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ALSO IN THIS ISSUE A Purple Rain Replica Bike! Custom Tailoring Your Ride! The Glenn Curtiss Motorcycle Era!
ISSUE
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2019
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FROM THE TEAM “Come Back.” We didn’t know the title of Andy Reed’s beautiful charcoal work of art when we asked to use it for our cover. We just loved that it was a perfect hillclimb image to match Tom McCann’s Castle Creek story. Then, as I write this, thinking it’s a perfect title to complement our return to print, I realized it also pairs with the wistful theme of Tom’s article. While only in memory, he was able to “come back” to the sights, smells, and roaring sounds of his unique childhood spent in New York’s picturesque Southern Tier. We love when themes effortlessly tie together within these pages. Time away from creating, from not feeding that gnawing desire to express our love for adventure and excitement, has left us aching to get these stories out there. “Come back,” we kept hearing, echoing inside our very souls. When will you “come back?” was the refrain from our readers. Not soon enough.
A return hasn’t been easy—nothing is simple lately. But a return is unavoidable. We had to come back. We have so many stories to tell! If you’re reading this, we know you understand, and we’re thankful you’ve come back to pick up another copy. The spirit we share to explore and experience life keeps us coming back to revel in where we’ve come from and seek what’s new. If we adjust our emphasis, on phrasing and focus, we can all be primed for a “comeback.” That’s our hope for you. We hope your lives, your livelihoods, and your unflappable spirits are poised for a radical comeback. And if these stories, and others like it, are an inspiration, we’ll be eternally happy. We’ll all “come back” and be stronger for it.
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02 | MOTOCLECTIC
ISSUE
009 CONTENTS
IFC | R IDER FRIENDLY DIRECTORY 02 | F ROM THE TEAM We’ve “come back” for a “comeback” 04 | M R. CURTISS AND HIS MARVELOUS MOTORCYCLES So much more than contrabulous fabtraptions
STAFF SCOTT WAKEFIELD Editor-in-Chief
DAN HOSEK Art Director
CONTRIBUTORS Tom McCann, Richard L. Leisenring, Jr., Tom Owejan, Johnny Highside, Brian Dawson
COVER ART BY Andy Reed
12 | P URPLE RAIN REPLICA The motorcycle formerly known as a Honda CM400A 22 | C LIMB TO GLORY Remembering legends of the Castle Creek Hillclimb 30 | M OTORCYCLE TAILORING If it doesn’t fit ... you might not sit 36 | D RAKE HOLANDER SNEAK PEEK The adventure starts here
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MR. CURTISS AND HIS MARVELOUS MOTORCYCLES by Richard L. Leisenring, Jr. Curator, Glenn H. Curtiss Museum
Young Glenn Hammond Curtiss, a native of Hammondsport, NY, first got his thirst for speed while temporarily living in Rochester, NY, and working as a Western Union bicycle messenger in the mid-1890s. Returning to Hammondsport in 1896, he quickly became a champion racer for a local team caught up in the bicycle craze of the era. Curtiss’s life moved quickly on many levels. By 1899, at the age of 20, he was married to a local girl, Lena Neff, and was a new business owner with his first bicycle shop and his own brand of bicycles known as The Hercules. He would open a second shop in Bath, NY, the following year.
H
owever, a new era of transportation was simultaneously starting that would dramatically change his life—The Age of Motorcycles. Always looking ahead with his eye on speed, Curtiss began experimenting on his own motorcycle design with the help of his wife’s uncle, Frank Neff, in the summer of 1900. That October, they publicly announced their one-cylinder machine was about ready for road testing. Using stock engine castings purchased from E. R. Thomas Motor Co. in Buffalo, New York, the first design proved underpowered. More experimentation continued through 1901, with the second machine too heavy and overpowered. Frustrated over the outcome, this prompted Curtiss to design, with the help of his friend Charles Kirkham, a light-weight, high-powered, one-cylinder 2.5hp engine, utilizing ball bearings in the casing, which could attain 40 mph.
sale, and an order from a New Jersey customer, Curtiss went public that July. Forming the G. H. Curtiss Manufacturing Co. and opening a third shop in Corning, New York, he offered for sale not only a complete motorcycle, but also the engine separately under The Hercules name. This success and need to
In the spring of 1902, his third machine—a tandem— proved extremely successful, which he promptly sold. Encouraged by a number of inquiries, his first
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Seen here is Frank Neff (in 1900) on Curtiss’s second experimental cycle with large, heavy engine. While a poor quality image, it is believed to be the only documentation of their early experiments.
