimely death 15 years ago.  The track was without such a mixed-vehicle event for ten years, until Chamon decided to do something about it.    This is the third of these bi-annual events, and it just seems to get better.

Amilcars need love too
Unlike most motorsports events, the organization is almost invisible, with a very light touch.  Gents and ladies in white boiler suits direct the action, and their attention is generally focused on getting vehicles onto the track in an orderly fashion.  The glorious chaos of the scene, which actually has a fluid and orderly movement, includes a mix of pedestrians, bicyclists, children, and racing vehicles using the main throughfare/track access, which means there’s a constant mix of revving racers and ordinary folks milling along, with a kind of friendly acceptance of of each group’s needs.  The frustration level looked very low, and I didn’t hear a voiced raised in anger amongst the scrum between pits and track, which considering the high temper of a rider or driver about to do hot laps, is really something. 

A 1921 Leyat Helica aerocar, surely the most remarkable vehicle at the meet, and a pleasure for all to witness!  Powered by an Anzani v-twin sidevalve engine.  A very special version reached 171km/h (102mph) in 1927 at Montlhéry
Perhaps it’s because there’s nothing to win; the track time is a ‘parade’, which means a few take full advantage of the fantastically historic track’s banking and chicanes, while most are content with a fast but not furious pace.  Some even potter, and know well enough to stay out of the way, clinging to the very bottom of the banking, while the really fast ones sail up the top line, which feels awfully near vertical when you’re on it.  It’s an eerie sensation to gaze at the top of another rider’s helmet as you pass by/over and they’re perpendicular to you.  But it is bumpy on the crumbly old concrete.  Riding the track is truly living the history of the place, as an awful lot of world speed/distance records were set there from its inception in 1924 through the 1960s.  Unlike Brooklands, competing interests (like tanks) never sullied the architectural concrete track banking, and we can still enjoy the magnificence of the place today.  I found it especially poignant to be back at Montlhery after visiting Daytona for the first time last September, during the Cannonball, and being sorely disappointed at the lack of romance about the place.  The center of the Montlhéry track is a forest, with big swaths of green grass, flowers, and shade if you need it.  The grandstands will hold a thousand people at most, all else is trees and sky in the environs; it’s simply gorgeous.  Visit the place before something stupid happens.

A lovely 1933 AJS OHC 'Trophy' model
What appeared in 2015?  Racers from collections all across Europe, from as far as the Czech Republic, with plenty from Germany, Holland, Italy, and England.  To date, no motorcycles from US stables have appeared, a situation I’d love to rectify in 2017.  There were American bikes certainly, Indian and Harley and Excelsior board trackers which seemed right at home on the banking – just about the only venue suitable for them actually.  Mostly it’s what you would have seen on European Grand Prix circuits from the early 1900s through 1940, with plenty of ultra-rare machines you’ll see nowhere else, dragged from the depths of family collections far from the public (and the tax man’s) eye.  The photographs here are a reasonable selection, but don’t encompass nearly everything – just the ones I managed in an attractive shot.

Lots of familiar faces, including Alistair Gibson, who built the 1100cc Brough Superior raced at Bonneville recently
Here’s huge thanks to Vincent Chamon and his team for putting on an exceptional and beautifully run weekend event, and for arranging perfect weather too!


Pudding basin helmets are fairly useless in a crash, but look great in photos...
Listed as an Amilcar, this recent creation is mostly new, barring the frame and a c.1918 Hispano-Suiza OHC V8 engine, rated at 200hp in the day, and an impressive piece of kit.  Note the cam covers making themselves known...
Plenty of cool stuff at the autojumble - enough to build a 'special' actually, with a few frames and engines laying around
The Brooklands Museum boys consider a one-family-from-new Bugatti circulating discreetly around the track
Teen heart-throb!  Aboard a 1930 Terrot NSS0
Bugs everywhere!  A Type 35 Bugatti lining up for a track session
Another Type 35; so distinctive, and truly effective on the track
The loneliness of the long-distance racer
Between track sessions, a racing Morgan makes a nice backrest
Run don't walk!  A 1902 Clement Gladiator, identical to my own machine, and the great-grandfather of all mopeds
Trés chic in an oily-rag Bugatti Type 35 in French racing blue
A rare OHV Blackburne v-twin engine powering a cyclecar
Engine not required!  A few bicycles and pedal-powered cars circulated too; quiet time.
Second oldest machine of the meet; the 1900 DeDion-Bouton trike
What has 4 connecting rods, 3 pistons, 2 carbs and exhausts, and 1 spark plug?  A supercharged DKW SS250, that's what.  Sadly not raced.
The furious complexity of a c.1928 Douglas SW5 racer, with the Freddie Dixon-developed 'still air box', which also provided 100% more air filtration than other motorcycles of the day.
Gorgeous early Excelsior board track racer in original paint condition
Start them early! Plenty of today's adult competitors at Montlhéry have attended since childhood
Untouchable!  Frank Chatokhine and his ultra-fast '39 Triumph T100 racer.  
More than one person asked me 'what's inside that thing?', to which I answered, 'time and skill'.
Serious raw fun with a pair of GN racers; the 'Piglet Special' and 'Parker Sport'; with chain drive an no differential, the rear wheels are slid around corners - fantastic to watch.  GN mostly build cyclecars, and was the creation of Archie Frazer-Nash  and HR Godfrey (HRG). Here's a period poem about them: 'Nash and Godfrey hated cogs, built a car with chains and dogs, and it worked, but would it if, they had built it with a diff?'
Period correct attire.
And the ladies too!
The engine room of the 1922 GN 'Parker Sport' - about as motorcycle as a car can be, with four separate air-cooled cylinders, 4 TT carbs, and all-chain drive.
An Amilcar after the final 'touring' lap of the track, the last event of the day, and hence no helmets
Marc Tudeau, the Montlhéry ambassador for Indian motorcycles, in clashing green!
A few Norton Internationals were mixed with the European racers; always a welcome sight
Kalle alternated between two and four wheels
A late 1950s Harley K model in bumblebee paint
Martin Heckscher and his lovely 1932 Velocette KTT Mk2
Oldest machine on the track; the 1897 Léon-Bollee trike, which sounded very healthy, and was bonked around the grounds all Saturday
Ueli Schmid and his 1926 Motosacoche 804 Sport with 1000cc f-head motor
A trio of early Mercedes GP cars were impressive in factory racing white livery
Hot stuff!  A special Cameron racing JAP engine for this Morgan, with post-war Speedway heads and enormous GP carbs fed by automotive SU float bowls.  Running on methanol, the owner reckoned 110hp
Morgans everywhere!  They even had their own racing grid.
If it doesn't exist anymore, someone like Pavel Malanik might just build it himself.  This is the big brother of the NLG-JAP which won the first ever race at Brooklands in 1907...very big 1909 brother at 2714cc!  The age of Monsters.
An ex-works AJS K10 racer with a lovely patina, which won my 'I'd like that please' award.
Oliver Way, the premier exponent/instigator of the current aero-engine car craze, aboard his first creation, labeled an Austin but considerably larger than the 7, with an airplane motor to boot.
Pushing in after hot track laps
Not just a man's game, racing.
I caught neither the lady's name, nor her machine info, although it appears to be a Magnat-Debon
A lovely Salmson, and the forest at the heart of the speed bowl
A monoposto racer with a motorcycle engine on the side; the Schashes cyclecar  of  1927

Not the Tatra you were thinking of...a 1925 flat twin Model T11 Rennwagen
A very patinated c.1931 Terrot-JAP
Tim Gunn explains a 1919 Grafton cyclecar only needs one tool.
The lovely Paval Malanik re-creation of the 1909 Torpedo fan-4 with 1640cc and F-head configuration

From the Brooklands Museum; a c.1934 Triumph-JAP special
Goosebumps; the final Bugatti GP racer, the 1934 Type 59 with DOHC straight-8 engine and 'piano wire' wheels.
A little maintenance of the Brooklands Museum Velo KSS racer
The right crowd...and no crowding
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2015 VINTAGE REVIVAL MONTLHERY: PART 2

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Marcel Léyat's' Hélica' aerocar of 1921 in full glory - what an object!  There's another example in the excellent Musée des Arts et Metiers in central Paris.
The smoky end of Frank Chatokhine's'38 Triumph Speed Twin
1921 Hélica, 1925 Excelsior Super X racer, and 1926 Motosacoche 804 Sport, amazingly sharing a single track, but there's plenty of room...
Cars as full of character as an antique bike, and surely as much trouble to keep in good running order!
A bored ambulance crew is an excellent sign that riders kept matters under control...
The Amilcar/Hispano-Suiza aero-engine mashup...
...and the pilot's view of the beast.
A Dixieland jazz band kept things light
A series of tented workshops from Yesterday's, the Hockenheim Museum, the Brooklands Museum, and several private owners corralled a wide variety of machines in a small space; visible here are Indian, Douglas, Peugeto, and Werner - the products of four countries, all pre-WW1.
No, not a racer, but a rare and wonderful beast, the 1924 BSA 770cc v-twin
Red, white, and blue...the French flag represented in the engine bay of a Bugatti type 35 straight-8 racer
One could get lost in the sensuous landscape of a Bugatti Type 59's front suspension - leaf springs, dampers, and axle...
...with cable-operated brakes of enormous size.
The crowd mostly kept to the balcony over the starting grid, and avoided the grandstands; the better to smell the Castrol R!
The 1902 Clément-Gladiator, which was also produced under license in the USA
No excuses here: I have one too, and this example looks great.  Compared to a 1902 Indian, it's a moped, but this is what motorcycling looked like at the turn of the Century.  And the Indian would have set me back several zeros more than a Clément!
A 1928 Norton CS1 racer, with Walter Moore-designed 'cricket bat' engine.
Cyclecars!  A 1921 Tamplin Cyclecar to be exact - with seating a cozy one-two inline, and the body made from plywood soaked in resin to make it waterproof.  It's a unibody, with direct chain drive to the left rear wheel only (no need for a differential!).  Over a thousand Tamplins were produced.
Lots of vintage bicycles in use, which expedited transversing the grounds.  Especially nice in period dress
The hot rods confer - Dimitri Coste and Frank Chatokhine
The Hockenheim Museum's immaculate 1928 Douglas SW5 road racer.  
This early Bugatti bears the maker's signature on the cambox!  A nice touch; as Ettore was raised in a family of artists, it's understandable he'd sign his creations
The VRM staff, always helpful, generally smiling.  Lots of work to do, but what an office!
The owner reckoned this might be the first Peugeot v-twin ever sold, the ex-Paris Show 1905 machine
Frank
Well bashed aluminum bodywork on this GN, the twin-carb 'Piglet Special', with plenty of louvres to keep the air-cooled engine cool.  A fantastic sight to watch sliding around the corners 
Jean-Luc Gaignard in his 1920 Silver Hawk 1480cc OHC racer; he brought motorcycles too!
Period correct gents...
...and ladies!
A rare Gnome-Rhone with pressed-steel frame and forks.
I captured this gent in 2013; the car has been in one family since new, and no doubt these youngsters will inherit it
Big smiles in a big 'teens Mercedes GP racer
1913 Henderson on the track - the magnificent American 4-cylinder, this is the short-chassis second version.
Jonathan Rishton, editor of The Automobile (to which I occasionally contribute), peers out the back of the 'works' Ford Vedette van
'Cally' Callamon looking distinguished in his everyday attire.  A well-known exponent of high-wheeler bicycles, who's done the full length of Britain on one
Even the kids get a race course - with vintage pedal-cars.
Ultra-rare beast; the OHC Koehler-Escoffier GP 350cc of 1934, a big improvement over their late '20s OHC racers, as it has a proper oil pump and positive oiling for the camshaft, rather than the total-loss feed prior.  Cams need lots of oil!
Laurence Chatokhine with a lovely vintage Peugeot in full Deco decor.
Rackety old open-wheelers crowding the grid.  Just fabulous.
The technically advanced work of Nougier, here with a gear-driven DOHC head added to a Magnat-Debon 
The 1928 La Mondial with full pressed-steel chassis and JAP engine.  A very rare machine, with a cool half-round gas tank - very Deco indeed.  Note the doubled-up front brakes.
Lining up for the Morgan/Salmson 3-wheel races
Nice ad placement!  The command center of the track
A shot of the 500cc DOHC Magnat-Debon with the full Nougier treatment, originally modified in 1936. Francois-Marie Dumas has recently written a full account of the Nougier enterprise from 1932-72; worth investigating, as their DOHC 4-cylinder racer of the 1950s is serious stuff. 
Oliver Way and his Austin aero-engine racer
Paterfamilias of the Coste clan
Sebastien Chirpaz, proprietor of A Piece of Chic silk scarves, some of which adorn my neck!
I love two wheels, but four wheels like this look like fun too
A very early Rochet motorcycle, looking very original
A better view of Jean-Luc Gaignard's Silver Hawk racer, with the banking behind, looking like a wall
A rare 1932 Styl'son R12 250cc with Blackburne engine
How the racing across his back must haunt his dreams...
A gorgeous seafoam green Terrot
And another Terrot, with an engine of their own make
Pavel Malanik's 1909 Torpedo recreation, with 1640cc fan-4, which sounded amazing on the track
Ready for the staging area
DOHC Amilcar with supercharger replaced by a pair of carbs!  Less trouble in actual use?
Not a men's club; Gillian Carr on an early 60s Velocette Venom
Thanks for the party Vincent!  You're the man! 

