Hiển thị các bài đăng có nhãn Trivia. Hiển thị tất cả bài đăng
Hiển thị các bài đăng có nhãn Trivia. Hiển thị tất cả bài đăng

Thứ Năm, 8 tháng 11, 2012

Yes, I will tidy up your bathroom

If just seeing the hilarious cover my friend Mark Eimer created for this book makes you want to buy it, you don't need to read any further. Click this link to buy it right now.
Are you tired of those dog-eared old copies of Motorcyclist and Cycle World that have been sitting on your toilet tank, and that you have been flipping through once a day since 2004? 

Well then, you should buy my Bathroom Book of Motorcycle Trivia, and you'll have 365 new entries to peruse, for example, I bet you've often wondered whatever became of this guy? Flip to Day 193 and you'll learn...


“Wild Bill” Gelbke was an aeronautical engineer who worked for McDonnell-Douglas, before packing it in during the ‘60s to pursue his dream of building an advanced, shaft-drive motorcycle equipped with disc brakes, twin headlights, and an automatic transmission.

Some dream. Gelbke’s bike (he dubbed it “Roadog”) was more like a nightmare. It was powered by a four-cylinder 152 cu. in. Chevy motor and the shaft drive mechanism incorporated the differential from a pickup truck. It weighed over three thousand pounds.

According to legend, no one but Gelbke could ride the beast. Still, ride it he did – thousands of miles on a whim, just to go for a steak or a beer. Gelbke built a second Roadog for a friend.

They say there’s a fine line between genius and madness and no one who has ever seen the Roadog disputes it. “Wild Bill” Gelbke was killed in the late ‘70s in a shootout with police when a domestic dispute took a turn for the worst. The Roadog didn’t turn well, either. 

The Bathroom Book of Motorcycle Trivia is a great way to kill a couple of minutes a day, and clean up the pile of old reading material on the back of your toilet. It also makes a great stocking stuffer for the other riders on your Christmas list. Paperback, 244 pages, $12.95 to U.S. and Canada. (International readers add $10 for shipping and handling.)

Buy the print edition now by following this link.

Or, get it delivered to your Kindle or compatible device in minutes, for just $5.99.

Guaranteed to include at least one factual error!

Thứ Sáu, 1 tháng 7, 2011

Hell, hell, the gang's all here. Outlaw bikers in the news...

The L.A. Times reports that a judge has struck down a ruling that would have it illegal for anyone to wear the Mongols (outlaw biker gang) colors.

"They're not 'colors', said the judge. The Mongols' logo is black and white."

Actually, I made that up. For more on the ruling, read this.

The Mongols were the subject of the book Under and Alone, by William Queen. The author was an ATF agent who spent over two years undercover as a member of the Mongols. Warner Bros. apparently had a film of Queen's story in development, with Mel Gibson tipped to play the undercover agent. I've heard nothing of this for a few years, and I assume they've given up. Maybe because no audience would believe that Gibson - a drunk, wife-beating holocaust denier - would be accepted as a member.

The last time the Mongols were in the news was during the 2002 'Laughlin River Run'. A pitched gun and knife fight broke out between the Hells Angels and Mongols in the Laughlin Harrah’s casino. Presumably a Mongol was at some Angels’ favorite slot machine.

Three people were killed and dozens were injured. In a related incident, a Hells Angel was shot a few hours later in San Bernardino county. Incredibly, considering the extensive video surveillance in the casino, only one person, a Hells Angel from Arizona, was charged. Those charges were eventually dropped.



There will always be non-motorcyclists, your in-laws for example, who think anyone who rides – even a Vespa scooter or a Honda Gold Wing – is a Hells Angel bent on rape and pillage. If you’re to convince them otherwise, you’ll need a few facts on your side.

So what do you need to know about the Hells Angels? Well for starters, they do exist, and if you back over one of their choppers, you should immediately leave the scene. And the country.

Seriously, the odds of that happening are small because there are a fewer Hells Angels than you think. Here’s a factoid on their estimated worldwide membership and seven other things you’d rather learn from this blog than from personal experience.

1. A Hells Angels census

Recent police intelligence reports suggest that there are about 230 Hells Angels chapters in pretty much every state and dozens of countries around the world. Despite this global presence, the club has only about 3,000 full members. Part of their outsized reputation stems from the fact that most of their dirty work is done by a far larger number of bikers trying to curry favor.

2. Hells Angels, Inc.

The Hells Angels Motorcycle Corporation Inc. was incorporated in the state of California in 1970. The company’s head office is in Oakland. The even have a web site, www.hells-angels.com.

3. About the name

The original Hells Angels club was founded in San Bernardino, CA in 1948. It took its name from a WWII B-17 bomber squadron. In the early years, it really was just a motorcycle club – it was even sanctioned by the American Motorcycle Association.