Glenn posed on V-twin used in 1903 races and in 1904 at Ormond Beach
get back into competitive sports prompted Glenn to try his hand at racing motorcycles. His first endeavor on a one-cylinder Hercules took place in Brooklyn, New York, on September 1st, winning a third-place medal and second-place Splitdorf Cup for two races and garnering notice of the racing community. 1903 would find Curtiss totally absorbed in the motorcycle industry and racing after dropping bicycles and his retail shop completely. Issuing his first catalog, exhibiting at the New York Auto Show, and extensive advertising soon brought in orders from as far away as California and New Zealand, with twenty cycles and an unknown number of engines being shipped in the first five months, forcing an addition to the G. H. Curtiss Mfg. Co. plant behind his home. He immediately set about making major improvements to the cycle and frame. As a result of what Glenn considered a poor showing in his first racing event, he set out to make a more powerful engine. Glenn’s new creation, the V-Twin—or 2-cylinder—5 hp engine (the first of its kind in America), which powered his new Hercules made its debut in New York City at the New York Motorcycle Club Riverdale Hill Climb on May 30th, easily taking first place out of 20 entrants.
Heading directly from there to Yonkers, Glenn took first place medals for both the one-mile and fivemile races at the Empire City race track, thereby vindicating himself for his poor placing the year before. To Glenn’s embarrassment, he was hailed as a hero with a parade and presented a cut glass bowl by the community on his return. Glenn’s V-Twin immediately became the focus of the industry with other companies looking to add his engines to their cycles or develop their own. For a timeline reference, Indian publically offered their first in 1906 and Harley-Davidson in 1909. Demand for his engines increased, with another new mode of transportation, aeronautics, taking a big interest. Builders of lighter-than-air balloons, known as dirigibles, looked to Curtiss for help. By the end of 1903, Glenn was not only reengineering his single-cylinder and V-Twin for these aeronauts, but also creating the first American V-4 engine for this new sport. In January of 1904, Curtiss headed to Ormond Beach, Florida, by train with his V-Twin Hercules to enter the newly formed speed trials there. Undaunted
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MR. CURTISS AND HIS MARVELOUS MOTORCYCLES by the competition, Glenn won the mile race in 59 seconds and the 10-mile race in 8 minutes 54 seconds, breaking all previous American records. He would next revisit the New York Hill Climb that May. Finding his 5 hp V-Twin barred by the new 3.5hp limit, he took second place with a one-cylinder Hercules machine while hampered with fuel mixture problems. While continuing to race, Curtiss again expanded the manufacturing plant to meet the increased demand for his products. That November, Thomas S. Baldwin, a celebrity aeronaut, would show up in Hammondsport to meet Curtiss and award him a medal which his engine won at the 1904 Louisiana Purchase Exposition in St. Louis, Missouri. Baldwin used a Curtiss V-Twin powered dirigible to fly the first powered balloon flight and win the St. Louis Exposition competition. A significant change also came that year: after finding another company held the rights to the brand name Hercules, all models afterward were now branded Curtiss.
Lena Curtiss and Leonard “Tank” Waters on 1906 Curtiss V-Twin with side car.
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By 1905, Curtiss was spending much of his time traveling to shows, exhibitions, and races. More trophies, awards, and new speed records increased the demand for his machines and engines which brought about more expansions of the plant, an increase in the work force, as well as additions to the product line. Hammondsport quickly became the center of American aviation experimentation, and by 1906, a variety of inventors sought Curtiss’s help with their designs, looking for the perfect engine. Thomas Scott Baldwin would move his dirigible company to Hammondsport at the same time another balloonist, Charles Oliver Jones, arrived to work with Curtiss as he wanted an engine like no other. For Jones, Glenn designed the first V-8 engine. At this time Leonard “Tank” Waters, a childhood friend of Glenn’s relocated his company, the Motorcycle Equipment Company (MECO originally known as MESCO), from Buffalo
The interior of the Curtiss shop around 1906. In the image above, Curtiss can be seen to the far left.
07
MR. CURTISS AND HIS MARVELOUS MOTORCYCLES to Hammondsport to be connected to the Curtiss Co., using the facilities to produce the Erie Motorcycle and the MESCO/MECO brand motorcycle kits. To ensure the V-8’s power, Glenn mounted it on a modified motorcycle frame and took it to the Speed Trials in Ormond Beach, Florida, in January of 1907. There he set a world land speed record of 136.4 miles per hour earning him the title of “The Fastest Man on Earth” as well as becoming a world media sensation. It should be noted, this record stood as a motorcycle speed record until 1930. He also set records on his single cylinder and V-Twin cycles. Glenn soon found himself personally spending more time running the business and acting as an engine man for Baldwin and others. He would build the first private dirigible hanger in the U.S. in Hammondsport to accommodate these aeronauts. Curtiss eventually stopped motorcycle racing, allowing others to represent him. Engine production was at an alltime high having received a contract from the War Department for V-Twins as generator motors. It is estimated the company produced between 500 and 600 motorcycle and aeronautical engines that year. Later that November, he would set his first aeronautic record by staying aloft in a motorized Baldwin dirigible for four hours while demonstrating the durability of his engine to the U. S. Army in order to help obtain a contract with them.