CONCORSO DI MOTO, 2015

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For your consideration; the 1964 Honda 2RC164, Jim Redman's TT winner for that year
While the Concorso di Villa d'Este traces its roots back to 1929, the sporadic history of the car show at the historic Renaissance villa didn't include motorcycles until 2011.  I was privileged to witness the birth of the Concorso di Moto that year, and 5 years on, motorcycles have a secure footing in the at Villa Erba.  This may be due to the separate venue afforded the bikes, which prevents them being overshadowed by the megabucks glamour of the car show at neighboring Villa d'Este, and in retrospect, this seems the wisest decision BMW could have made regarding the whole event.   There's room on Villa d'Este's extensive grounds - one of the only Renaissance gardens left unmolested over 500 years - for the bike show, but an uncrowded feeling is a principal charm of both concorsi.
The beautifully restored 1951 Douglas 90+ of Bert Ruijs, here ridden in the parade from Villa Erba to Villa d'Este - hence the lack of proper riding gear
If you're not an old car buff, you'd be forgiven not knowing the status of this show in the collector auto universe.  Villa d'Este is the car show Pebble Beach winners would absolutely kill to be invited to. The show inevitably oozes wealth, given the value of the cars on show, but as the Saturday concours is invite-only (and hey, they let us moto-heads swing by too), there's no crowding at all. The cars are driven to Villa Erba the next day, so it's a win-win, as the general public can see the same cars beside the same lake for a very modest admission - 15 euros.  Compare that to $350 for day-of-show tix to stand packed like a sardine at Pebble
'Bentley Belle'Katarina Kyvalova and her 3.4L Open Tourer on the Sunday drive-thru on the grounds of Villa Erba. Another member of the Bentley Belle team - Gillian Carr - was photographed at Montlhery on a Velocette!
That's the car story, anyway, although it's sweet to see every one of them driven around the grounds of Villa Erba during the afternoon, when they're 'presented' to the grandstand audience and described by the multi-lingual and oh so genteel master of ceremonies, Simon Kidston. There's a bi-annual auction too, and this year RM (who've sold 25% to Sotheby's) had a Ferrari-heavy lineup under its own awning.  BMW fills the remaining space with themed displays of cars and bikes, this year a mix of mostly '70s bikes and cars - 2002, R90S, R75/5, 3.0 CS.  
The ubiquitous but always-welcome Kompressor RS255 which won the '39 Isle of Man TT
Plus a full display of M1 'art cars' with color schemes by famous artists - Roy Lichtenstein, Frank Stella, Alexander Calder, and of course Andy Warhol, whose finger-painted M1 might just be the most valuable car in the world, if taken seriously as a work of art.  It's the only one of the cars actually painted by the artist, and not merely 'designed by'... Andy's perverse handling of the paint (check out the video) is hilarious, and makes the car an actual painting, in contrast to his usual work, which was created by assistants using silkscreens. 
The most valuable car in the world?  Andy Warhol hand-painted his BMW M1 'art car' in 1977
On the two-wheeled front, the cruciform motorcycle exhibit had 5 themes: 'The Establishment' (bikes from the 'Teens and 20s), 'Gentleman's Ride' (luxury bikes from the '30s), 'Experiments in the '50s', 'Connoisseur's Choice' (70s luxury bikes), and 'The Heroes' (of the '70s bike boom). There was also an un-judged lineup of Isle of Man TT winners, from the BMW RS255 which Georg Meier won the '39 race, to the BMW S100RR which won in 2014.  The most-represented marque this year was, believe it or not, Harley-Davidson, with 3 machines ranging from a beautifully restored 1913 single-speed chain-drive twin, to an original-paint 1971 Shovelhead Electra Glide in AMF white, and an immaculate 1977 XLCR cafe racer.  [For a full list of the participating bikes, follow this link]
Fabulously out of context at Villa d'Este, but fabulous nonetheless - the 1971 H-D FLH Electra Glide [see my road test of one here]
As usual, super-rare bikes comprised the bulk of entries, making the judging process difficult as ever.  We seem to have arrived at a happy core of judges as of last year, with the evergreen Carlo Perelli as Chief Judge, journalists/authors Mick Duckworth, Francois-Marie Dumas, and myself, plus Edgar Heinrich, head of motorcycle design at BMW.  This year we had surprise celeb judge Orlando Bloom, who proved an enthusiastic and welcome addition to our panel; he professed to be a bit overawed by the years of moto-experience at the table, but he's been on motorcycles since around age 12.  The addition of a non-industry judge to our deliberations provides a fresh point of view, a welcome circumstance for us ultra-geeks who are perhaps too deeply interested in details and provenance, and forget the 'wow that's cool' factor. 
Gents of the jury: Pd'O, Edgar Heinrichs, Francois-Marie Dumas, Orlando Bloom, Carlo Perelli, and Mick Duckworth
Orlando's feedback about the process was identical to mine, as related by coordinator of the Moto Concorso, journalist/author Stefan Knittel.  He felt the most interesting and rewarding part of the whole event was our discussion around the judge's table, in which perspectives of judges from 5 different countries and 4 different decades clash, merge, emerge, clash again, and eventually arrive at a conclusion for each of the 5 classes.  And then there was the Best in Show discussion, especially heated this year, as the question of 'elegance' was debated, until Carlo declared eventually that this was a 'Concorso di Moto', not a 'Concorso di Eleganza', as with the cars.  This freed us to award Best in Show to a bright yellow 1973 Münch TTS-E, which might not be the picture of elegance, but is damned impressive, and happened to fit within the 'Spirit of the Seventies' theme of the whole event this year.  Tidy. 
Best in Show!  The 1973 Münch TTS-E of Alessandro Altinier
Big thanks to BMW for their gracious hospitality, and for stewarding such a fantastic event.  

The 1950 Adler M250 of Bernd Dieter, a 250cc two-stroke twin, an interesting design with a Hirth-coupled crankshaft in a tunnel within the crankcase - a design Yamaha copied for its first twin.
The sexy '34 Alfa Romeo 8-cylinder 2300 Spider at Villa d'Este.  It won the BMW Group Trophy (Best in Show). 
Spirit of the Seventies!  The 1970 AMX/3 by AMC, owned by Jurgen and Padma Wilms
More Seventies Spirit - the 1971 Lamborghini Miura SV, the only one with this paint scheme.  Outrageous, but fitting.  Yes, she owned the car, and the dress!
Ueli Schmid and his late '30s BMW R51 with genuine RS tank, albeit in metalflake red!
The complication of the 1959 Maserati 'Birdcage' chassis, a latticework of small diameter tubing for strength
Engine room of the BMW RS255
Now that's a dashboard!  8 'clocks' and a small infinity of switches on an aluminum panel.   
Examining the 1929 Condor Super Sport of Peter Rohrer.  A Swiss machine with Swiss Motosacoche engine, with unique chain-drive magneto for that model.  A very fine machine.
The unique front brake of the Douglas 90+, a 9" diameter single-sided monster with a well-braced and ventilated aluminum backplate, intended for racing. The brakeplate moves with the short leading-link forks; note the parallel brake anchor link.
Douglas began building flat twins 17 years before BMW, and experimented with the 'BMW way' with the Endeavor in '34, but only turned its cylinders transverse to the frame permanently after WW2.
The sweet 1926 Bianchi 175 Sport of Giovanni Pedrali - a gem of a machine in familiar Bianchi blue
All class - the hardbound event programs for the moto and auto concours, showing last year's winning Opel sidecar outfit (read the coverage here)
The luxurious grounds of Villa Erba, while the Sunday show was in full swing. 
Super rare example of Moto Guzzi's first OHV production motor, the 1928 C2V with pushrod-operated valves.  The original G-P (Guzzi-Parodi) prototype of 1923 was an OHC machine.
Owner Luigi Broggio demonstrates the direct fuel line which primes the induction tract, via a hole in the intake manifold! 
The gorgeous and rare 1913 Harley-Davidson twin single-speeder
Rare bird!  28 Healey 1000/4s were made between '71 and '77 by the Healey brothers (no relation to the Austin-Healey).  Top speed recorded in road tests was 126mph, and the weight was kept to 350lbs with an Egli-type spine frame.
BMW always reveals new prototypes, and this '101' Bagger with a 6-cylinder engine was designed by the BMW team and Don Cammorata of MachineForm Design, then built by Roland Sands using his signature elements - the specially machined wheels, clear engine covers, and interesting mix of paint and raw aluminum.  BMW's intention is clearly aimed at America...specifically Sturgis and Daytona.  
The four unique carbs of the Honda 2RC164
Cockpit of the Honda 2RC164, with 15,000rpm tach
Family fun showing off the Zagato-bodied Jaguar XK140 coupé
Imm-ovation; the 1949 Imme R100, a poem to the clever economy of materials 
Benito Battilani's handsome '36 Indian 436 'Upside Down' 4-cylinder.  Benito has just published the first-ever book on Wooler motorcycles, for you enthusiasts of that amazing marque.
The fearsome 1972 Kawasaki H2 750cc two-stroke triple, which came out a year before the 900cc DOHC Z-1 model
Kettles and CBs; the Suzuki GT750 which tried to make a genteel tourer out of a watercooled two-stroke triple. It succeeded in its aim, but not spectacularly in the marketplace.  The Honda was another story...
Tired of wheels?  Look here.
Lapo!  The infamous fashion icon Lapo Elkan, grandson of Gianni Agnelli, the founder of FIAT.  His brother John is CEO of FIAT, and Lapo was once the Marketing Director, although now he makes those groovy pearl sunnies with his Italia Independent line.
Should your vehicle fail to win a prize, the course of action is clear.
Eleganza!  Gorgeous '36 Lancia Astura 3A and '37 Mercedes-Benz 770K
I admit it; I have a weakness for early Maseratis like this '56 A6G/2000 
Another Maser; this the Birdcage, with chassis tubing visible under the huge windscreen

A classic '37 Matchless Model X, owned by the Malenottis (Matchless London reboot)
This lovely yellow 1934 Motobécane S5C Gran Sport was a popular favorite - yellow was the color this year!  The immortal French motoring artist Geo Ham (Georges Hamel) worked with the engineers at Motobécane to design this Art Deco masterpiece.
The unit-construction 493cc OHV engine of the Motobécane
The remarkable 1955 Motom, with torsion-bar everything - suspension front and rear, and valve springs for the OHC engine.  Bristling with ideas, the 98cc was inevitably expensive, and not a great financial success 
There's a chain-drive OHC flat-single motor under all that curvaceous sheet metal
The cockpit of Ray Amm's 1954 Norton Manx racer
With its distinctive proboscis fairing, the 1954 Isle of Man TT winning Norton is certainly distinctive, and devastatingly fast with Ray Amm at the helm
The enormous front brake of the 1954 NSU R22-54 Rennmax.  The truly geeky will note the Rudge alloy rims, built under license by Borrani
The breathing room of the NSU Rennmax, showing the shaft-and-bevel drive to the OHC twin-cylinder motor which won the '54 World Championship 
Cockpit of the NSU Rennmax complete with orange racing sponge
BMW motorcycle designer Ola Stenegard, aboard an original-paint '32 BMW R16, owned by legendary vintage BMW restorer/rider Josef Kast
Yours truly discussing the 1954 Victoria Bergmeister V35, a perfect restoration
No, this isn't Erwin Wurm's latest sculpture, this is a 1952 Pegaso 'Cupula'.  Pegaso, like Lamborghini, was a heavy-equipment manufacturer (Enasa), that branched out to a limited production of sports cars for 5 years, with an all-aluminum OHC V-8 engine.  
Another Pegaso, with a picnic party.
Details of the lovely 1912 Puch Type N, one of the earliest extant examples of the marque.  This level of decorative detail is rare in motorcycling.
Of course, actually riding a 1912 Puch is a complicated business...