4. A subsidiary of Hells Angels, Inc.

Like other global companies, the Angels have subsidiaries. The largest of these is a club called the Nomads, which itself has chapters scattered around the world. Over the years there have been a few legitimate motorcycle clubs with this name, so to avoid confusion the Angels’ subsidiaries have taken to calling themselves “Hells Angels Nomads” or “HAMC Nomads.” The other major Angels subsidiary is group called the Red Demons.

5. Hells Angels™

The club sued the Walt Disney Corporation over misuse of its name and winged death’s head logo. The alleged trademark infringement concerned a Disney film still in development. “Wild Hogs” is the story of a group of middle-aged suburban Harley riders (including Tim Allen) that runs afoul of a biker gang. The Hells Angels fighting with lawyers? What’s this world coming to?

6. Hells Angels(sic)

Yes, there seems to be a missing apostrophe. Hey, they’re outlaw bikers, not grammarians. A Hells Angel once hilariously 'explained' the error by saying, “There’s more than one Hell.”

7. They’re just a club. In the same way the mob exists mainly to play bocce

The Hells Angels and other motorcycle gangs are involved in the manufacture and distribution of drugs (notably methamphetamines,) illegal weapons sales, prostitution, protection rackets, vehicle theft (especially motorcycles,) etcetera.

One reason few full members of the Angels are convicted of such crimes is that, as with the Mafia, the dirty work is done by underlings with few direct connections to the gang.

8. "We're #2, we try harder"

The fastest growing bike gang in the U.S. may well be the Bandidos (aka Bandido Nation.) They were formed in 1966 in Texas and now have over 30 chapters and 500 members in the U.S. and Canada.

The Bandidos logo is a parody of the “Frito Bandito” advertising character. One presumes that Frito-Lay was too preoccupied with its 1965 merger to Pepsico to remember to file a lawsuit. The little bandit with the big sombrero and yard-long machete may be laughable, but the Bandidos are not funny – they’re conspicuously violent, even by the standards of outlaw bikers.

Thứ Năm, 30 tháng 6, 2011

Next month's the 40th anniversary of On Any Sunday. So here's my unscientific list of the best (and worst) bike films of all time...

It’s not surprising that the list of the best motorcycle movies of all time includes clusters of films made between the late ‘60s and early ‘70s, and again from 1995 to 2005. Those were the two periods in which postwar motorcycle sales – and interest in the sport of motorcycling – peaked.

1. On Any Sunday (1971) Documentary filmmaker Bruce Brown was a surfer who made the classic ‘60s surf-doc “Endless Summer”. Commercial success is rare in documentary films, but revenues from that one hit allowed Brown to retire young. He spent much of his time riding dirt bikes in California. Eventually he realized that bike racing was a perfect subject for another film. With investment from Steve McQueen, Brown’s camera crews followed AMA Grand National contender Mert Lawwill and versatile dirt racer Malcolm Smith, with cameos from McQueen himself. Flat out the best documentary film ever on the subject of motorcycle racing. July 28 marks the 40th anniversary of On Any Sunday's release, so get it in your Netflix queue now and plan a '70s theme party with lots of LSD and unprotected sex.

2. Easy Rider (1969) This film was written and produced by Dennis Hopper and Peter Fonda, who also starred in it. They play a pair of hippies who ride their choppers from L.A. to New Orleans. Along the way, they meet a cast of characters that includes an ACLU lawyer played by an unheralded Jack Nicholson.
The film was a true road movie, as the crew followed Fonda and Hopper (both avid riders in real life) as they crossed the American west picking film locations on the spur of the moment. The narrative brilliantly captured the country’s Vietnam-era malaise, and Hopper was acclaimed as the best new director at the Cannes Film Festival. Fonda’s “Captain America” chopper became an American icon. Interestingly, the bike disappeared after the film was completed.

3. Electra Glide in Blue (1973) Half road film, half film noir, this cult classic tells the story of a vertically-challenged motorcycle cop (played by Robert Blake, whose real life was also plenty ‘noir’). Blake’s character, “Big John”, wants to get off his bike and become a detective so he can work with his brain and not “sit on my ass getting calluses.” This was the only film James Guercio ever directed; he’s better known as a Grammy Award-winning producer, composer, and performer who worked with the jazz-fusion bands Blood, Sweat and Tears, and Chicago.