With all of the publicity focused on Curtiss, Alexander Graham Bell sought out Glenn that May to supply an engine for a flying machine of Bell’s design. Bell soon enticed him to join the newly formed Aerial Experiment Association in late 1907. The flying bug now had hold of Glenn and as they say, “The rest is history.” Soon Glenn set the first publicly announced, officially witnessed, heavier-than-air flight in America on July 4th, 1908, in an aircraft of his design. In 1909 he sold his first aeroplane and won the first International Air Meet in Rheims, France, followed by the first long distance air flight from Albany to New York City in 1910. This was Glenn H. Curtiss’s transition from wheels to wings. But what of the motorcycle production? From 1907 to 1909, the Curtiss Motorcycle was still extremely popular with riders and agencies all across the U.S. While concentrating more on aeronautical engines, the G. H. Curtiss Mfg. Co. was offering five models including the new, short lived, threecylinder motorcycle in the 1909 catalog. This year the company was reorganized under the new name Herring-Curtiss Company. A pioneer aeronaut, Augustus Herring, joined Curtiss as a partner with an emphasis on “development and manufacture of aeroplanes,” promising the public that in no way would it affect the Curtiss brand motorcycle manufacture. And in fact the newly formed company issued their own Herring-Curtiss motorcycle catalog for 1910. At the same year, Glenn formed another company, the Marvel Motorcycle Company with his childhood friend “Tank” Waters at the head. New buildings to house the Marvel and MECO enterprises (the Erie motorcycle was discontinued at this time) were erected adjacent to the Curtiss Co. and a new one-cylinder engine was designed for the Marvel. Sadly, 1910 heralded the demise of the Curtiss Motorcycle. The Curtiss-Herring partnership soured and soon dissolved with “little chance for the Curtiss plant being opened as a motorcycle factory” according to one news report. The production Curtiss on the V-8 before setting the speed record of 136.4 mph
08 | MOTOCLECTIC
CLIMB TO GLORY
of motorcycles and engines on a smaller scale was transferred to the Marvel plant to keep the Curtiss brand name alive and meet existing orders. 1911 saw many changes at the manufacturing facilities in Hammondsport. The Curtiss Aeroplane Company was formed in April and the Curtiss Motor Company a few months later to occupy the existing plant. The new unincorporated Curtiss Motorcycle Company which appeared in May was merged with the Marvel company by December. In the meantime, the 1911 model Marvel and Curtiss motorcycles appeared on the market as one-cylinder machines, the V-Twin being completely discontinued. Sales soon diminished ,and in 1912, due in part to the lack of variety and stiff competition in the growing industry, it would be the last year motorcycle and motorcycle engine production of any kind would take place in Hammondsport. The major emphasis was now fully on aviation in the village. The Curtiss and the Marvel were no longer offered. Leonard “Tank� Waters would continue operation of the Motorcycle Equipment Company in
Hammondsport through 1928 strictly as an accessory supply company. And while there was a HarleyDavidson dealership in the village for a short time in the 1920s and 30s, any connection the village had to the motorcycle industry ceased to exist in its entirety. While Glenn H. Curtiss and Hammondsport are famous for their major influence in aviation history, it should be noted that when it comes to the motorcycle industry their influence is just as great. For the short 10 years from 1902 to 1912, Curtiss and representatives set world speed records, won countless races and inspired other companies to move on to bigger and better accomplishments. Five brands were produced here: the Hercules, the Curtiss, the Erie, the MESCO/ MECO and the Marvel. Curtiss engines were supplied to several companies to power their brands including the Harry Geer Co. of St. Louis, MO, who even went as far as the purchase and resale of complete 1904 Hercules V-Twin models under their own brand name Green Egg. No doubt, had Glenn H. Curtiss kept his interest in motorcycles on an equal par with his aircraft, several famous brands might not be where they are today.
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Tom Owejan BUILT A REPLICA OF PRINCE’S BIKE FROM
A
t Motorcyclepedia Museum we are always looking for new ways to engage our patrons in the history of motorcycling. To this end we have set up the “Ed Youngblood Hall” to display our collection of movie and celebrity motorcycles. Some of the machines you will find are from classics such as Batman, Easy Rider, and Ghost Rider. Others belonged to famous people like Jerry Garcia and Steve McQueen. Adding to this collection, I recently completed building a replica of the Honda motorcycle used in the movie Purple Rain. The motorcycle—a 1981 Honda CM400A—that Prince rode in the movie no longer exist it that form. After being repainted and having the seat reupholstered, it was used in his next movie, Graffiti Bridge. The “Purple Rain Honda” became an icon of the movie and was used on the movie posters and sound track album cover.