It's hard to be humble when you own a Rumi Formichino! Bruno Finardi struts his '54 model
A landscape of luxury: the 1947 Mercedes-Benz 540K
The Motosacoche IOE 993cc v-twin housed in a Standard chassis
The 1930 Standard BT1000, quite an impressive machine with its all-nickel tank
Stefan Knittel, organizer of the Concorso di Moto
The engine room of the remarkable 1935 Tornax  Tornado, with a chain-driven OHC parallel twin engine 

The 1923 Victoria OHV engine, designed by Martin Stolle; he had first designed the BMW motorcycle engine for 1921, and Victoria was a big customer for the engine.  Stolle wanted to develop an OHV version of the engine, but BMW wasn't interested, so he went to work for Victoria instead, which forced BMW to begin producing whole motorcycles, as they'd lost their engineer and best customer!



BILL PHELPS: CATCHING HEROES

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Everyone with a phone is a photographer, and today, updating Warhol's old saw, everyone is famous for 15pixels. Between filters and apps, we can fool ourselves that we're good, but confronted with an artist evidencing rare gifts in the medium, the chasm between our humble snaps and his staggeringly beautiful work is clear.  If I could keep Bill Phelps in my pocket, I'd throw away my cameras.  There will never be a Phelps app, because there's no algorithm for the emotional connection between the man and his subject matter; Bill captures some mysterious quality in people, machines, and even grime, which scratches at our souls.


Bill Phelps is best known in the alt.moto world for a series of exquisitely composed shots of models with old bikes (Vincents, Velocettes, Nortons, etc - all his) most of which were taken in 1998/9.  He has since moved on to professional work for the likes of Condé Nast, and his work is shown at Robin Rice Gallery in NYC, but he remains an oil-stained gearhead, eager to reveal the epic from a familiar mix of people and machines.  I've featured his work in 2010 (his gallery collection) and in 2013 (from Wheels+Waves), and it doesn't age a bit.  The current collection is perhaps his best yet, hinting at his maturation as an artist.


Our schedules coincided last month, and Bill was able to stretch a magazine shoot in Strasbourg to a weekend at the Vintage Revival event in the Montlhéry speed bowl. The storied race track, combined with the deliciously gritty subject matter, was catnip to Bill, and he's produced a new photo series, a few of which I'm lucky to share on TheVintagent.  You'll see more in print soon, which I'll announce via my Facebook and Instagram accounts.  For now, enjoy his work!


























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A MATCHLESS MILITARY OUTFIT

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The 1916/17 Motor Machine Gun Corps Matchless sidecar platform
Bonhams is offering a remarkable motorcycle at the upcoming Banbury Run sale on June 20th. Matchless v-twins of the 'Teens are rare and coveted, given their tremendous racing history with the Collier brothers; finding one which survives intact from a consignment meant for pre-revolutionary Russia must be unique.   The catalog copy is well done, so I'll post it verbatim from the Bonhams page

"Following the outbreak of The Great War in August 1914, the British Army's demand for motorcycles for despatch and other purposes increased exponentially. The rationale of standardisation saw the majority of solo machines sourced from Douglas and Triumph, while Clyno supplied most of the Motor Machine Gun Corps' outfits, with contributions from Scott and P&M. Matchless, Royal Enfield, Rudge-Whitworth and Sunbeam and numerous other manufacturers also supplied machines to the British Armed Forces and those of its allies, principally Russia, which had no domestic motorcycle manufacturing industry worth mentioning. After the Russian Revolution of October 1917 and the country's withdrawal from the war, shipments of motorcycles remained piled up at ports, and after the cessation of hostilities many were bought back by their manufacturers to supply an eager civilian market. 
The Vickers 8B2N machine gun can be used in anti-aircraft mode, and carries all ammo boxes etc.
The machine offered here was part of an order for 250 placed in 1916/1917. In its edition of 14th June 1917, The Motor Cycle published an illustrated article about the new 8hp JAP-engined Matchless combination ordered by the Russian government. Another TMC article, this one dated 29th May 1919, reports on a government auction of unused machines, remarking that 'a Matchless and sidecar fetched sixty-one guineas, and really was a bargain according to that day's prices.' Copies of both these articles may be found in the history file together with other photocopied press cuttings and contemporary advertisements.

After the war's end this Matchless outfit was sold, and on 3rd January 1919 was registered for the road for the first time (as 'FX 4289') to one Edward Foster in Dorchester (copy registration record on file). Nothing is known of its subsequent history until the current owner purchased 'FX 4289' in 1998. Being a member of The Great War Society Living History Group, as well as a time-served mechanical craftsman and professional engineer, he decided to return the Matchless to its original military specification, a task aided by the fact that the previous owner had already purchased a suitable Vickers machine gun and begun the restoration. The vendor reports that the machine's remarkably original condition suggested that it must have been dry stored for at least 60 years. The rear mudguard, exhaust pipe, stands, rear mudguard, rack and number plates are original, as are the frame, JAP engine, gearbox, wheel and forks. The spokes and tyres have been replaced, as has the front mudguard, while the saddle has been recovered in leather. The Jones magneto has been overhauled by Dave Lindsley, who reckoned it was one of the best magnetos he had ever seen.
The armor plating is nice - for the gunner! 
The Vickers machine gun was made at Maxim's original factory at Crayford in 1917. It is deactivated but is cockable, and has moving parts as per the early deactivation specification (certificate on file). The gun is mountable for forward and rearward firing, plus it can be located in an anti-aircraft mount at two different heights. The gun mounts, ammunition boxes, A-A mounts and shield plus the ammunition box carrier have all been accurately reproduced by the current owner, based on originals. The spare wheel is fully interchangeable. Rebuilt with new valves, valve guides and springs, the 85.5x85mm 976cc 8hp JAP engine is stamped 'war prophet' on top of the crankcases. There is no corrosion or pitting of the aluminium, and the cast iron barrel fins are good. An original Sphinx spark plug is fitted. 
At the Bovington Tank Museum play day

The Matchless outfit has been shown at Bovingdon Tank Museum 'tank-fests' plus several other prestigious military and commemorative events, and has often carried three men plus the gun and ammunition with ease. It has also featured in various publications. 'FX 4289' is the only known Russian-order Matchless-JAP surviving from the Great War period, and one of only three such machine-gun outfits in the UK, the others being Clyno combinations owned by museums."


LOST WAGES, FOUND MOTORBIKES

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Bonhams'Malcolm Barber discusses the 'Shadowized' Vincent Rapide which sold for $47k inclusive of fees
The Las Vegas collector motorcycle auctions every January are the biggest vintage bike sale anywhere, with 1000 bikes going under the hammer this year.  Yet with this huge spread of machinery on offer, some of it at no reserve, I muse on why there aren't more 'ordinary bikers' attending these auctions - this year's event was a strangely mixed bag, with the Thursday Bonhams auction very successful for high-end collectors, while the 3-day Mecum auction was a benefit for dealers who'd come from around the globe. 
Ron Christensen, who sold his MidAmerica Auctions to Mecum, was still touting the herd as it crossed the podium 
In past years, some of these dealers have gone home empty handed, but they reaped a haul at Mecum, with '60s Triumphs going for $5-8k, Harley Panheads for $13-18k, and lots else going cheap or not selling at all.  Several familiar dealers from the USA and Europe looked pleased as cats with tweety bellies, having scored dozens of nice old bikes, which are currently en route to their respective salerooms.  
Bench and Loom's Jared Zaugg aboard the Brough Superior SS100 with sold, then didn't, at $285k...
The Herb Harris collection of fascinating cutaway engine included this ex-factory BSA Gold Star from the 1955 Earls Court show
Cool stuff at Mecum - a Norton Model 50 Featherbed in original paint, and a Harley KRTT
Alan Stulberg of Revival Cycles with the -unwashed- '33 Brough Superior 11-50 we rode in the 2014 Cannonball, on the Sinless Cycles display of Broughs and Vincents.  Good company!
No sale today...the 'Bigsby Special' replica Crocker at Mecum, cataloged with a story that was indeed a crocker something...
Bonhams starts off the week, and as in years past, there are buyers who go to one auction or the other, but not both.  Bonhams attracts the bankroll boys, and really knocked it outta the park this year, with a $4.2M total, and four world record prices set.  A 1950 Vincent 'White Shadow' sold at over $200k, and another 7 hit the century mark.  Records were set for a Matchless-Brough SS80 ($115k), Vincent models 'white' Shadow ($224k) and Rapide ($126k), and Matchless G50 ($115k).  Even with an approx. 75% sale rate, their total sales figure was remarkable, and the high rollers really made the auction.
Artist Jeff Decker shared the Sinless booth, and showed off his white-pencil technique for drawing Sprouts Elder
As usual, Malcolm Barber, now Co-Chairman of Bonhams, used his dry wit to keep things rolling, nudging indecisive bidders by making fun of them with good humor.  A huge selection of Herb Harris''cutaway' motors and even a full cutaway BSA Gold Star mostly failed to sell, with very high reserves; in the case of the Goldie, something like 10 times the value of the complete machine!  Clearly, it's passed into the realm of art, but art collectors aren't ready for a cutaway.
A fully race-kitted '53 Triumph Tiger 100 was truly mouthwatering at only $16k
It's hard to imagine a greater contrast to Bonhams than the Mecum auction, which is very fast-paced, averaging only 90 seconds per bike...understandable with 750 bikes to push through.  There's little 'color' at the auction (a job I used to do for MidAmerica), and the sheer volume of the event, in all senses, can be overwhelming, and challenging to sit through for more than a few hours.  Still, the results at the Mecum auction were astounding - 83% sold, with a total $7.3M changing hands. That makes a total sale for the weekend around $10.5M...which ain't chicken feed! The visiting crowd at Mecum must have numbered over 3000, and people milled around the bike lineups, getting a close look at the bikes; it's a terrific social scene, and a great place to hang out with friends from across the country or around the globe.
Hanging out at the AMCA booth - it's only fair I post them, as they made me the poster boy for membership renewals!
For whatever reason, the Mecum auction didn't draw out the high bidders, and the top price realized was $132k for an original-paint 1952 Vincent 'Touring' Rapide in rare Chinese Red, surely one of the finest original paint Vincents to be found anywhere, with an exquisite patina, which knocked off the Bonhams world-record mark for Rapides set two only days prior.  That's the auction biz!  Clearly, Vincents in original paint, or Shadows, are very hot again, although a lovely Rapide in 'riding' condition, with full documentation and history, went for only $43k at Bonhams.  Choose the Vincent you like - the same model can be had for $100k more if you prefer!  With over 11,000 postwar Vincents produced, the very top prices are clearly collector-driven, and not about rarity per se...
A super-rare machine with a great back story; in 1925, Indian bought a new Velocette K OHC bike, and set about copying it in its entirety!  The chassis and gearbox is nearly identical, and the engine is pretty close too, but Indian-style.  This 1 of 6 motor was installed in a SV Prince chassis.

Mecum has the benefit of TV coverage via NBC Sports Network, and full disclosure – while I recently resigned as a consultant for Bonhams, I enjoyed sitting in with the NBCSN ‘car guys’ as a commentator for the show this year, their first motorcycle auction broadcast.  Hopefully they'll continue to cover the motorcycle auction scene, as it's long overdue.

BMW 'PATH22' IN CYCLE WORLD

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BMW's concept homage to Wheels&Waves - the Path22
While in the south of France for the Wheels&Waves festival last week, BMW revealed its concept surf-moto, the 'Path22', with paint by Ornamental Conifer and a custom surfboard by Mason Dyer.  It was a lovely homage to an event which has become the premier alt.moto festival in the world in just 4 years.  There's more on Wheels&Waves coming shortly in TheVintegent.com, but here's a teaser I wrote for CycleWorld.com.  I'll add the first two paragraphs: for the rest you'll have to click here and head to Cycle World.