4. Dust to Glory (2005) If the name Dana Brown rings a bell, it’s because he’s Bruce “On Any Sunday” Brown’s son. Following in his dad’s footsteps, Dana made this documentary about the Baja 1000 desert race in Mexico. The race is for cars and trucks as well as motorcycles but in the best family tradition, the emphasis is on motorcycle racer “Mouse” McCoy. Unlike his dad, Dana had access to 55(!) cameras and four helicopters, allowing him to capture the best footage ever of this epic race. Warning: Don’t watch this film unless you have been inoculated against the racing bug. The Baja 1000 is one of the last races that’s open to anyone and has classes allowing almost any vehicle to compete, so you won’t have the “I don’t have a racing license,” or the “My bike’s not legal for the event” excuses!

5. Continental Circus (1969) Continental Circus documents a season in Grand Prix racing. This classic bit of cinema-verite is hard to find but well worth looking for. It was originally made in French by producer-director Jerome Laperrousaz, but it can also be found with English voice-over narration.
Laperrousaz follows a charismatic Australian privateer named Jack Findlay. The film brilliantly captures the end of an era – the last time when an independent racer with a couple of bikes slung in the back of his van could mix it up with world champions like Giacomo Agostini. Jack travels from country to country, sleeping in a tent at the track, and living from prize check to prize check. A trippy rock score reinforces the oh-so-‘60s vibe. This is Woodstock, with gasoline instead of acid and plaster casts instead of long hair.

6. World’s Fastest Indian (2005) This film was written and directed by Roger Donaldson. It is based on a true story about Bert Munro, an eccentric New Zealander who traveled to the Bonneville Salt Flats in order to prove that he had the world’s fastest Indian motorcycle. Along the way Munro (played by Anthony Hopkins) meets a cast of characters nearly as charming and offbeat as he is.

7. Crusty Demons of Dirt (1995) In the early ‘90s the aptly named Fleshwound Films company – which had already made a couple of successful extreme snowboarding videos – turned its cameras on motorcyclists in the deserts of SoCal and Nevada. Fleshwound spent two years filming established Supercross stars like Jeremy McGrath and Jeff Emig, as well as then-unknown freeriders like Brian Deegan , Mike Metzger and long-jump lunatic Seth Enslow. They set their footage to an indie-thrashmetal soundtrack and created a video that launched the whole “freeride” FMX phenomenon.

8. The Long Way ‘Round (2004)
This was filmed for a BBC “reality television” series. Real motorcycle globetrotters (who ride without a support truck and helicopter assistance) rolled their eyes at the thought of two actors riding across Eurasia and America for the cameras. However, once they got underway, Ewan McGregor (Star Wars, Trainspotting) and his sidekick Charlie Boorman quickly charmed their way past even the most cynical viewers. It’s great, escapist fun.

9. The Motorcycle Diaries (2004) Based on Che Guevara’s own account of his journey through Latin America on an old Norton. If you’re watching it as a motorcyclist and not a budding communist, you’ll probably find the second half of the film, after Che abandons his bike, to be less entertaining than the first half. However, intelligent direction by Brazilian director Walter Salles and a typically fine performance by Mexican actor Gael Garcia Bernal made this film a darling of awards juries everywhere. It even won an Oscar for Best Original Song, “Al Otro Lado Del Rio” by composer Jorge Drexler.

10. One Man's Island (2003)
Call me self-serving but I stand by this film and story it tells. If documentaries like On Any Sunday or Dust to Glory are sweeping, One Man’s Island is intimate and intensely personal. Canadian independent director Peter Riddihough spent the better part of a year following an ordinary rider (yes, me) who quit his job and sold all his possessions in order to move to the Isle of Man and race in the famous TT. It’s a film about motorcycle racing that non-racers can also appreciate since, at its heart, it’s a story about the pursuit of dreams.

What about the worst motorcycle movies of all time?

On one hand it’s easy to compile a list of terrible bike flicks – after all, the list of bad motorcycle movies is almost identical to the list of all motorcycle movies. The good ones are the exceptions.
On the other hand, with so many real stinkers to choose from, narrowing the field to the ten worst is tricky. Some of them are so bad they’re almost amusing. (Note that I said “almost”– watching them is still downright painful.) The following ten is a strictly personal list including films that are about motorcycling, as well as a few films in which bikes play notably lame supporting roles.

1. The Wild One (1953) This film was almost certainly the most influential motorcycle movie of all time – unfortunately it influenced America to hate and fear motorcyclists! Laszlo Benedek directed a star-studded cast including Lee Marvin and, of course, Marlon Brando.
Thanks to Brando, this movie’s still in every Blockbuster store but don’t kid yourself – it’s as dated as stale cheese. The outlaw bikers come across more like disaffected artists from the Left Bank in Paris and as for Brando’s performance… let’s just say that it’s no “On the Waterfront.” Benedek made the film shortly after emigrating from Europe. Once he was more settled in California, he was a solid Emmy contender as a TV director, but this movie stinks!