We purchased a complete running (but rundown) 1981 CM400A off Facebook Marketplace and brought it to my shop in Rochester. The bike was completely dismantled and the frame was stripped and refinished. I restored the wheels and fit new tires. Ted had the correct Kutter Fairing and I fabricated the missing brackets and fit the fairing. The front and rear fenders were replaced along with the chain guard. The custom upswept mufflers, a crash bar and sissy bar were added. I modified the seat pan and then Carl’s Auto Seat Covers did the upholstery. I applied the “Plum Crazy” purple paint and Mark Weld did the graphics. The handlebars are “6 bend pull backs” which were popular in the eighties. All the cables and wiring were extended and a longer brake hose was made. All the lighting was changed to LED and can be illuminated for display in the museum.
This motorcycle—along with over 600 others—can be seen at Motorcyclepedia Museum located in Newburgh, New York. And check out their website at: motorcyclepediamuseum.org
12 | MOTOCLECTIC
The CM400A on display in Motorcyclepedia Museum
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PURPLE RAIN REPLICA
An original Purple Rain movie poster from 1984
14 | MOTOCLECTIC
PURPLE RAIN REPLICA
More shots of the replica bike at Motorcyclepedia Museum
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PURPLE RAIN REPLICA
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PURPLE RAIN REPLICA
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PURPLE RAIN REPLICA
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CLIMB TO GLORY A brief history of the Castle Creek Hillclimb by Tom McCann
As far back as I can remember, the Castle Creek Hillclimb has been an annual Father’s Day event that I always looked forward to watching. All my senses came alive as the brave rider battled up the steep rocky hill on his motorcycle. The event fed my soul, and truth be told, was the catalyst for my lifelong motorcycle obsession. Little did I know how steeped in history this event was.
22 | MOTOCLECTIC
FAMILY ROOTS
The land which the hill occupies has been owned by my father’s family for several generations. The hill is part of a valley that has a beautiful spring-fed pond loaded with hungry trout, and is the start of the Castle Creek, which meanders through the property. The road that runs through the valley had been for many years the old Avoca road, which wound through the area along the pond and up the hillside to join the road to Howard. The road was abandoned as a public thoroughfare and has since been used as the entrance into the property. This ancestral land has been used for many purposes, which over the years has included farming, hunting,
fishing, and even a sawmill or two. At one time it had a small house that was built many years ago. It was that house in which my Grandmother McCann (Maiden name was Schoonover) was born and raised. My great-grandfather, Ralph (William) Schoonover, had owned the land for many years and upon his death, passed it onto my grandmother, Mildred, along with her brothers Matthew and Hiram Schoonover. As the other brothers passed away it was eventually left to their sons. Our ownership of the land dates back to 1968, when my grandmother passed away. She gave it to my father, David McCann, who inherited partial ownership of the property and is where my family’s time on this land begins. The land, to this day is still co-owned by my father and his two cousins, William and Mille Schoonover. Coincidentally, it was around the same time my parents purchased a tent camper and started doing some camping with a local club. The early days of our trips to “The Castle” as most of the family and locals called the land, were in that camper. We’d park it right down near the hotdog stand, spending our days working the land, doing some fishing, and in the evenings, sitting at the campfire with the hill in the darkening shadows.
THE BEGINNING In order to understand the origins of the Castle Creek Hill Climb, or for that matter any AMA-sanctioned event that took place in the early years, first you have to understand the beginning. The Federation of American Motorcyclists (FAM) was officially formed on September 7, 1903 and a constitution with clear intention was created: “Its objects shall be to encourage the use of motorcycles and to promote the general interests of motorcycling; to ascertain, defend and protect the rights of motorcyclists; to facilitate touring; to assist The view from the top of the hill. The old hotdog stand is in the background.
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An early 1930s photo of the Castle Creek Hillclimb from the top.
Riders of all ages flocked to their local dealers to buy motorcycles, seeking fun, adventure, escape, and camaraderie with other new riders. During the early years of motorcycling, small gatherings of motorcyclists evolved into organized road-riding events. A “Good Fellowship Tour” held in 1913 in Milwaukee proved to be immensely popular with the riding public. A Gypsy Tour was developed and promoted, which became the biggest road-riding event of the year.
in the good roads movement; and to advise and assist in the regulation of motorcycle racing and other competition in which motorcycles engage.” Throughout the years of the FAM’s existence, there were indications of the increasing health and vitality within the fledgling American motorcycle industry. One of these was the formation of several trade associations. Among the earliest was the Motorcycle Manufacturers Association, formed in 1908 to represent and regulate the motorcycle manufacturers, accessory makers, and distributors. By 1924, the Motorcycle & Allied Trades Association (M&ATA) created the “American Motorcycle Association” as a division of the M&ATA. The new AMA would control rider registration and activities, issue sanctions for national events, and serve motorcycle industry members. During this series of motorcycle organizations, an eruption of motorcycle manufacturers in the USA lead to a huge motorcycle boom. Suddenly, there was a new pastime created in the wake of this transportation industry. AMA Clubs popped up all over the country.