BMW: HANGING TEN ON THE TRENDS
Paul d’Orleans 2105
Nicolai Sclater, otherwise known as 'Ornamental Conifer', painted the Path22 by hand in his signature avant style
The Southsiders MC, organizers of the Wheels&Waves festival in Biarritz, have been tearing up the Basque Pyrenees every June since2009.  There were 10 of us that year, and six years later the gang has grown to 10,000.  The first official edition of Wheels&Waves appeared in 2012, and was modest by comparison, but smelled of gunpowder. The artists, writers, builders, and publishers who participated knew something was up, and it was only a matter of time before the rest of the world felt the blast.
Robert Klanten of Gestalten (my publisher for 'The Ride' and 'The Chopper'), and Chris Hunter of BikeExif get the tour of the Path22's features from BMW head motorcycle designer Ola Stenegard 

BMW was the first brand to sign on with Wheels & Waves the following year, as  ‘Sonic’ Seb Lorentz (of Lucky Cat Garage) cajoled his bosses at BMW France to literally take a stand.  It was a shrewd move, and their presence has grown yearly, first bringing historic machines to display (a pair of Ernst Henne’s supercharged world speed record missiles), then revealing special collaborations, like the Blitz R9T custom, with the world’s first 3d-printed fuel tank...(Read the rest here) 
Details of the fun paint job - not the typical BMW effort!  But it's all about fun...a new direction for BMW

WHEELS + WAVES 2015: 'MAYBE BIG IS NOT BAD?' - Pt.1

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The ArtRide exhibition
Olivier Prat, son of Southsiders founder Vincent Prat, walks the Garage Foch gallery during setup
Our title quote popped from the mouth of El Solitario's David Borras in the wee hours of Saturday night, just after a Motorcycle Film Festival screening, and before the start of the last band.  It had been raining all day in Biarritz and the Pyrenees, at times biblically hard, but 10,000 people still showed up at the Cité de l'Océan to check out the scene, chance a ride in the mountains, and hang out for something of a party at night, as the gods finished their liquid torment.  After three years of growing pains and tension with the neighbors, Wheels+Waves had finally settled into a comfortable mix of factory support (BMW, Ducati, Yamaha, Triumph, Harley-Davidson) and its own independent spirit. What this meant in sum was, the event which hatched just 4 years ago has assumed major importance in the global alt.moto scene, a mantle it wears easily.
'Sonic' Seb Lorentz of Lucky Cat Garage with his streamlined BMW sprinter, which won the Punks Peak race on Friday
While anyone with a job to do at W+W shows up on Tuesday or Wednesday, the official 4-day festival begins on Thursday with a surf contest in the morning (cancelled; zero waves), and the 'ArtRide' exhibit in the afternoon, held the past 2 years at an abandoned workshop near the center of Biarritz, the Garage Foch.  Artful decay gives atmosphere and character to the building, but actual neglect created all that loose paint and water stains, and bottom line, the joint leaked.  Which created a bit of a problem for the artists hanging work on the walls, which were wet from continuous rain. The motorcycles exhibited minded less about the water, and some great photographs were taken using the shallow-lake floor for reflections - always a silver lining.
A lovely BMW R68 with Gelande hi-pipes.  Note the damp floor - it got worse, but this was Wednesday, and it all went away by the gallery opening on Thursday...
But hey-ho, the rain stopped by mid-day, and the 2pm press/VIP opening hour was dry, as it remained all the following day, more or less.  What was inside this damp former garage turned moto-art exhibit?  Paintings by former Clash bassist Paul Simonon (whose work I featured here), sculptor/bike builder Jeff Decker, several machines by Shinya Kimura, a pictorial essay on beautiful parts by Harley-Davidson, quite a few new custom machines, several vintage bikes, a display of Brough Superiors, and more artists - it's best to see the list here.
Global press, anyone?  Yes, there was.  Full attention as the concept BMW 'Path22' is revealed... and a hint that BMW will produce its own Scrambler soon.  Kind of ironic given their longstanding dominance of ADVtour machines with their GS line, but the Scrambler will clearly be all about style, and fun.  
At 5pm, the BMW design team assembled to reveal their homage to Wheels+Waves, the 'Path22', which I discussed at length here.  What wasn't broadcast was the origin of the name; its the forest road Southsider/W+W organizer Vincent Prat uses to access his favorite, secret surfing spot.  As such, the BMW adopted a Scrambler look, complete with a nifty surfboard carrier, and a board by Mason Dyer.  The just-for-kicks paint job was hand-applied by Nicolai Sclater, who as 'Ornamental Conifer' has truly made his stamp on the alt.moto scene...a note reinforced by his hand-painted leather jackets which the BMW team, and the Southsiders, wore at the unveiling.
A pair of Japanese 'Soulfuel' project RNineT customs; Cherry's Company 'Highway Fighter' in the foreground, and the 46Works 'Clubman Racer' behind.  Both exquisitely built, but the Cherry's Co machine takes the 'Epic' prize for being the first proper homage to Ernst Henne's 1930s BMW WR750 record-breaker...
BMW also flew in the four Soulfuel RNineT customs from Japan, remarkably accomplished machines from Cherry's Co, Brat Style, Hide Motorcycle, and 46Works.  As externalized R+D goes, placing their new model in the hands of these shops was a major publicity coup, certainly boosting sales of the new model, which is now their top seller.  I'm sure working with Roland Sands on the earlier R90S homage (the Concept90, displayed at my 'Ton Up!' exhibit in Sturgis) didn't hurt either.  BMW have accomplished a remarkable jiu-jitsu of their image in the past few years, moving from 'old man bike' to 'remarkable appliance' and today, the coolest game in town.  They've also put their designers forward into the public eye in a way only Harley-Davidson managed previously, when Willie G. started appearing at every cool motorcycle event in the USA in the 1970s. Now we're familiar with chief designer Ola Stenegard and head of design Edgar Heinrichs, whose particular brand of cool (both build cafe racers and even choppers in a shared garage near Munich) has successfully rubbed off on BMW's image.  Clever stuff.
A major display of old and new Brough Superiors.  I was hoping to test ride the new SS101K in Biarritz, but they're not ready yet...stay tuned on that score.
Not to be outdone (but they're 3 years late to the party) this year Harley-Davidson flew their head of design, Ray Drea, and a substantial staff to Biarritz, to showcase their Battle of the Kings, in which H-D dealers across Europe customized a new 750 Street.  Yes dealers, not builders - an interesting concept, keeping it in-house.  At the ArtRide exhibit, they showcased a series of photographs from their substantial back catalog, of H-D 'parts as art', which was an interesting concept but could have used an actual artist to interpret the photographs, which ended up looking more like H-D propaganda, mounted behind a lineup of lovely vintage machines.  The Kings machines were parked at Cité de l'Océan, so more on that later.
You never know who you'll run into at Orly airport... Bob from Roland Sands Design and Ray Drea, head of styling at Harley-Davidson, both en route to Biarritz for business
Yamaha wisely commissioned Shinya Kimura to modify a new FZ-07 as part of a campaign called 'Faster Son', and followers of his blog might recall a very rushed build a few months ago for the bodywork on this machine.  To hurry a metal artist like Shinya seems absurd, but his work on the FZ-07 has one atypical feature I like very much - a pure Bosozoku elevated tail section!  Not to everyone's taste, but I've been saying it for a while now - 1980s style Boso bikes are the next big style inspiration; just strange enough to break new ground, and offend the right people, until they decide it's cool, and everyone else starts copying the style leaders, who abandon that style for something else.  I can't see past Boso though!  Shinya will continue to tread his own path, though.
One of several Shinya Kimura bikes at ArtRide; this one BMW based, with a French owner
Ducati sponsored a rash of Scrambler builds which were very clean indeed, from Holographic Hammer and Fred Krugger especially, both of which showed just how far small custom shops have come towards production-ready ideas.   In Krugger's case, this is due to his incredible talents as an artisan/designer, while with Holographic Hammer (Sylvain Berneron, working with his brother Florent), it's because Sylvain is an actual trained motorcycle designer, who used to work on the BMW Motorrad team!
Fred Krugger with his own version of the Ducati Scrambler
Quite a few wildly customized new Triumphs were present, although I failed to meet their staff to sort what they're thinking about W+W and their participation.  What's clear is my provocative note to the motorcycle industry back in 2012 - 'you weren't here, but you should be' - has proved prescient, as the industry was very much in evidence.  Plenty of my indie pals were nervous that Wheels+Waves would be ruined by 'going commercial', but the opposite has happened; by offering a measure of financial stability and clear respect for the independents, the industry has helped make the event even better.  Their organizational skills brought calm, and their staff were happy to be away from the office, and kept a low profile.
The latest build from El Solitario, looking distinctly Marvel-ous.
More on Wheels+Waves coming shortly - the festival lasted 4 days!  Lots to report...

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Outside my window, what did I spy?  3 vintage Harleys, waiting to ride.
Fellow 'wet plate' photographer Bernard Testamale sets up his 1800s plate camera
Turbocharged Kawasaki 'La Bestia 1327' with a fantastic cast aluminum unibody, and cast induction tracts for the turbocharger.  Sadly, the bodywork isn't structural, but it is a rarely-used process for customs.
The other side of the 46Works 'Clubman Racer' flown in from Japan 
The other two Japanese 'Soulfuel' BMWs - the Hide 'Boxer' by Hideya Togashi, and the Brat Style 'Cyclone' by Go Takamine.  Brat Style is one of the biggest influences on the Alt.Custom 1.0 scene.
Chris Hunter, founder of BikeExif, tries out an uncharacteristic build by El Solitario - a racing Ducati 450desmo single, the manga-inspired 'Mononoke' with beautifully wild landscape paintwork.  'All my builds are animals' says David Borras.  Chris Hunter flew in from New Zealand as a judge for the Harley-Davidson 'Battle of the Kings'...
Disc rear wheel from the Moto Guzzi drag racer, built by the Swiss Young Guns Speed Shop, under Nick Keer
El Solitario's latest build, the MalaBueno, with Orwellian NewSpeak tattooed on its aircleaner - 'war is peace, freedom is slavery, ignorance is strength'.  Have you read '1984'? Can't recommend it enough.
Fly like an eagle - the sprinter Moto Guzzi of Swiss team Young Guns Speed Shop, which finished 3rd in the Punks Peak drags
Harleys?  We got 'em.  H-D brought a great lineup of competition machinery, including an XRTT racer, a Peashooter, and WR.  A local brought his fantastic Knucklehead.
Brothers Sylvain and Florent Berneron, the 'Holographic Hammer', with their Ducati Scrambler build sponsored by the excellent Moto Heros magazine
Almost lost in a corner, the ex-Raymond Loizeaux BMW built by HPN; 1050cc, 85hp, raced in Paris-Dakar, the Autstralian Safari Rally, the Egypt Rally, the Paris-Moscow-Peking, etc. all with great success.  Loizeaux was a French highway patrolman, and a popular competitor, being a 'man of the people' and an excellent team player.  His help repairing team-mates BMWs cost him a win in the '84 Paris-Dakar (he finished 5th), but led to the team victory.
As we walk amidst the noise and haste, a moment's reflection on the beauty of a 1941 Indian Chief stills the torrent, and brings peace.  Perfect in DuPont red.
Ornamental Conifer paints the world...
Kelly and Jeff Decker consider their display...Jeff brought a collection of M/C club 'cuts' under glass...
The sculptural qualities of the Hide BMW custom
Jeff Decker's bronze of speedway legend Sprouts Elder inspired at least one conversation...Roberto Parodi has his say to a captive audience.
Jeff Decker brought his custom Crocker for display.  Clearly not original; I think he started with a pair of genuine cylinder heads, and worked outwards with replica parts for the engine, and an assemblage of other bought or built components.  
A beautiful 1941 Indian 4-cylinder on display, not that anyone was looking.  A truly elegant design, and the acme of American style...
The just-finished Brough Superior LeVack replica with JAP KTOR racing engine
Nicolai Sclater aka Ornamental Conifer painted up the 'Path 22', a bunch of jackets, a zillion t-shirts, and his own denim suit!  Slowly painting the world...
Nico's white spirit.
Not Kimura!  But built with love, by a huge fan of his work, Thierry Camus (yes, a relation) of Haute Tension Garage built this supercharged '67 Triumph TR6.  Worth inspection for very interesting details, like the leading-link forks, oil-tank rear fender, etc.
A man needs a good hat; Ola and Southsider Jérome Allé show how it's done.
BMW in da house.  Chief motorcycle designer Ola Stenegard, with BMW Motorrad PR man Ralf Rodepeter
A charmingly well-loved '46 H-D Knucklehead, proud of its patina
Families love ArtRide too!  Beautiful parents make beautiful babies... #luckygeneclub
Cindy of l'Equipée, a Parisian girl-gang who ride their bikes literally all over the world.  The film about their trip over the Himalayas débuted at the Motorcycle Film Festival screening on Saturday night.  And yes, that's her 1965 Triumph, which she started/rode in those slippers...real bikers wear chic footwear?  Gorgeous at any rate; as this was the end of the evening, I'm sure her hotel wasn't far, so no gear-crit from me.
Stole the show, and a very kind homage to Wheels+Waves.  BMW will undoubtedly offer a Scrambler soon, since its the configuration du jour.
A gentleman and a rock star - Paul Simonon, bassist from The Clash, showed his 'Wot No Bike?' series of paintings at ArtRide, and was amenable for a chat any time.  When I confessed being a to-the-bone Clash fan, he responded, 'So am I!' Awesome.
Always plenty of vintage machines at Wheels+Waves, as the Southsiders were vintage enthusiasts long before the alt.custom world descended on Biarritz.  The Southsiders still ride vintage...slightly customized vintage.  This c.1911 Pope was among the first OHV production bikes in the world, and was far more advanced than its European rivals, using all-chain drive and a proper multi-plate clutch even at this early date.
Rider's eye view of the 'Bari Vecchia' H-D Knucklehead custom by PDF, resplendent in red paint, polished brass, and nickel...
The influence of Ian Barry's Falcon 'Bullet' continues to spread in waves around the custom scene.  This is my favorite re-interpretation so far, with the chassis built tight around the H-D Knucklehead motor, and using vintage Brough Superior 'Castle' springer forks.  A tidy machine! 
Austin's Revival Cycles brought their game, making a big impression as usual, especially on the Punks Peak race, with their 'Hardley', pictured here.  A very fast machine - which I can confirm, having ridden it around Laguna Seca!
The Lucky Cat Garage BMW sprinter, a constantly evolving beast, and very fast indeed...
Shinya and Ayu and Vincent Prat
Photograph Jo Fischer and subject Susan McLaughlin, with his new book on Wheels+Waves 2014, available here.
Tadashi checks out the Brough Superior Pendine, and seems to like it!
@Tamara_is_cool
Fascinating Triumph special - note the frame; a mix of specially cast aluminum spar and tubing (carbon?), with girder forks built the same.  Also, the cylinder head is reversed...
Definitely the first new Triumph I've seen with a 'backwards' cylinder head.
But if we're talking vintage, I loved this Triumph Tiger100 racer, with a beautifully lightened clutch basket, and swingarm conversion which looks 1940s era.  
The rigid T100 converted to a swingarm, using Matchless shocks (I think) and an unknown swingarm rear subframe.  Lovely machine, beautiful patina