2. No Limit (1936) This movie was a huge hit in prewar Britain and definitely consolidated the TT’s status as the world’s most important motorcycle race. It starred George Formby, who was a ukelele-playing vaudeville star and enormously popular as a live performer. He plays a speed demon determined to win the TT on a motorcycle of his own design. How this movie managed to become a box office success and survive to this day on video is a complete mystery. The race action is almost comically bloodthirsty, Formby’s off-key singing grates on your ears, and as an actor he made Stan Laurel look like Sir Laurence Olivier.

3. The Wild Angels (1966) Saying that this film is about a couple of Hells Angels facing off against the cops is misleading, as there’s practically no plot. That was one of its many flaws, which prompted film critic Christopher Null to call it “truly one of the most awful films ever made.” It’s perhaps even more tragic in that many of the people involved had real talent and/or Hollywood Boulevard street cred. The movie was directed by B-movie “auteur” Roger Corman. His (massive) oeuvre is now being reappraised by serious film critics. Peter Bogdanovich worked on the screenplay. Peter Fonda, Bruce Dern, and Nancy Sinatra starred in it. The film opened at the prestigious Venice Film Festival. Don’t kid yourself: none of that comes close to saving it.


4. The Hellcats (1967) “Motorcycle mamas on a highway to Hell!” “Leather on the outside... All woman on the inside!” This movie was luridly promoted as the story of a bike gang run by women. It’s notable mainly for its comically bad post-production; in some shots motorcycles approach in utter silence, while other scenes with no bikes have loud motor sound effects. Director Robert Slatzer had a thankfully brief career as a cheap, exploitive sensationalist. Sadly it didn’t end soon enough to protect the world from “Hellcats.”

5. Biker BoyZ (2003) For the last decade at least, the whole urban/African-American/outlaw street-racing scene has been rich fodder for a great action film… too bad no one has made it. Real street racers will marvel at the scene in which a couple of turbo- and nitrous-modified Hayabusas stage a drag race on a gravel road.

6. Torque (2004) Another take on the street-racing scene, this time complicated by the tired old framed-for-murder plot device. Curiously, director Joseph Kahn came to this project having done almost nothing but Britney Spears videos.

7. Supercross (2005) The colorful world of professional Supercross racing forms the backdrop for this limping story in which two brothers have a falling out. They become bitter rivals before hardship brings them back together. Cue: audience rolls eyes.
         This movie is the only directorial effort by Steve Boyum, an established Hollywood stunt coordinator. It has quite possibly the least-talented cast and crew in the history of cinema, but it’s Boyum himself who’s most to blame for its box office failure. Real supercross is so spectacular that it doesn’t need stunts at all – let alone a stunt coordinator as director. Someone capable of telling a compelling story could probably make a great movie about this sport but, the way Hollywood works, Supercross’s flop will make it impossible to pitch another SX script for at least a decade.

8. I Bought a Vampire Motorcycle (1990)
By day it’s a Norton sitting quietly in a garage. But by night it is possessed by a demon and emerges to drink the blood of anyone foolish enough to act in this film, er, wait a minute, I meant to write “walk around Birmingham after dark”. Plenty of splattered gore and – I’m not making this up – a talking turd. Even stranger than that last tidbit is the fact that director Dirk Campbell was previously known as the writer-director of Country Diary of an Edwardian Lady. Surely those are the two most divergent films ever made by a single person.

9. Special industry award: American Chopper (c. 2005) No one was more surprised than the Discovery Channel when the Teutels’ dysfunctional family schtick became the network’s most-watched show. In short order it spawned a host of imitators. The real problem is that millions of Americans watch them and actually think, “This is real.” In fact, Hollywood screenwriters gotup in arms because the writers who work on such “reality” shows are paid far less than those who write for shows like “Lost” or even “Joey”.
Why, you might wonder, would reality TV even need writers? That’s a good question. In 2005, at least 1,200 members of the Writer’s Guild of America worked in the reality genre. Clearly they weren’t all writing hosts’ introductions and voice-over narration. You don’t suppose the Teutels’ tantrums are scripted?

10. Dopey-stunt award (tie):
Matrix Reloaded (2003) Mission: Impossible 2 (2000)
The breathless advance promotion of both of these films emphasized the ludicrous claim that Carrie-Ann Moss and Tom Cruise both did their own stunts. If only that were true! Both would’ve been killed early in production and we would have been spared these tiresome sequels.
In fact, the Wachowski brothers’ signature “stunting” is mostly done in computerized post-production. That explains why real motorcyclists find Trinity’s Ducati ride through oncoming traffic to be visually spectacular but fundamentally unconvincing. At least Mission: Impossible’s old-school action film director John Woo still arranges for most of his stunts to be done in front of the camera. Real riders will note that Ethan’s tires change from knobbies (when he’s riding on dirt or gravel) to slicks (when he’s riding on pavement) in the same chase sequence. If the villain could simply patent those tires, he wouldn’t have to threaten the release of a deadly virus in order to hold the world for ransom.