24 | MOTOCLECTIC
In the 1920s and 1930s, the sport of motorcycle hill climbing was at its peak across America. The sport was so popular that many movie theaters showed clips from recent hill climbing events as part of the preview reel before the start of the movie. The rules were simple, whoever got the farthest up the slope was the winner. But the racing was dangerous. At such steep grades, the motorcycles could easily roll backwards on top of their riders. Harley-Davidson, Indian, and Excelsior all fielded factory racers to compete for the coveted victories, hoping that they would result in higher sales.
THE CASTLE CREEK HILLCLIMB
The Castle Creek Hillclimb started as a fun activity during one of the many picnics sponsored by the local riding group, the Hornell Motorcycles Club, and was held during annual Gypsy Tours. Although the exact year the first hillclimb officially took place is uncertain, my family has always been told it was in 1929, when the Castle Creek Hillclimb became an official AMAsanctioned event. It was hugely popular, and drew hundreds of spectators to the annual event.
THE HILL
The Castle Creek hill is challenging, with an approximate slope of 45-50 degrees. It is a little over 300 feet in length and always offered thrills and spills over the many years of competition. Although not the longest of the hills on the Hillclimb circuit, due to the high rock and gravel content it was one of the most difficult to successfully climb.
Picture of the hill from the spectator area behind back stop
In the earlier years of hill climbing, a run would be timed with a string run along the start and finish portions of the hill. They had to break both to accurately measure the time to the top, if they made it that far. In later years, the time was measured by a timing light, with the results instantly sent to the announcer’s booth. By then, most of the motorcycles were a lot more powerful and easily made it to the top. The results between first and second place was in hundredths of a second, with an average time in the five to six second range. While watching the event, you would see crews stationed at distinct points along the lane. Many a time the rider would suddenly lose a chain or the rider would flip backwards. Balance and momentum was a delicate dance as the rider climbed the hill. The crew nearest to the spill would jump into action and hopefully catch the rider and motorcycle with
CLIMB TO GLORY
a cable hidden in the dirt. These machines were the rider’s livelihood and if they were not caught in time, the result was a bike cartwheeling back down the hill, the rider out a motorcycle for the day, but the crowd pleased to see a spectacular attempt. If the motorcycle and rider were caught, both would be moved to the left side of the hill where two run-off paths were located so they could safely move back down the hill to the pits. The motorcycles became much stronger and faster as the years went by, and some of the riders had so much speed remaining they’d sometimes crash into the trees at the top beyond the runoff area! Hay bales were placed to help stop the rider but it didn’t help many times. It was fun standing on the top during the event just to watch the end of each run up the hill. Spectators weren’t allowed on the hill but I knew many hidden trails that could be used to get to the top. It
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CLIMB TO GLORY
Here is Joe Petrali rocketing his record-breaking Harley Davidson to the top of Castle Creek Hill.
was a blast up there! Many of the riders during the years also mentioned it was one the harder hills but a lot of fun.
this popular event! It was easily the largest crowd to ever come to Castle Creek to watch all of their favorite riders battle the hill.
THE HEYDAYS
These motorcycles were, by modern standards, fairly stock machines. Other than some motor tuning, frame improvements, and tire chains on the rear wheel, they were ridden to the top in the days of stock condition.
By the early 30s, the popularity of the hillclimb competition was at an all-time high. These were the golden years of the sport, before World War II came into focus. The 1935 season had many top-level riders vying for first place. Pete Uebelacher (Excelsior), Willis Wolfe (Indian), Earl Buck (Indian,) and Windy Lindstrom (H-D) were some of the hillclimb heroes of the day, but the man to beat was Joe Petrali (H-D). That year, Castle Creek Hill was chosen to host the finale for the season - the Nationals. A crowd of over 10,000 traveled from all over the nation to witness
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Joe Petrali took first place in the 45� expert class on September 1, 1935. Riding factory bikes, he and teammates Ralph Moore and Windy Lindstrom took top hillclimb honors. These three riders were the stars of the day, all riding HarleyDavidson motorcycles.
1935 Harley Davidson championship team
In the days that followed any AMA event, hillclimb or otherwise, fans scrambled to their local dealer clamoring for the same bike they saw their hero ride in the previous weeks. The motorcycle was eagerly embraced by men and women alike as a way to enjoy freedom, and feel the exhilaration of the wind blowing in your face as you ride the open road. The motorcycle spirit was alive with energy because of events like the hillclimb.