It was a BMW-heavy ArtRide this year, which included this remarkable turbocharged R100 which is headed for Bonneville this August...pray for no rain.
Uwe Ehinger builds the cleanest vintage H-D choppers around, with a distinctive style, more bob-job but with the insectlike delicacy of a long-fork machine.  This one is based on a Panhead, with 23" and 21" wheels.  Uwe is a vintage bike collector of many decades, and pioneered travels to South America to source vintage machines - seemingly everything passed through his hands in the 1980s...which is documented in his book, 'Rusty Diamonds' about his finds from 1979-89.  Find the book here - it's great!  
Men of the hour - the Southsiders at the début of the 'Path22', with Vincent Prat in profile
'Woolie' Woolaway of Deus and the BMW custom he built for Orlando Bloom, as seen at Villa d'Este

'THE CHOPPER: THE REAL STORY' REVIEWED

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Speedreaders.info, which features 'authoritative reviews of transport books and media', has seen fit to review my most recent book 'The Chopper; the Real Story', and to their great credit they've clearly read it cover to cover (and noted its 60,000 word content).  They also grasped my intention for the book; to provide a new context for understanding the chopper thing, as a uniquely American phenomenon akin to Jazz, Rock n' Roll, the Beat scene, and Abstract Expressionism. The chopper can be understood as a Folk Art movement with deep roots in a multi-racial American counterculture, as my research demonstrates in the book.  I'd be honored if you'd give it a read; 'The Chopper' can be found on Amazon.com, or from the publisher Gestalten for slightly more, but with a limited-edition slipcase and groovy '99%er' patch.

Read the review on Speedreaders.info here!

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WHEELS+WAVES ON FILM, PART 1

WHEELS+WAVES 2015; PUNK'S PEAK

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The competitors parade...
Here's an important way Wheels+Waves is different from most other motorcycle shows; it includes two days of riding through the exceptional Basque countryside, and an impromptu street race - the 'Punks Peak' hillclimb.  While this race started out quasi-legally on a lonely hillside farm track back in 2013, it developed into a sanctioned event the next year, complete with police assistance and an ambulance in case of trouble.  For better or worse, the competition, while still very much in the spirit of fun (there's nothing to win but glory), has heated up over the years, and the 'run whatya brung' entrants are being overshadowed by purpose-built drag bikes, and very hot street racers come to show what they've got cooking.
Mark Upham - owner of Brough Superior - rode Sam Lovegrove's Royal Enfield special over the weekend, which he says changed his life. 'I've spent the last 11 years building up motorcycle businesses, and never riding for pleasure.  This was so much fun, I've decided to cede some control of the business, so I can ride and enjoy life more.' Amen to that, my friend.
The ride from Biarritz to Jaizkibel mountain takes about 45 minutes, with roads winding mostly along the Cote Basque, Corniche, and through several villages on the way to Hondarribia in Spain, the last town before climbing into the mountains.  This year many thousands of bikers made their way up the mountain, and surprisingly the ride didn't feel like a clump, possibly because so many people get temporarily lost en route!  The view at the top of the ridge is commanding, taking in the whole of France's coastline as it merges into Spain, and the lovely city of San Sebastian just beyond. There are wild horses and fenced-in sheep wandering the expansive meadows, which shortly resonate to the sounds of throttles held wide.  Competitors are flagged off two by two in rounds of elimination, paired roughly by capacity.
El Solitario's David Borras catches a quick nap on his beloved Panhead, after his usual late night revels...
It was widely expected that the day's highlight matchup would be the Lucky Cat Garage dustbin-faired 'Sprintbeemer', which won last year, vs the Swiss Young Guns Garage sprint Moto Guzzi, which had just been completed and certainly looked formidable.  As the races proceeded, a wild card was thrown in the mix, as the Revival Cycles 'Hardley', with its 100+hp tuned engine, was as fast as anything else on the road, and better suited to the twisty hillclimb than the drag-slick clad sprinters.  When finally paired against the Young Guns Guzzi, determined Texan Alan Stulberg pipped the Swiss machine at the line, and the final was to be Seb Lorentz vs. Stulberg.  The Revival founder surprised - shocked? - the assembled thousands with his hairy starting/riding style, his first off accompanied by the day's most vertical wheelie.    Still, Seb's much-developed BMW racer took the flag at the end, although as usual the Revival gang caught everyone's attention - as a 'factory' effort, they must have felt vindicated in flying a couple of bikes to France!
Vincent Prat's H-D VL bob-job
Rare Benelli Tornado 650cc vertical twin, in cafe racer guise
David Borras is pensive on Shinya Kimura's Yamaha 'Faster Son' build
Southsider boss Vincent Prat opens the racing while flat-out on the Brough Superior 'Pendine' racer
Shinya Kimura's 'Faster Son' Yamaha, a factory commission, is revealed in Hondarribia, during a post-race party in town - the same spot the Southsiders and myself had lunch in 2009, and discussed the future...

Dimitri Coste and his BSA B50 flat-tracker 
A detail shot of the BSA's essential equipment...
A lovely Ducati 250cc cafe racer
Watching the action on Jaizkibel mountain

Sam Lovegrove's beautiful Norton M30 International - the rigid version, my fave

The Japanese BMW 'Soulfuel'custom contingent rode, and raced, their gorgeous machines - this is the 46Works 'Clubman Racer'
The BMW Soulfuel by Hide, the 'Boxer'
Lunch was grilled on site, with my favorite dry Basque cidre sold by the jug.
Maxwell Paternoster, the artist known for his Corpses from Hell blog.  Note his patch - from 'The Ride' special edition
Not junk.  Dig the custom louvre paint job - never seen that on an MV!
Men's File magazine publisher and now filmmaker Nick Clements 
The Norton Commando graciously loaned by the Southsiders for my use on the weekend.  Great and trouble-free bike!
Another shot of the Commando, with its scallped paint job
Alan Stulberg and Andy from Revival Cycles, hoisted by Fred Jourden of Blitz Motorcycles, at the prize-giving ceremony in Hondarribia
Riding down the mountain with Max on his modded Honda 110 and Valeria on her El Solitario H-D
Sam Lovegrove prepping the Brough Superior SS100 'Pendine' racer 

Sebastien Lorentz of Lucky Cat Garage takes kudos for his Punks Peak win on the Sprintbeemer, with the Southsiders, Revival, Blitz, and Young Guns on stage too.  Yours truly gave a speed about the history of Wheels+Waves, which began in 2009 when the Southsiders graciously invited me for a ride in the Basque mountains (there were 13 of us), and grew annually into the monster it is now.
Shinya and Ayu with the 'Faster Son' Yamaha
The crowd sings 'Happy Birthday' to Shinya Kimura!
Sweet BSA B44 cafe racer
"Club Prive: le Rats"...and the El Solitario Malo Bueno
Southsider Jérome Allé, the man who makes it all function smoothly, and it did.  Terrific job! 
The Cherry's Co BMW 'Highway Fighter', one of my favorite customs ever, and the first decent attempt to bring the spirit of Ernst Henne's streamliner to the present.

KENJI EKUAN, VMAX DESIGNER

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Kenji Ekuan, industrial designer, and head of GK Design Group
As a child, he wandered the streets of his native Hiroshima just after the nuclear devastation, and spoke of hearing the voices of 'mangled streetcars, bicycles and other objects', lamenting they could no longer be used.  After his father died from radiation poisoning, Kenji Ekuan became a monk, but changed course to become the most celebrated industrial designer in Japan. He graduated from the Tokyo National University of Fine Arts and Music in 1955, and set up his own design business in 1957. Regarding 'futuristic' design, Ekuan stated, "When we think of the future of design, we might imagine a world where robots are everywhere, but that's not it.  The ultimate design is little different from the natural world."
Perhaps the GK Design Group's most famous design for Yamaha; the VMax
Ekuan's GK Design Group went on to work with Yamaha, and the VMax is one of Ekuan's most famous motorcycle designs. Far more famous is his ubiquitous red-capped Kikkoman soy sauce bottle of 1961, which was inspired by watching his mother struggle with transferring a large bottle of soy sauce into a smaller container for the table.  The GK group also designed Japan's Bullet Train, corporate logos, and musical equipment.  Kenji Ekuan was awarded the 'Golden Compass' award in Italy for his lifetime of brilliant design.  Ekuan was born on Sep.11th 1929 in Tokyo, and died yesterday.
Ubiquitous: no higher accolade for a man's work
According to Yamaha, GK Design Group was responsible for nearly all of their motorcycle designs until very recently. In 1989, a separate division within GK Design Group was formed specially to deal with vehicle design, GK Dynamics, which also contracted with Toyota.  It wasn't until 2014(!) that Yamaha formed an in-house design team, headed by Akihiro 'Dezi' Nagaya.
The GK Dynamics design for the Bullet Train
I've been familiar with the unorthodox design philosophy of GK Dynamics since 1989, when they published 'Man-Machine-Soul-Energy: the Spirit of Yamaha Motorcycle Design'...which I've always referred to as the 'Yamaha Sex Tract', as it is the first published motorcycle design document which explores the erotic and sometimes explicitly sexual nature of our relationship of "the second most intimate machine" (my quote - the first most intimate is, of course, the vibrator).

I recommend reading the book if you're a student of design, or would like to explore how differently the Japanese designers in Kenji Ekuan's firm thought about and discussed their work - it's a fascinating glimpse into a wide-open mind and industrial design philosophy, and I doubt any such discussion was ever held at Harley-Davidson or BMW!  And I reckon few industrial designers working for major corporations have publicly acknowledged the debt of modern design to DADAist artist Marcel Duchamp.  It's remarkable stuff.
Atsushi Ishiyama, author of the remarkable 'Man-Machine-Soul-Energy: Spirit of Yamaha Motorcycle Design'
Here's a sample from the book, written by current GK Dynamics President Atsushi Ishiyama:

"When I first came into contact with the motorcycle as an object to be designed, my first impression was that it is extremely sexy, even considered in terms of pure shape, the single cylinder engine is truly phallic...the part where the engine connects to the frame is thick, giving it the very shape of a sex symbol.  The muffler also has the unique glow of metal, making it look just like internal organs.  The tank has a richly feminine curve, and the metal frame bites tightly into the engine like a whip.  I am certain the the designers did not have this aspect in mind, but it is quite a shock to anybody who suddenly comes into contact with it for the first time.  The mechanical parts of the engine, the suspension...as well as all other structural parts give the impression of a sexual analogy.  The first time I saw one, I felt like I had come into contact with a very abnormal world.
Marcel Duchamps''Nude Descending a Staircase No.2'
I feel that such works as 'Nude Descending a Staircase'and 'The Bride Stripped Bare by her Bachelors' by the father of modern art Marcel Duchamp were the first artistic expressions of eroticism through mechanism....Duchamp's fresh approach is seen in his use of mechanism as his means of expression.  The motorcycle is also created upon the basis of a thoroughgoing desire to create a loveable artifical life through a mechanical assembly of the mechanism of human sensitivities."
Marcel Duchamps''The Bride Stripped Bare by her Bachelors, Even'
No matter your taste regarding the VMax or other Yamaha products, designers Ekuan and Ishiyama have created design for the ages, and have long been an inspiration of mine.