Chủ Nhật, 1 tháng 5, 2011

Entrepreneur #1 - Soichiro Honda; an individualist in a nation that prized conformists

The son of a village blacksmith, Honda was exposed to bicycles when they were brought into his father’s shop for repair. He had only a primary school education, but showed a striking aptitude for both engineering and business. Before starting the Honda Motor Company to make motorized bicycles in postwar Japan, he had already built up two successful businesses, one supplying piston rings to Toyota, and another making propellers for the Japanese air force.
Soichiro Honda, some time around 1964 (judging from the bike.) Although he was really more of an engineer than an entrepreneur, he had two great business instincts. One of these was that he knew when to get out of the way; he retired in 1973, in his 60s, even though he could have remained at his company's helm indefinitely. Even more important, he knew how to delgate...
...leaving the day-to-day operations of the company in the hands of Takeo Fujisawa, who has joint custody of my greatest-motorcycle-entrepreneur-of-all-time honorific. Arigato, Honda-san and Fujisawa-san.
Mr. Honda was anything but a typical Japanese businessman. A rugged individualist, he refused to participate in the “keiretsu” alliances between companies, which typically gave big banks a strong influence in business decisions. When virtually all Japanese motorbikes had noisy, smelly two-stroke motors he decided to make a four-stroke. That typified a willingness to plan and invest for long-term success even if it meant ignoring prevailing “wisdom.” One of the motorcycles that benefited from that insight was the Super Cub step-through. It was introduced in 1958 and is still produced almost unmodified today. Honda recently sold the 50 millionth Super Cub, making it the best selling vehicle of all time.

Thứ Bảy, 30 tháng 4, 2011

Entrepreneur #2 - George Hendee; two-wheel demon, and dreamer

George Hendee saw the advantages of electric starters for motorcycles, and argued with his chief engineer, Oscar Hedstrom - pushing him to include the newfangled feature in 1914. The electric lights and starter in those models were disastrous, and Hedstrom left the company in frustration. Hendee himself was forced out of Indian a couple of years later, although without him, sales gradually decreased.
Hendee was one of the most successful bicycle racers in Massachusetts at the turn of the century – at one point, he won 302 races out of 309! He started a company making his own bicycles, which sold well, thanks to his racing reputation.
Many of the very first motorcycles were “pacers” used to train bicycle racers. They were typically unreliable but Hendee noticed that Oscar Hedstrom’s ran very well. In 1901, Hendee approached Hedstrom and told him that his dream was to start a company devoted to making motorized bicycles. They called their company Indian, and in short order it was America’s leading motorcycle manufacturer. In 1912, Indian sold over 20,000 units.

Thứ Sáu, 29 tháng 4, 2011

Entrepreneur #3 - Arthur Davidson; built H-D dealer network


While his friend Bill Harley and to a lesser extent the other Davidson brothers provided the technical know-how, the early business success of Harley-Davidson was largely due to Arthur Davidson. In 1910 he set out to enroll a national network of dealers. He also recognized the importance of factory-training for dealer service staff, and the importance of advertising if H-D was ever to surpass Indian in annual sales.

Thứ Tư, 27 tháng 4, 2011

Entrepreneur #4 - Vaughn Beals; resurrected Harley-Davidson

By the mid-‘70s after years of AMF mismanagement, Harley-Davidson had lost almost all customer loyalty and profits were in freefall. When a group of company executives led by Vaughn Beals offered to buy the division for $75 million, AMF quickly agreed.
After the 1981 leveraged buyout, Beals led an amazing corporate turnaround. He funded new product development and implemented world-class quality control. It’s impossible to know what would have happened to the H-D brand if Beals had not risen up to save it, but it’s certain that no one else could have done a better job at rehabilitating it.

Thứ Ba, 26 tháng 4, 2011

Entrepreneur #5 - John Bloor; rebooted Triumph

Like Harley-Davidson, Triumph was a company that had fallen on hard times – more than once. In the 1920s the company made an ill-fated move to produce cars as well and in 1936 an entrepreneur named Jack Sangster drove a hard bargain, acquiring the motorcycle business at a good price. Sangster’s business instincts nearly make him worthy of a place on this list, too. He hired the brilliant Edward Turner and after turning a handsome profit on sales, sold the company to BSA for another big payday in 1951. 
The Triumph marque found an unlikely savior in real-estate developer John Bloor.
From the mid-‘70s through the mid-‘80s Triumph died an agonizingly slow death. The brand would have vanished altogether had John Bloor, a real estate developer, not bought the old factory in Meriden. Against all advice, Bloor decided to build a new factory in nearby Hinckley. He spent millions designing new motorcycles that were unveiled at the Cologne Motorcycle Show in 1990. While those first “new” Triumphs got mixed reviews, the company has shown a remarkable willingness to go its own way, producing a line of unique machines that once again have earned it a devoted fan base.