MY DAYS AT THE HILLCLIMB
By the early 1970s, my family and I were regular fixtures at the annual hillclimb. The event had in the later years been moved to the Sunday in June that was always Father’s Day. We would camp down there for the weekend and wait anxiously for Sunday morning.
CLIMB TO GLORY
The Hornell Motorcycle Club would be busily working at the property the weeks prior, and by early Sunday morning on the day of the event, Dick Smith, the president of the club, was busy with last minute details as the riders prepared for the competition. We would gather at a strategic spot, a bridge crossing the Castle Creek closest to the hill, to watch the mass of people entering. It was a stream of families with vans, cars, and most importantly, hundreds of motorcycles roaring in for the day. At times it seemed like that was the best part of the day—watching the people. But then, the race … which always started at 1 PM. The valley would fill with the sound of the national anthem and the air was electric with anticipation. My family would all find a spot in the spectator area,
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CLIMB TO GLORY spread out a blanket and some chairs and watch the bikes run up the hill. The best sound you’ll hear all afternoon is the very first motorcycle starting up, with the rider eagerly revving the engine as the announcer welcomed everybody. The thunder spilled down through the crowd and emptied miles away, reverberating off the hills. No matter where you were in the area, everyone heard what was happening. After the first of two heats, there was always a break as the riders prepared. Dad would take us over to the hotdog stand and buy us a hotdog or hamburger and an Orange Crush to wash it down. I don’t know how, but the food always tasted better at the hillclimb. I suppose it was the sights and sounds that seasoned the food and heightened the ambiance. It just didn’t feel right if you left at the end of the afternoon and didn’t have a little mustard on your shirt and a dirt haze lingering all over your face and clothes. By the end of the day, we had seen the best riders of the day win and lose on our humble hill. We would go
Earl Bowlby on a modified BSA
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back to the bridge we had started at that morning and watch the same people wearily climb back into their cars and vans, happy and tired.
MY HILLCLIMBING HERO
I’d usually go with my dad into the pits to watch the racers scramble around their machines, preparing for the first heat. Once I came down early to see my hero Earl Bowlby. Many talented riders competed throughout the years at Castle Creek, but in my mind, Earl was the man to beat. Earl Bowlby became a leading AMA Hillclimb competitor during the 1970s and ‘80s. During his 25-year career, Bowlby earned 10 national hillclimbing titles. He was loyal to the British BSA motorcycle brand, using a highly modified 650cc machine throughout his career. I would watch Intently as he meticulously prepared and cleaned his motorcycle. He had built that Beezer to always perform at its best. During his career, Bowlby was known for immaculately prepared
CLIMB TO GLORY BSAs. He recalled being a big fan of hillclimber Red Bryan, who always had such neat and clean equipment, and he tried to emulate Bryan. Bowlby retired from hillclimbing after the 1990 season. In all, he won more than 80 AMA national hillclimbs and six national titles in Canada. The biggest regret I have is never having a chance to thank him for the years of competition he shared with everyone at our hill … and of course, a coveted autograph. One of his BSA hillclimbers is on permanent loan at the Motorcycle Hall of Fame Museum and is often displayed in the museum or AMA offices.
TWILIGHT OF THE CASTLE CREEK HILLCLIMB
By the 1990s, the riders began seeking bigger purses and hence, larger, more accessible venues. The Castle Creek Hillclimb’s problem was that it was literally out in the middle of nowhere. This was no problem in the earlier days of racing, but with more factory teams, the rigs were getting bigger, with motorhomes and trailers that the Old Avoca road couldn’t handle. The dirt road in and out was rutted, and during rain storms, almost impossible to drive back out. Sometimes dad would have to grab his tractor and help drag the cars and trucks back out. The back roads to the entrance were also narrow and couldn’t handle the increase of traffic. As a result, the AMA decided to changes the requirements to accommodate the demands of the riders. By then, Poag’s Hole had been running for several years and had taken root as the larger, more convenient location.
On top of all that, the Hornell Motorcycle Club lost most of its members and didn’t have adequate staff to prepare and run the event. The costs for organizing the event became too expensive and the loss of sanctioning from the AMA was the nail in the coffin. The crowds became increasingly unruly, with a lot of drug and alcohol abuse to add insult to injury. It was no longer a fun, family atmosphere and was shut down. There was a small attempt to bring the venue back about 10 years ago, but the costs of improvements, coupled with the reduction of professional riders willing to compete at our hill, only served to postpone the inevitable. I sure do miss that whole experience. Once in a while our hearts and minds melt together at an event that makes the whole body and soul happy. As for me, it was the Hillclimb. The last glorious rays of light that shone on the old hill have faded away. The crowds that once gathered at the great and storied location are gone. Our hill was destined to become a place of glory from days gone by—a chapter in the annals of AMA history. The thrills and spills will always have a place in my memories. Go down on a quiet day and listen … you can almost hear the thunderous rumble of a bike climbing the hill to glory.