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THE PARIS SCENE: RETROMOBILE AND GRAND PALAIS

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Special to TheVintagent.com by Francois-Marie Dumas:
A nice display!  A 'Roman Holiday' poster with the early Vespa 98, ca 1946.  As timeless as the film...

Retromobile: 

For its 40th birthday this year, Rétromobile, which has presented some fantastic exhibitions in the past, seems to have forgotten about motorcycles completely, with only a few examples hidden between the cars.  As late as 2011, terrific motorcycle displays dotted this enormous show, and made the trip worthwhile for hardcore vintage riders.  There are still a few bikes on display in the stalls, and plenty of moto-mobilia (posters, parts, etc), but don't come expecting much of a two-wheel show. The cars are, of course, fantastic.
A well-lubricated display...
While I love Velocette MACs and Kawasaki H1s, I'm sure the organizers at Retromobile can do better than this?  What happened the curated displays by Bernard Salvat?
Lovely old Velocette Model H3 from 1925 on display - original paint, nice!
Posters for every moto-fixation.  I'm sure you've forgotten this motorcycle film...translated as 'Harley Davidson and the Marlboro Man'...
If you're looking for posters, it's hard to beat the selection from vendors at Retromobile.  This 1922 poster celebrates Leon Vanderstuyft's 125km/hr speed while drafting an old-fashioned motorcycle pacer, likely an Anzani.  The current paced bicycle record is 167mph!  By Fred Rompelberg in 1995...
The grand old days, when the Grand Palais was used for the Paris Motorcycle Show, here in the 1930s
Bonhams Grand Palais sale:
The Bimota HB1, their first Honda collab, a super-hot cafe racer with with full road gear hidden away.  Love those lines!
The contrast with Retromobile could not be more stark; the motorcycle has returned to its origins at the Grand Palais! Among the first-ever exhibits at this magnificent Art Nouveau masterpiece was a car and motorcycle show back in 1901.  There were actually two shows that first year, and the second one gathered 556 cars, 21 three-wheelers and 81 motorcycles, with 190,000 visitors passing under those glazed arches.
The 750cc Benelli Sei pre-production machine  under the arching glass roof
The big Paris Auto Show was held at the Grand Palais from 1901 until 1961, and until 1950 for the Motorcycle Show, followed by decades of little use for the building, as the car shows moved to the outskirts of town, into large purpose-built exhibition halls. Which are pretty uninspiring architecturally.  Thanks to Bonhams, both cars and bikes are back at the Grand Palais for the past three years, under that astounding glass roof once again, for the annual Bonhams auction of exceptional cars, motorcycles and ephemera. 
Bonhams' head of motorcycling, Ben Walker, with the assembled machinery in the Grand Palais
This year 48 motorcycles were presented, the oldest being a French Griffon 2hp from 1907, but the most interesting machines included the seriously exclusive 1974 Bimota 750 HB1 (serial #3), and the almost unique prototype of the Benelli 750 Sei, which was exhibited at the famous “Art of the motorcycle” exhibition at Bilbao Guggenheim museum.
The super-cool Nor-Vel with dustbin fairing sold for a mere $10,470, including fees.
Mark Upham, CEO of Brough Superior, inspects the new 'Black Alpine' Brough Superior SS101, on display in the Grand Palais...which will hopefully appear on the streets in late Spring.  I've been promised a ride, anyway...

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MINNEAPOLIS - THE FIRST AMERICAN GEARBOX

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A c.1910 Thor-engined Minneapolis board track racer
The brothers Jack, Walter, Anton and Paul Michaelson, while not the first pioneers of American motorcycling, still managed with their small Minnesota company to introduce significant innovations to motorcycling, all of which were later adopted by the industry. Innovation doesn't always equal success, though, and while their 'Minneapolis' and 'Michaelson' brand motorcycles are very rare today, they deserve a place in the motorcycle history as important contributor to the progress of technology.
Company founder and chief engineer Joe (Jack) Michaelson c.1910, on a Thor-engined single-speed board track racer with a reduction gear on the crankshaft
The Michaelson brothers joined the small ranks of Minnesota motorcycle manufacturers in 1908, when they built a brick factory at 526-530 Fifth Street South in Minneapolis, across the Mississippi river from the Thiem Manufacturing Co. (in the 'twinned' city of St. Paul). Thiem, who'd been attaching small engines to bicycle frames since 1900, provided the Michaelson's first engines, which were the ubiquitous 316cc single-cylinder F-heads with ‘atmospheric’ inlet valves.  They called their motorcycle 'Minneapolis' after their home city.   According to Anton's gradson Ky 'Rocketman' Michaelson, Jack was president and treasurer, Walter the vice president, superintendent, and machinist, and A.L.Kirk was secretary.
A.L. Kirk, secretary of the Minneapolis Motorcycle Co, photographed by the Indianapolis Star newspaper while tooling around the Indy track at the very first race, which a Minneapolis machine won on Aug  15, 1909.  Kirk's machine is clearly not a racer, but it seems the factory was present to provide support for its riders.
The Michaelson brothers also purchased V-twin engines from the Aurora Automatic Machinery Co. (Thor), another bedrock of the American motorcycle industry.  Aurora had been building Oscar Hedstrom's Indian engine design since 1901, since his partner George Hendee, who'd been building bicycles since 1889, didn't have the general engineering facilities required to cast and machine motors.  Hendee had all the facilities to build the heavy-duty bicycle chassis, but Aurora built their engines through 1907, after which Indian took over all its own production.  Part of Aurora's deal with Indian was licensed production of the Hedstrom motor, an F-head (inlet over exhaust) with 'atmospheric' intake valves, in single and twin-cylinder form, which they sold as their own 'Thor' brand, and also found their way into Merkel, Racycle, Reading Standard, and many other makes, each of which contributed to Indian's (and Aurora's) profits.
R.S. Porter on another Thor-engined twin-cylinder racer in 1910
As racing was always the best advertisement, the Michaelson brothers threw their hat into the ring by 1909, participating in various local hillclimbs and track races with single and twin-cylinder Minneapolis racers, both types using the distinctive F-head Thor engines. They won a 5-mile handicap at the very first race at Indianapolis Motor Speedway, on August 15, 1909, one of four motorcycle events that day...although it took another 100 years for motorcycles to return.  
The original Indianapolis Motor Speedway poster from 1909 - note the dates on the poster are different than the actual races - rain stopped play, and they were postponed...the event was roundly considered a disaster with accidents and disgruntled riders, who threatened to go on strike due to the rough track surface.  No wonder bikers were never invited back...
Paul Koutowski won that Indy race on a Minneapolis v-twin with Thor engine, which used a two-speed rear hub - a truly historic occasion, although motorcycle racing at Indy is largely forgotten today: the motorcycle races preceded automobile racing on the track by a year, and the rough original surface led to two crashes in the two-wheel race (one of whom was Jake DeRosier), and two fatalities in the first car race.  The surface was repaved with bricks in 1911, and the 'Brickyard' was born...with no more bikes until 2009, when world champ Nicky Hayden pottered around on a vintage Indian.
Winner of the first (and last, for a Century) motorcycle race at Indianapolis Motor Speedway, one of four held that day
By 1910 Thor had a totally new v-twin engine of more modern design, and their racing development was overseen by William 'Bill' Ottoway, who would lead them to some success...enough anyway for Harley-Davidson to hire Ottoway away from Thor around 1913, to head their new racing department, which debuted under his direction in 1914.
William Ottoway's racing influence is clear with these Thor-engined Minneapolis single- and twin-cylinder racers
The photographs of Joe Michaelson racing a single and twin-cylinder Minneapolis, in what appears to be a factory racing team in 1910, are from Ky Michaelson's website, but documentation on this period of Minneapolis racing is scarce.  It seems they were successful and won the Riverside Hillclimb, of which the Minneapolis Motorcycle Club (the town or the factory?) was a sponsor.  R.S. Porter was the winner on a twin-cylinder, Thor-engined Minneapolis.
The first Michaelson-designed motor, a sidevalve of 600cc, was among the first to use this configuration in the industry.  Note the leading-link forks, which were also a Michaelson Bros design
By 1911, the Michaelson brothers had designed their own sidevalve engine, among the first in the motorcycle industry, which relied on the 'F-Head' design almost exclusively since Comte DeDion first designed his almost universally adopted motor back in 1889 (licensed to over 150 moto-cycle factories!). The Minneapolis engine was big for a single-cylinder, at 36cu” (590cc), with a bore of 3.5” and stroke of 3.75”, and sold for $265.  
The Minneapolis patented two-speed countershaft gearbox, incorporated in unit with the single-cylinder machines, and as a bolted-on attachment to the Spacke v-twins
This new Minneapolis was the first American motorcycle to feature a two-speed countershaft (or layshaft) gearbox, and debuted at the Chicago Automobile Show on Feb. 6, 1909.  Their two-speed transmission was housed within a unit-construction engine case, which was also a first in the US. The timing chest was one the ‘wrong’ side of the engine, and with valves on the left, the Minneapolis went counter to every other American manufacturer. This seems to be more a matter of brand identity than necessity, as the geared primary drive had an idler gear, meaning the engine and gearbox ran the same direction - unlike the later Indian Scout, which had a two-gear primary drive, and the engine ran 'backwards'.
A 1913 Minneapolis v-twin with Spacke engine and two-speed gearbox
The combined engine/gearbox was a very compact unit, with a gear-driven magneto and all-chain drive. The front forks were a novel leading-link design, very similar to the FN/Sager fork, but a little more robust in construction - later machines all seem to have leaf-sprung forks though. The Minneapolis was designed as a unique machine bristling with advanced features, some of which were not adopted by other American manufacturers until the 1950s! 
The Minneapolis was rare among all motorcycle manufacturers to feature the 'timing' side of the engine on the left.  Spacke appears to have specially cast its crankcases to suit the reversed Minneapolis engine
The range of 1912 Minneapolis motorcycles were called the ‘Big 5’, and the single was rated by the factory at 11.5hp, who promised the bike was ‘reliable – quick – efficient’.
The 1911 Minneapolis 'Big 5' single-cylinder
From the delightful 1913 Minneapolis catalog: “We Built them Right in 1912 – Then Bettered them for 1913. We set the pace for ourselves! All that we learned, all that past experience had taught us, all that we could glean from riders and the best authorities everywhere, were incorporated into the new 1913 Minneapolis. The new models are not “makeovers”.  Nor are they “leftovers”. We simply made our former sturdy models better than ever. If you knew the 1912 Minneapolis you will be more surprised with our newest models.  We have ample facilities, plenty of capital and a competent enough organization to fully guarantee the Minneapolis. As to gracefulness of outline and sturdiness of build, the Minneapolis is all the most exacting buyer could demand. But please look below the surface.  Let us tell you a few things we have done and some of the departures we stand for. We were among the first to appreciate the advantages offered by a variable speed drive and for the past four years have steadily adhered to this feature. The standard equipment is 28" wheel, but in lieu of the 2.5" tire formally used, the 1913 standard is 2.75”.  The latest type of knock-out front axle and Thor brakes have been adopted…"
It appears a Minneapolis sidevalve single was used in a round-the-world trip covering 65,000 miles in 1911, by Murry Humphries and his wife.
Beginning in 1912, to ‘satisfy all demands’, the Michaelson brothers added a v-twin to their range, with the well-known Spacke F-head. The Spacke motor was special for the Minneapolis, as the right-side crankcase half incorporated the gear drive for the Minneapolis primary case, and their 2-speed gearbox was bolted directly onto the rear of the crankcase. Thus, the Spacke engine was placed ‘backwards’ relative to the many other makes using this motor (Sears, Dayton, DeLuxe, etc), but the magneto shaft drive still faced ‘forwards’, as this crankcase casting was a mirror of that used on the Sears and Dayton. Curiously, the ‘Eagle’ motorcycle used a Spacke engine with this same magneto configuration, but with the engine placed in the ‘normal’ direction, so the mag was behind the motor. Perhaps after Spacke made the ‘custom’ crankcases for Minneapolis, they were able to sell a few to Eagle, and occasion to be at least a little different from Sears and Dayton? 
Anton Michaelson branched out into tri-car manufacture in 1913/4
By the time the US entered WW1 (late 1914), any American motorcycle manufacturer which hadn't jumped the bandwagon for military contracts found themselves struggling with rapidly escalating labor and materials costs - inflation caused by the a massive US gov't injection of cash into the economy for the war effort.  As a result, dozens of US motorcycle makers went out of business during WW1, and the range of motorcycles available shrank to just a handful post-1918, which was further knocked by a sudden availability of cheap war surplus motorcycles.   The Michaelson brothers sold the company in April 1914 to the Wilcox Motor Co., with new president Lee W. Oldfield, an automobile racing driver, but it doesn't appear to have lasted much later than 1914, despite a $50,000 injection of capital from I.A. Webb, of Deadwood, SD. 
A 1911 sidevalve Michaelson single, with separate countershaft gearbox
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FAVORED BY THE GODS OF SPEED