Thứ Hai, 25 tháng 4, 2011

Entrepreneur #6 - Count Domenico Agusta; kept racing in Italian blood

A marvelous promotional poster, produced to celebrate an all-MV podium in the 125cc class at the 1955 Gran Premio d'Italia. The Count with Carlo Ubbialdi (top step) Remo Venturi, and Angelo Copeta.
The Count ran MV Agusta during its heyday between the end of WWII and the early ‘70s. During that time, the company was really a helicopter manufacturer with a small motorcycle subsidiary. The road-going motorcycles they made would never warrant including the Count on this list, but thanks to his own fierce pride and competitive streak, the company also funded the greatest Grand Prix racing team of all time.
When the Japanese factories began to dominate in the late ‘60s, they drove out most of the Italian marques. By lavishing funds from the helicopter business on his racing team, Agusta single-handedly preserved Italian racing honor.

Chủ Nhật, 24 tháng 4, 2011

Entrepreneur #7 - Malcolm Forbes; nothing and everything to do with motorcycles

Forbes was the son of America’s first business magazine publisher. After heroic service in WWII, he came home to work at Forbes Magazine, although he nearly became the Governor of New Jersey – he won the Republican nomination but lost the election. So what does running Forbes Magazine have to do with motorcycles? Nothing.
Forbes was a tireless promoter of motorcycling, with a knack for angles that would appeal to mainstream media. Here, he poses with Liz Taylor. Ironically, while Forbes was successful at breaking down some of the social stigma of being a biker, he never came out of the closet - although he was frequently seen in the gay bars and bathhouses of New York. I often wonder if he bought his first motorcycle to go with the leather outfits he already wore...
Forbes discovered motorcycling in the 1960s. He bought a motorcycle dealership in New Jersey, which became one of the biggest shops in the country. Using his high-level business connections, he worked tirelessly to establish motorcycle riding as a respectable pastime. He was an extremely effective political lobbyist always ready to defend motorcycling from legal assault. With his media-savvy background, he managed to plant scores of motorcycle stories in the mainstream media. The social acceptability of motorcycles today owes much to Malcolm Forbes.

Thứ Bảy, 23 tháng 4, 2011

At #8 - Floyd Clymer; eccentric serial entrepreneur

Clymer was already famous as a young teenager – at 13 (in 1909) he was the youngest Ford dealer in the country! He went on to become a winning motorcycle racer and soon had a dealership for Harley-Davidson and Excelsior motorcycles in his home state of Colorado. He was an innovative marketer and one of the first people to sell motorcycles to police departments and delivery businesses. In his early 20s he began publishing his first motorcycle magazine. 
Curiously, it was after Clymer sold Cycle Magazine that the U.S. moto-mags started getting things ass-backwards.
His career was put on hold when he served a year in federal prison for mail fraud. He had been offered a chance to plead guilty and avoid prison altogether but he always claimed he was innocent and refused to admit a crime he didn’t commit. When he got out of prison he took over the distribution of Indian motorcycles on the west coast. Here again, he had marketing savvy, arranging for Indian motorcycles to appear in films and lending them to Hollywood stars. When Indian faltered in the ‘50s, Clymer desperately tried to save the brand but failed. He also was briefly the importer of the eyebrow-raising Munch Mammoth motorcycle.
Last but not least, he was the publisher of Cycle Magazine from the early ‘50s to the mid-‘60s and ran a very successful business publishing motorcycle repair manuals.

Thứ Năm, 21 tháng 4, 2011

Entrepreneur #9 - How 'the ice-cream man from hell' built the world's coolest museum

The Morbidelli V-8 is tucked away in a corner; the Britten gets a little more limelight. The Barber Vintage Motorsports Museum houses what can, at least arguably, be called the best motorcycle collection anywhere. There’s absolutely no doubt that it’s the best motorcycle museum. The 140,000 square foot facility, set in the middle of a 720 acres ‘motorsports park’ was built between 1999 and 2002, and cost George Barber about $60 million.

What’s striking about the story of Barber’s collection is that it all came together quite recently. He was no Sammy Miller, who’d been on the scene for donkey’s years. Barber only bought the first bikes for the collection in 1988. The fact that it’s now grown to over 1,200 bikes reflects another side of this white-haired gent with a honeyed drawl; he’s also fiercely competitive.