Thunder on Castle Creek Hill was gone.
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FEATURED ARTICLE
MOTORCYCLE TAILORING How to make your bike fit you better by Johnny Highside
Have you every just loved the way a particular motorcycle looked, but then sat on it and had your adoration of the machine evaporate due to discomfort? Or maybe you’re an around-town rider who tried taking a road trip with your bike, only to discover something that was annoying in short rides is unbearable after six hours in the saddle. Though some riders are lucky enough to find a motorcycle that fits them just right off the showroom floor, many find they need to tweak their road-going motorcycle’s ergonomics to achieve maximum comfort or performance. Making those tweaks, especially for new riders, can be a complicated, frustrating, and sometimes expensive process. However, tailoring your motorcycle to fit you can make riding more fun or keep you from having to buy a new bike if you get into a different type of riding. There’s no one right way to tailor a motorcycle to a rider. While handlebar risers may have worked great for your buddy, it may not have the same results for you. What’s important in the tailoring process is to not rush to conclusions. Try sitting on the motorcycle a little differently when you ride it and see if that little change makes a difference. Once you’ve figured out which aspects of the motorcycle are causing the discomfort, then you can move on to buying parts and accessories to change your motorcycle’s ergonomics or wind protection. Here are a few common tailoring methods to keep in mind once you know what you’d like to change to make your bike “fit” you:
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Handlebars/ Grips Changing handlebars can be one of the easiest ways to improve a bike’s fit or re-purpose your ride. Most motorcycles come equipped with 7/8-inch or 1-inch handlebars, which makes finding replacement handlebars relatively easy. And there are lots of options to choose from. When looking for a new set of handlebars, some aspects to consider are handlebar reach/rise (how high or low the grips are compared to the handlebar clamp on the triple tree), pullback/rake (how much the ends of the handlebars protrude toward the rider and whether they are flat with the ground or at an angle), and width (how long the handlebars are from one end the other). There also are handlebar riser kits that raise the level of the handlebar clamps. Many sport and sport-touring motorcycles are equipped with “clip-on” handlebars, which are individual bars that are mounted directly to a motorcycle’s fork tubes with clamps. Unlike traditional handlebars, there are usually fewer options for changing clip-on bars. Some aftermarket clip-ons may be lower than your stock bars, which is great for converting a sportbike or naked bike to track day or
racing duty. There also are clip-on risers that raise the handlebar height above the triple tree, which helps if you want to set up a sportbike for touring. However, these options tend to be more expensive than traditional handlebars and don’t come in the same variety of height, pullback, and width configurations that traditional handlebars do. Some touring and sport-touring machines have pilon-style handlebars, where the bars are attached to individual pilons that bolt separately to the top of the triple tree. Some good examples are the Yamaha FJR1300, the Kawasaki Ninja EX500/Ninja 500R, the Kawasaki Concours 14 and some BMW touring models. Some of these systems allow the pilons to be adjusted for width, reach and pullback, and riser kits are available for many such models. It’s important to know what kind of a change you want to make before spending money on new handlebars. Do not just assume that bars that have shorter reach or more pullback will automatically be more comfortable for long rides, or that the lowest set of clip-ons are guaranteed to improve how well you handle your track bike.
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MOTORCYCLE TAILORING
Footpegs
There are options for changing the location of footpegs, but it’s a more complicated process because shift levers and rear brake levers are often attached to footpeg brackets. For riders looking to make small changes in footpeg location, there are kits available for many motorcycles that allow you to move the pegs an inch or so in most any direction. Aftermarket rearset kits allow riders to move the footpegs and— often—associated foot controls up and back, creating more ground clearance for aggressive cornering for track days and road racing.
Seat
There are lots of options for aftermarket seats for many motorcycles, as well as custom services that will sculpt a seat to meet your specific needs and less expensive seat accessories that can increase comfort on any bike. Before spending money on an aftermarket or custom seat, it may be worth giving a seat accessory—such as a sheepskin pad, wood beads, or an inflated pad—a try. These options usually cost $100 or less and can be easily transferred to another motorcycle with a similar-sized seat. Several companies make off-the-shelf aftermarket seats for popular sport-touring, standard, and cruiser motorcycles that are reasonably priced (most are less than $1,000, some are $400 or less). Many aftermarket seats feature wider base pans and high-quality foam that performs well on long rides. Some aftermarket seats also have an electric heated seat option. For those who know exactly what they want in a seat—or if off-the-shelf aftermarket seats aren’t available for your bike—custom seat services may be the solution. Some companies rework the foam
MOTOCLECTIC 3232| |MOTOCLECTIC
and shape of your existing seat (you ship your stock seat to them to work on), while other companies custom-make a seat for you. This is usually the most expensive option for improving seat comfort but can be a worthwhile solution if you’re planning to keep your motorcycle for the long-term. If you’re prepping a motorcycle for track day or road racing use, you may consider a thinner seat or a seat pad. While those options are the antithesis of comfort, they help reduce weight and may help you move around the seat better when leaned over in a corner. One thing to keep in mind when making changes to a motorcycle seat is that comfort is never guaranteed. Go to any motorcycle-themed gathering and start talking to fellow riders about what they’ve tried for improving their bike’s seat. You’ll hear good and bad stories about most every option discussed above. Without having experience with a company’s products, it’s near impossible to know how well each product will work for you. Your best bet is to talk to other riders who have used the products you’re considering and guesstimate which one is likely best for you.