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Alp Sungurtekin has built the world’s fastest unfaired Triumph 650.
Alp Sungurketin's new Land Speed Record pre-unit Triumph 650, timed at 172mph, using nitromethane breathing through new Burlen Amal GP carbs.
Over the past few years, Bonneville seems determined to reclaim its lakehood, to the great disappointment of speed fans who’ve traveled the globe to test their metal against the clock.   The Speed Trials have been cancelled several times, so last weekend the SCTA - hallowed sanctioning body of speed - held its first ‘Mojave Mile’ event at the Mojave Air and Space Port airstrip, to allow all those revved-up teams a chance to redeem their substantial investments. The Mile is different from Dry Lake top speed runs, organized more like a solo drag race over the 12,500’ runway used by the Space Shuttle.  There’s another ‘Mojave Mile’ event which is open to all comers, but this SCTA event was only for Land Speed Record machines which fit the appropriate specs/regulations, and fills the gap left by a wet early-August Bonneville.  With no spare real estate for a typical speed run, riders are WFO from the start line, with their speed measured at the end of the run. 
At El Mirage dry lake
Among the Mojave competitors was Bonneville regular Alp Sungurtekin, an Industrial Designer who has developed a pair of pre-unit Triumph twins into the most potent examples ever built for speed.  I met Alp at end of the 2013 Bonneville Speed Trials, where he agreed to sit for a few ‘wet plate’ portraits. His first machine, based on a 1950 iron-head Triumph 6T Thunderbird, is legendary for recording 132mph at Bonneville, with a two way average of 127.092mph, making it the world’s fastest unfaired 650cc stock-framed Triumph in the Vintage gas class. 
 
At speed, but not the optimal riding position due to handling issues
With the experience gained from his success, Alp built a totally new bike in 2014. I’ve been designing this Special Construction-class bike for 2 years, thinking it over and drawing it out on the computer, and started building it in November 2013.  The frame and all components were finished in March 2014 - it took 4 months to build, and was ready for the May races. My first test that May was bolting the 1950 engine into my new frame, and the bike went 139.226mph, the A-VG record, and that June it recorded 140.2mph.” 
 
Alp developed this frame with an adjustable rear axle height and stressed-member engine/gearbox assembly
As seen in these photos, Alp’s new racing frame is built to keep the rider as low and close to the engine as possible.  As a result, it’s a tiny machine, with the engine sat well back, and a very short final chain run. The engine plates were built of ½” thick 6061 aluminum alloy, which were hand cut, as Alp has no milling machine. The engine and gearbox form a structural part of the frame with their substantial engine plates.  

Alp with his crew chief/girlfriend Jalika, and the 1950 Triumph he's ridden to 132mph (photo by Adam Bendig photography)
“I have a nice 1958 Buffalo Forge Drill Press that I used like a mill to smooth out the edges. Took forever, little by little. I always fabricate my prototypes by hand and test them on the race course, but all the parts that I build for my clients are CNC or waterjet cut. The frame is very accommodating; its designed to ‘complete’ the rider’s body. It’s not just about the right weight or geometry, it gives a really good weight ratio distribution for maximum traction.  Another feature of the frame is adjustable axle plates that make it possible to change the ground clearance and wheelbase.  It’s different ergonomically, the difference between a land speed racer and a drag bike.  The sitting position won’t let you take off instantly.”
 
The alloy engine during assembly into the chassis
Alp’s Vintage-class iron-head 1950 Triumph Thunderbird uses the original Triumph engine cases, barrels, and that single-carb iron cylinder head, and runs on gasoline.  After recording 132mph with that motor, he began work on a new engine with an all-alloy top end and twin carbs, to compete in the Special Construction “A” class.  The twin-carb alloy head is post-1956 (it's a '64 head), so is ineligible for the Vintage class, but runs in the 650 A-PG/F class.  Aftermarket cases are allowed in this class, and Alp is sponsored by Thunder Engineering, who supplied beefed-up cases and rods. The engine was designed to run on Nitromethane, which gives tremendous power - a supercharger in liquid form - but is known to reveal any lubrication or heat dissipation issues in a spectacular fashion.  “The Nitro gave me clutch problems initially, but the good thing is I didn’t blow up the engine. My Vintage Triumph, running on gasoline, puts out 58-60hp and will hit 140+mph.  But many tell me with the Nitro, my later engine probably produces more than 140hp at 160+mph.”
 
Crew chief Jalika with the 172mph LSR Triumph
“I first tried the new all-alloy engine in the 1950 frame; running on Nitromethane we hit 149.279mph.  That’s with a stock Triumph frame!  But I didn’t realize that I’d bent the frame, and the rear fender mount shredded the rear tire and slowed me down – I was on my way to 160mph.  The existing record was set in 1995 by the Tatro Machine Special Harley-Davidson– Many fellow SCTA racers told me he blew up many engines to get that speed.  He heard that I’d broken his record, and is coming back in October!”
 
Alp's frame was designed to accomodate the rider's body
“With the alloy engine in the new frame, I was recorded at Mojave doing 169.1mph -within a standing-start mile, with an exit speed of 172mph. As you know, we’re running a pre-unit 650cc open-class motorcycle with no fairing!  This is a speed no other naked vintage or pushrod 650cc motorcycle has ever achieved in the history of Land Speed Racing.  Our speed is faster than the 650cc/750cc partial streamline APS-PG/F bikes and 750cc / 1000cc open pushrod ‘fuel’ bikes as recorded by any sanctioning body – SCTA/AMA/ECTA.”
 
At the start line with the 1950 Triumph
“The success of a racing bike is the whole package, not the parts.  I designed my frame for this engine, and I balanced the engine and crankshaft for this frame.  Howard Allen, who used to race at Bonneville and El Mirage in the 60’s/ 70’s with Triumphs and Harleys is one of my greatest inspirations, he was always there when I needed help.  For speed, my cylinder head is the key.  Doug Robinson, builder of the BMRRoadster (the world’s fastest naturally aspirated roadster at 290mph) told me the only secret to speed is how you get the air in and out of the cylinder head – it’s a pump. I’ve probably redesigned and built between 15-20 heads in the past few years; how I modify them is probably my only tuning secret.  I’m using NOS cast pistons (which I wouldn’t recommend), buying them oversized and shaping them by hand – they look really funky and organic.”
 
The first iteration of the 1950 Triumph, with girder forks, from 2011
“We had some interesting problems – the special construction frame has a rake of about 39deg with about 4-5” trail; it’s meant to go straight at high speed.  The problem showed up while under load, wide open; the runway at Mojave isn’t flat, like Bonneville, it has a crown and the bike pulled to the right, so I had to slow down several times, just trying to stay on the course.  This is a rigid frame, and on this course it bounced like crazy!  El Mirage and Bonneville are much nicer without the paving.  Bonneville is truly flat; I believe going straight is still better with a hardtail frame, even in the semi-saturated spots - it still wants to go straight.  On the runway, without suspension, every time there’s a bump it pushes you to the side, and the very center has a seam in the paving, which is pretty dangerous at 150mph. The course was tough, but even so, the bike was still pulling at 172mph; don’t be surprised if I do 175mph, unless I destroy the bottom end!”
My wet plate portrait of Alp at Bonneville in 2013, on his 1950 Triumph
Alp would like to thank his sponsors: Lowbrow Customs (Amal GPs), Klotz Synthetic Lubricants, Morris Magnetos,Thunder Engineering (cases and rods).
Touché - Alp shoots the photographer!
Alp's two racing engines; the new cases with 1964 cylinder head at left, and the 1950 6T engine at right
Jalika tending the early version of the 1950 bike

How low, how small can you get?  Not much of either, in this case.  Alp spends much time and research on cheating the wind, one of the secrets of his success.  He doesn't need a wind tunnel, but has developed a system for very accurate feedback, measuring the effect of minor position changes on speed.  My lips are sealed!

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THE END OF MOTORCYCLES AT PEBBLE BEACH, IN VERSE

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Alain deCadenet aboard the ex-John Edgar, Rollie Free 'bathing suit' Vincent, one of the world's most famous motorcycles 
MIGHTY MO'BIKE HAS STRUCK OUT 

The outlook wasn't brilliant for a Pebble judge that day,
As bikes stood proudly two by two, all winners - so they say.
And then a gent claimed Gunga Din was faked up, though a looker,
And partly by a judge there, a good man who is no hooker.
But Gunga, true to Kipling's muse, did sally forth, a win,
While lovers of old Rollie Free's machine called it a sin.
That year another prize was took, a streamlined Indian,
T'was claimed to be from Burt Munro, but some said ‘guess again’.
What part was Burt's and what part new, nobody there would tell,
But surely he who built the thing is answerable to Hell.
The recreation of the famous Vincent racer 'Gunga Din'
A silence like a cloak covers the patrons of this game,
The millions stashed from ticket sales protecting them from shame.
A straggling few raised protest for the fakery, and more -
The bolstering of class divides was something to abhor.
Some clung yet to hope which springs eternal in our breast;
They thought, “Surely Pebble Beach will always do its best.
While motorcars are one thing, motorbikes are something new,
Perhaps a whole new game's afoot, Class X is now on view!”
The Guggenheim had sung their praise, the Art of Motorcycles;
The Legends Show had proved that bikes on grass could be delightful.
An Excelsior Super X racer, built of a mix of old and new parts, and patinated to look well-used
Cycling through each country who'd built bikes in times before,
Was the theme at Pebble Beach on hallowed golf link shores.
But country categories surely limited the choices,
Unlike grouping cars by factory - Ferraris and Rolls Royces.
The country theme as annual display proved ill-considered,
Though those first few nations featured proved their bike were worthy winners.
Collectors spent a bundle prepping rare machines to show,
Like the Hildebrand and Wolfmuller that simply wouldn’t go.
The year of Italy’s display was best, with bikes after the ‘Thirties,
My MV pic was in the New York Times, ‘cause of John Surtees.
The French lineup, included several lightweights of mixed quality.
A few years in, the choice grew thin, as was indeed the entry,
One year they featured Vietnam, with one sad rolling sentry.
The French theme fell as flat as a meringue from a hack chef,
We shan't speak of Eastern Europe's year; good possibles were left
In museums and collections far across the ocean's span,
It seems foreigner collectors did not support the plan.
“Fly in your bike, at your own cost, of course,” they all were told,
Which - from the richest of all shows - seemed brazen, crass, and bold.
American collectors had been told but did ignore it,
That racers run on pavement since the ‘Teens were most historic.
Their dirt-track kings and board track bikes were hounded to obsession,
Which meant when Pebble called ‘GP!’ there’s none in their collections.
My photograph of John Surtees aboard his World Championship MV Agusta was used in a New York Times article decrying his lack of knighthood for his double World Championship status, on cars and bikes - still the only man to have done this.
There was a time not long ago when motorbikes were fashion,
And car collectors far and wide declared a new-found passion,
For motorbikes collectible, much cheaper than four wheels,
And set about to write big checks for seven-figure deals.
With polished skin and suits that cost as much as a new ride,
They suddenly appeared at auctions, advisors by their side,
Who earned commissions from the Millions in old-bike finance,
By overlooking inconvenient truths ‘bout provenance.
But 6 years on, the thrill is gone, and car folks have decided,
That tin and doors and solid floors is what gets them excited.
Organizer Sandra and her minions sniffed the trends,
So earlier this year decreed that Pebble bikes would end.
A nautical theme!  Rumi made submarines and torpedos in WW2... hence the anchor logo
Oh, somewhere on a twisty road the sun is shining bright,
A motorbike is purring and the rider's found delight,
With the joy of simply riding an old bike - though valued highly -
The ownership of which marks vintagents as money-wily.
True joy from motorbikes is motion, not the money game,
Though bikes in galleries these days would not suggest the same.
Two wheels make lousy sculptures; better riding them around,
The greedy types are merely vultures, much like car guys, I have found.
The Concours thing is tempting with big money all about,
But there is no joy from Pebble — motorbikes are pencilled out.
Christine Reed graces John Stein's amazing Ducati Imola racer
[And in case you don't read the excellent publication 'The Automobile' from England - the best old-car magazine in the world - I wrote the following account of the 2013 Pebble Beach Concours on their request.  I didn't expect them to publish it, at least not without serious editing, but editor Jonathan Rishton chose to print it 100% as written, saying, "Thanks for the report. It is superb - one of the best, most insightful and honest things we'll have ever published. Thanks so much."Nothing has changed at Pebble since then, except the raising of ticket prices to $350, and the elimination of motorcycles. Enjoy the read - it's a scandal!]