Barber’s dad operated a large commercial dairy in Birmingham, after WWII. He wasn’t necessarily a spoiled rich kid, but he was pretty rich. As a young man in the 1960s, he raced Porsches at Daytona and Sebring. He didn’t treat it like a hobby; his rivals called him ‘the ice cream man from hell.’ When I interviewed him, forty years after he’d hung up his helmet, he still took pains to make sure I wrote down the number of wins he racked up: 63.
The 'ice-cream man from hell' in one of his Porsches.
 When his dad turned over the company to him, George channeled his competitive instincts into the business and, over the next 30 years Barber Dairies’ annual turnover reached $300 million. With no time to race, he started to acquire a few collectible cars.

Funny story about how the collection took shape: Barber had a fleet of delivery trucks for the dairy business, and a garage where the company maintained them. One of the garage employees, a guy named Dave Hooper, was due to retire. Barber worried that Hooper was the type who, without anything to do, would just wither and die, so he asked Hooper to restore a couple of cars.

It turned out that experience beating delivery trucks back into shape wasn’t that transferable to aluminum race-car bodies, and those first restorations didn’t go too well. It was Hooper who suggested that they try restoring a couple of motorcycles, and George went out and bought a 1953 Victoria Bergmeister and a ’59 Panther for his pensioner to work on.

At the museum, when they tell this story they emphasize that, at that point, George had a minor epiphany. He’d always worked on his own race-cars, and he fell in love with the way the bikes’ working bits were not concealed behind bodywork; he could see the suspensions, frames and motors. Talking to him, I could tell that was true for what it was worth, but something else also came out: that old competitive streak.

Even with his substantial resources, by the late '80s, the price of desirable collector cars meant that George would never have the world’s best car collection. He couldn’t even afford to assemble the world’s best Lotus collection; that was billionaire territory, and he only had, oh, hundreds of millions.

“But I realized,” he admitted to me, “that I could have the world’s best motorcycle collection.” He sold off his cars, and set out to do just that, and as quickly as possible.

He bought a warehouse near the dairy. In a year or two, all the floor space was filled and Barber built 20-foot racks to store them several bikes high. Although it was nominally open to the public, the collection was in pretty sketchy neighborhood and few people visited; it was one of American motorcycling’s best-kept secrets. I had friends who sought it out, and came back awe-struck. He was collecting and displaying motorcycles on shelves, the way other people displayed toy bikes. Around the world, collectors and curators grumbled about an upstart American – ice cream man from hell, indeed, who’d upset the collecting apple-cart. He was accused of single-handedly inflating the market for vintage bikes. 
Barber, more recently, with an ex-Surtees MV. He did have enough money to acquire the world's very best motorcycles...
Rival curators just didn’t get it; it was a competition and George was winning. The rest of it was only money. In 1998, Barber sold his company. That meant he had even more cash to spend on bikes, but that he had to move his collection out of the old warehouse, which went with the business. That’s when he bought an abandoned gravel pit on the outskirts of town, and decided to build the best motorcycle museum in the world, to house the best collection. If there was a downside, it’s that with the collection’s small staff fully occupied, he withdrew from AHRMA racing; for years his rivalry with Rob Iannucci’s Team Obsolete had defined AHRMA’s premier classes.

When his park – trust me, it doesn’t look like a quarry any more – and his track, and his museum were finished and his collection was installed, he gave it all to the city of Birmingham. Talk about your gracious southern gentleman, eh? George Barber maintains an office at the museum, but he doesn’t spend too much time there. He’s the kind of guy who’s always looking to the next challenge, and he’s busy with other things. The last time I talked to him he was preoccupied with some big real estate development projects. That’s the competitor coming out, again. After you win, you celebrate one night, and then focus on the next race.

If you haven't been, you owe it to yourself.


Thứ Tư, 20 tháng 4, 2011

Ten entrepreneurs who made things happen

It’s hard to make a good motorcycle. Maybe it’s even harder to make money making motorcycles – but if it wasn’t possible to do so, we’d have nothing to ride! Over the next couple of weeks, I'll post short bios of ten of the most influential motorcycle entrepreneurs.