MOTORCYCLE TAILORING
Wind Protection Riding on freeways can be an exhausting experience without sufficient wind protection. Especially on naked sportbikes, cruisers, standards, and some adventure and dual sport machines, having most of your body exposed to wind blast can make a 100mile cruise feel like an Iron Butt Association ride.
The options available for increasing or decreasing your bike’s wind protection vary. For full-faired sportbikes, there aren’t a lot of options given the motorcycles’ small, built-in windscreens. For faired touring and sport touring machines, which usually feature wind-deflecting bodywork, there usually are options for taller and/or wider windscreens, and some higher-end models feature manually— or electronically—adjustable windscreens. The adjustability allows riders who travel long distances or in a wide range of riding conditions to raise the windscreen in cold or wet conditions (to keep cold air or precipitation off the rider) and lower them for warm conditions (when the extra airflow helps with rider cooling).
For bikes without fairings, there is a wide range of windshield options. Some windshields attach to a motorcycle at its headlight housing or front forks, while many screens attach to a motorcycle’s handlebars and can be adjusted for height and angle. Some riders like tall windscreens that they have to look through while riding, while other riders—such as myself—don’t like having a windscreen in my line of vision. Note that in the first paragraph of this section I stated, “sufficient,” wind protection. If you regularly ride in hot conditions, you may not want to buy a huge windscreen that will deflect air away from you. Doing so may cause you to become dehydrated more quickly. Even a little wind protection on an unfaired motorcycle can make a big difference. Just getting your chest out of the wind with a small flyscreen can greatly reduce fatigue from riding.
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MOTORCYCLE TAILORING
Five Motorcycle Tailoring Tips 1. NEW RIDERS: Find the bike that fits
you best “as is”: If you’re just getting into motorcycling, be patient when bike shopping and choose one that fits you well as purchased. It’s easy to think you know what will be comfortable for you, but the truth is motorcycling is so different from anything else you’ve done in life that you can’t know what will work best for you. Find something that feels naturally comfortable to you, then ride the hell out of it and learn what works the way you thought it would comfortwise and what isn’t what you’d expected. When you have a few thousand miles under your belt with experience riding around town and on expressways, you’ll have a much better idea of what changes you may want to make, or, perhaps, if a different style of motorcycle may be in order.
2. Don’t be too quick to make a change: If there’s
something bothering you about how you’re seated on your ride, don’t rush to fix it. Much like the newbie rider, ride in different conditions and for different durations to fully understand what’s wrong. For example, if your wrists hurt from riding—but hurt less during freeway rides—the problem likely is how far you have to reach to hold the handlebars. However, if you get bars with more rise but no additional pullback, you may find yourself still reaching a little too far to the bars AND have more of your body exposed to wind blast on the freeway.
3. Check clearances/lines/etc: Whenever you’re
preparing to make a change, keep in mind what you’re able to change given other aspects of your motorcycle. If you’re changing your handlebars, are your brake lines and clutch line long enough to accommodate the new handlebar height? Also, will you need to drill holes in the bars for the locating dowels on some electrical switch boxes (the plastic housings that have the start button, kill switch, horn and turn signal buttons)? If you’re switching handlebars or clip-ons, will the new bars clear your existing fairing and gas tank when the front wheel is turned fully in each direction?
4. A little is a lot: When changing something about
your motorcycle’s ergonomics, inches are like miles. Changing your handlebar height by one inch may not seem like a lot, but experienced riders will tell you that one inch can make a big difference for better or worse.
5. Change one thing at a time: Though it may feel
like multiple aspects of a motorcycle’s ergonomics need to be changed, it’s best to make one change at a time to fully understand a comfort or performance problem. Your wrists feeling sore and your legs feeling cramped may appear to be two separate issues. In that situation, try changing the handlebars first. Taller bars with more pullback may change the way you sit on the bike, partially or fully resolving your leg cramps without having to spend money on a peg relocation kit.
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