Exotic car design emphasized swelling curves from the '30s onwards

OCCUPY PEBBLE BEACH! 
c.Paul d'Orléans 2013

Welcome to Pebble Beach, a grand celebration of the important things in life; status, wealth, tiered access, covetousness, and the need for a good hat. The Devil is at play on that green seaside lawn, tempting car enthusiasts worldwide towards the very worst reasons to enjoy old automobiles, and having quite a successful run at it. Just as Capital currently reigns unchallenged over our globe, so Pebble is the acknowledged King of Concours d’Elegance. Pebble Beach Sunday has become, in a world of exciting youth culture battling threats of economic, environmental, and military calamity, a strange 1% Otherworld, a money-cushioned respite from reality, for a mere $225 admission ($275 at the gate).
The Paul Poiret-designed interior fabric for Voisin cars - not to be viewed on psychedelic drugs! 
D’Elegance it is not, unless your definition includes constant elbow-bashing and the impossibility of getting a clear photograph of a car you like…at least Pebble’s photo-bombers are well dressed, and if you’re crafty, will include a revealingly dressed trophy wife. Huzzah. I find it hard to find joy in this event; the cars are magnificent, the best examples of over-the-top design in the world without question, but surely I am not a voice in the wilderness in finding it crass, materialistic, horribly boring and an overcrowded clusterfuck.
Pebble is an opportunity for period-correct dress, for some
Let me rephrase that: Pebble Beach is no joy to attend, although one is pampered as an entrant. The price of admission to that club varies by your ambition and your pocketbook; a savvy choice of an obscure but important vehicle might not be expensive at all – you may already own one – but positioning yourself for an ‘invitation’ is another matter, and will require connections to the right people. Or at least, in the four-wheel categories… a back door has opened in the last 5 years for collectors of important motorcycles, which are only as expensive as good cars were 25 years ago; ie, generally under $100k.
'In the Spring a young man's fancy turns lightly to thoughts of abolishing the tax on Capital Gains'
That will change of course, but for now, if you’re really hankering to stand beside a vehicle all day, waiting for judges to pore over your machine, then waiting some more to find if you’ve placed, then a motorcycle is the way to go. This year would have been the perfect opportunity, actually, as the motorcycle theme was ‘French’.  If you’re not from that country, I challenge you to name more than four French motorcycle manufacturers. Don’t feel bad, neither could the Pebble organizers, who failed to round up prime examples of French engineering prowess - the exotic overhead-cams, the racers, the multi-valves, the incredible range of ‘firsts’ from the early years, when France dominated vehicular achievement on land and in the air. No significant history was in evidence.
Too much love; over-rubbed in sensitive places?
The earliest two-wheeler on the lawn was the only good reason to visit Class X; the 1929 Majestic was a unique example, having an American four-cylinder Cleveland engine completely enclosed in Deco-sausage bodywork, with car-like hub center steering; a two-wheeled Facel Vega.  The Majestic was produced 63 years into the lineage of French motorcycling (a genre they invented, after all, in 1867), which leaves a whole lot of unexplained history in a tiny field of only 9 motorcycles. It was simply embarrassing.  I say let’s just forget this pathetic attempt at ‘inclusion’; motorcycles ARE the new black, but nobody’s wearing black at Pebble. Or perhaps, let’s ask Karl Lagerfeld to curate the next motorcycle exhibit, and cut the pretense to relevance, or History, or whatever.
Birds shedding feathers.
The automotive display included a stretch of competition-minded Porsche 911s to celebrate that squidgy little darling’s 50th birthday, and I must say we’ve grown old well together. It’s lovely seeing full-scale the Corgi Porsches I vroomed as a lad, although if one took a 20 minute drive from the golf club lawn, one could see, hear, and smell some of the very same cars being hammered around Laguna Seca raceway in the Monterey Historics, where megamillion Ferraris are spun into barriers and semi-genteel Aston Martins bash each other’s noses.  The damage inflicted on these glorious beasts is costly, like every one of the 40,000 spectators lighting a joint with a $10 bill. Still, I’d rather watch the beasts howling and writhing and stressing themselves, than parked on a lawn.
Our man deCadenet 'splaining an Alfa 8C, an example of which he's owned for donkey's ears
An excellent Pebble development is the ever-expanding ‘preservation’ classes (L-1 and L-2, pre- and postwar), which means somebody at Pebble has heard the clarion call of the Oily Rag. Hallelujah. My favorite rust-bucket was an original-paint Voisin, complete with dents, which was dutifully polished all day long, one assumes to help remove more areas of paint for the ‘perfect patina’. The interior, I was assured, was in the original leather, and not the eye-watering Paul Poiret Art Deco mescaline nightmare found in every single restored Voisin; they’ve really come out of the woodwork since winning ‘everything’ in the past 2 years.
Further over-loved; a Voisin in original paint, but perhaps not original interior?  Although it was old...
I was slightly vexed by an Aston Martin DB5 in supposedly original paint, its anthracite grey exterior looking fairly immaculate barring rubbed-thru patches where clearly ‘over-loved’ by the polishing rag…or was this new paint, artfully distressed? The thought disturbed me, the more so when I overheard a Preservation class entrant describing the purchase of a junked car’s faded leather interior, which he placed in his own car, as it looked better. Creatively ‘original’, but certainly not ‘preserved’, unless we count an aggregation of vintage parts as ‘original’ in toto…at which point, there’ll be no need to lock up the guns, my mind will have already been blown.
'If you come any closer, I'll whack you with my vintage stacked-agate walking stick.'
It’s a not-joke that only black cars win Best in Show at Pebble Beach [2015 too! - pd'o], and this year was no exception; the 1934 Packard 1108 Twelve Dietrich Convertible Victoria was the first American car to win the grand prize since 2007.  It was big and grand and utterly unique, partly because America was starving at the time, out of work with a 40% unemployment rate.  Brother, can you spare a coachbuilt Packard?
Top of the Money Tree, even in an odd shade of green; a Ferrari 250GTO in a Billion dollar lineup
Today, if the owner falls on hard times, he can always follow the path of last year’s winner, who sold his 2012 Best in Show ’28 Mercedes-Benz 680S Torpedo Roadster for a cool $8.25M on the weekend. That was nothing, of course, compared to the 1967 Ferrari 275 GTB/4S NART Spider, which sold for a chart-busting $27.5M…shades of pre-Crash giddiness. “It’s almost 2014: do you know where your investments are?”
The ex-John Surtees Ferrari normally found in the Barber Museum
 The Centenary of Aston Martin did not pass unnoticed, and a lovely stretch of racers and roadsters were nearly camouflaged by the British racing green lawn, although the insect-yellow flash of a ’57 DBR2 kept bumblers alert.  Its livery was matched by a new Aston CC100 Speedster prototype, shown in the ‘Concept Car Corral’ on the Lodge lawn, and looking a lot like BMW’s ‘328 nouveaux’ concept débuted in 2011, but sexier.  Bugatti brought a special-edition Veyron for display at an invite-only party, and a pair of gilded guests had a bidding brawl on the spot, resulting in the $2.7M car which wasn’t for sale leaving the premises for nearly $3.5M. Wallets thrown at 10 paces; may the best oligarch win. The piss-taking side events like the Monterey Concours d’LeMons are looking like a better bet every year…

RARE HARLEY-DAVIDSON FHA 8-VALVE RACER UNEARTHED

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The 1927 H-D FHA racer, with its racing sidecar, little more than a padded platform.  A remarkable original-condition racer from the end of the first Golden Age of American racing
It happens every year; an ultra-rare motorcycle is loosed from the cold, dead hands of a collector, and the 'Net is abuzz with the certainty that THIS, finally, is the Million Dollar Baby.  Some odd mix of voyeurism and knowier-than-thou-ness compels us to excitedly proclaim the staggering rise in blue chip bike prices, while making a show of decrying the very same thing.  The truth is, very few people are savvy enough to know what a blue chip bike is, and fewer still combine that knowledge with a willingness to take a risk and open their wallet.  Prices have risen since the 1950s or the '80s or the 2000s, but the story remains the same - the folks who know and care and want important machines find where they're hiding and buy them.  The folks actually shelling out the big bucks today aren't complaining, because they've known for decades that ultra rare motorcycles are undervalued.  [For a little comparison shopping, check out my list of the World's Most Expensive Motorcycles]
A handsome and purposeful outfit.
The latest gem making the rounds of Instagram (and TheVintagent!) is this just unearthed, single-family for 50 years Harley-Davidson FHA 8-valve racer, which is documented and in as-last-raced condition.  Huzzah; a no-bull 1920s Class A racer which doesn't appear to have been messed with or faked up, like nearly all the others of its ilk.  Hilariously, some of the folks who've sold less than perfect American racers in the past few years have shown their hands with this machine, praising its originality and the importance thereof, while no such praise was possible for their own bikes!  But that's the reality of most old racers - they're usually compromised in the very areas collectors prize most; matching #s, original sheet metal, clear provenance.  When presented with a machine with all boxes ticked, the temperature rises.
The raised ring cast into the timing cover is the giveaway for a 4-cam timing chest.  The oil pump is the horizontal cylinder behind that ring.  Note the exhaust valve lifter emerging from the front of the case, operated by a small lever below the fuel tank.   Although there are no bicycle cranks, a bicycle foot pedal is still used - a rider's affectation or original to the machine?
This FHA is among the last of the factory 8-valves produced by Harley-Davidson, as they were already experimenting with more reliable ways of producing power, and more, the American Class A race series was about to vanish due to the Depression, in favor of Class C, which was production-based and therefore much cheaper for everyone, favoring 'mundane' sidevalve engines instead of 'exotic' OHVs.  Of course, factories across the pond had been producing fast and reliable OHV bikes in increasing numbers since the 'Teens for everyday use, but American buyers trusted valves on the side, but that's another story.
A nice engine shot showing the primary chain oiler, the ignition wires which thread between the barrels, and two further oil lines, one presumably to the rear of the front cylinder barrel, the other to the oil pump on the timing chest.  Note also the small strap keeping the manual advance cable away from the exhaust.  The carb is a racing Schebler - can one of my American racer experts fill in the type?
The FHA used a twin-camshaft timing chest, externally distinguished by the raised ring on the timing cover, which of course meant better valve control and thus higher revs and more power.  The revs were also made possible by the good airflow of the 4-valve cylinder heads, which took advantage of the gas-flow research of Sir Harry Ricardo, which proved many small valves pass more air than two big ones.  But without positive lubrication and the oil cooling it provides, a grease-lubed 4-valve cylinder head is a fragile thing, even with the rocker gear exposed to the airflow... plus dirt, cinders, and dust when raced on the Australian tracks this beast has seen.
This machine is coming up for auction at Shannon's auction house on Sept. 21st, and I'll keep an eye on the sale.
A good shot of the struts attached to the early H-D forks, which help prevent flexing under the huge side loads from a sliding sidecar. Note also the small steering damper and slotted plate just below the top fork clamps.  The handlebar bend is standar for board trackers.
Fantastic patina.
The FHA was delivered new to the Milledge Bros Harley-Davidson in Melbourne, Australia.
A period shot of the outfit, showing the braced forks, and the canted wheel angle for sliding on dirt tracks. 
The simple direct-drive system is clear, with a countershaft running in a robust casting at the bottom of the frame, which holds the clutch and final drive sprocket. One speed!
For moto-geeks; note the attachment of the sidecar to a U shaped late and the reinforced engine plates up front.  Plus the extensively ribbed drive-side crankcase.  There's a direct oil line to the (missing) primary chain.
The oval port of the late 8-valve motor is clear, as is the single-rocker system used on a simple, pent-roof combustion chamer.  All exposed, of course, to whatever dirt is thrown up by the track.  Also clear is the camshaft layout, with side-by-side pushrods emerging from the timing chest - a cam for each cylinder, plus the crankshaft oiling line emerging from the front of the motor.
1927 FHA #81...not that they built so many! 


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