At #10, “Big” Bill France – promoted the Daytona 200
France is best known as the father of NASCAR and the builder of Daytona International Speedway. The city of Daytona Beach convinced the AMA to hold the 200-mile national championship race there in 1937. After a few lackluster years, it seemed Daytona would lose the race, until France (a mechanic and beach racer - in cars) was convinced to become the promoter. He continued to promote the race until, realizing that it could not continue on the beach, he built the speedway. He opened his track in 1959 and the AMA saw the light and moved the race there two years later. Under France’s control, the race became an international sensation. Over the next ten or 15 years, it became the only American road race with really 'international' stature; Hailwood, Agostini and a host of GP stars often came over to race there. Bill France died in the early '90s, and his son, Bill Jr., took control of the Speedway
Bill France, with his son Bill France Jr., who was an avid motorcycle racer in his younger days.
A friend of mine recently told me a story about going to meet Bill France Jr. shortly after he took over the family business. By that time NASCAR was already a big business, but the most prominent racing photo on the office walls was a shot of Bill Jr. racing a Bultaco short tracker. Over the last few years, many in the motorcycle racing community have been dismayed by some of Daytona Motorsports Group's handling of AMA Pro Racing, and some have wondered if the current head of the family dynasty has lost his love of motorcycles. I think it's more likely that, since NASCAR is so much more important to the dynasty than is motorcycle racing, he simply has to delegate.

Chủ Nhật, 13 tháng 3, 2011

Last bits of Daytona trivia: It's the Hess of times, it's the worst of times...

Supercross was invented here. Or in Europe. Or in L.A.
In 1972, someone had the bright idea of building an artificial track in the Daytona infield for a round of the AMA’s motocross championship. The Speedway hired Gary Bailey to design the course. Although there had been a few motocross races held inside soccer stadiums in Europe in the '60s, and convicted murderer Mike Goodwin has a solid claim to having invented the modern version of the sport when he promoted his 'Superbowl of Motocross'  at the L.A. Coliseum. It was his event name that was condensed into the word 'supercross.' Still, there are lots of people who feel that '72 event at the Speedway was the first 'supercross' race. In 1974, the AMA conducted its first full (three-round!) Supercross championship and the first of those races, too, was held at Daytona.

If I see one more Harley, I’ll…
A trip to Main Street during Bike Week will remind you that, in America “Motorcycle” still equals “Harley-Davidson”. If you come for the races and want a night time dose of sport bike culture, forget biker bars near the beach. Head for the Hess garage just west of I-5 on International Speedway Boulevard. If you come on your own bike, feel free to bet on an illegal street race – just make sure you bet on losing. These guys are serious.

Thứ Bảy, 12 tháng 3, 2011

Even more Daytrivia. Cutting it close...

That’s Mister Daytona, to you

Scott Russell and Miguel Duhamel have each won the Daytona 200 five times. For my money, Russell gets the nod over my fellow-Canadian, because all of his wins came on Superbike-class machinery. Russell nearly won seven of the races; he also finished second in two races where the combined margin of victory totaled only .06 seconds.
Over the years, Miguel Duhamel and Scott Russell have racked up a lot of miles at the sharp end of the Daytona 200 field. Harley-Davidson drafted "Mr. Daytona" into the ill-fated VR1000 Superbike program. A gruesome start-line crash on the hog ended the competitive phase of the Georgian's career

Two of Russell’s wins were on Yamaha motorcycles. The tuning forkers have won the race 18 times. The only other manufacturer that comes close is Harley-Davidson with 16 wins, most of them on the sand.

The smallest margin of victory in the long-standing Russell-Duhamel duel was Miguel’s 0.01-second advantage over Scott Russell in 1996. For what it's worth, Duhamel has one claim to fame that will probably never be matched: he won his first “200” in 1991 and his fifth in 2005 – a fourteen year span.

Thứ Sáu, 11 tháng 3, 2011

Still more Daytona trivia. Now that's a classy race...

Classy, eh?


Maybe we've come to accept the "200" as a Daytona SportBike-class race. Or have we just tired of complaining that it's not a Superbike race any more? The fact is, like everything at Speedway, the 200 is completely controlled by the France family, who own the track. They’ve arbitrarily changed the rules on many occasions – often to the dismay of fans, racers, and even the AMA. 

From 1937-’76 the race was run under AMA Class C rules. Until 1968, Class C permitted overhead valve motors of up to 500cc and side valve motors (the type used by Harley-Davidson) of up to 750cc. In ’69 the AMA allowed all Class C machines to displace 750cc, effectively ending Harley-Davidson’s ability to compete and causing the tens of thousands of Harley riders who converged on Daytona for Bike Week to lose interest in proceedings at the track.

From ’77-’84 the race was for Formula 1 motorcycles – typically 750cc two-strokes like the Yamaha TZ750. When race fans were bored by years of Yamaha domination, the France family arbitrarily made the 200 a race for a new class of production-based racers called “Superbikes”.

It was a Superbike race from 1985 to 2004, when the Jimmy France announced another class change. Beginning in 2005, the 200 would be a race for Formula Extreme-class motorcycles. The reason: they wanted the race to be run under rules that would again allow a Harley-Davidson (aka Buell) to be competitive.
Dick Mann rode a CB750 Racing Type - not a CR750 'kit' bike like this one. But ironically, it was the availability of this kit that forced Honda - against its will - to field factory bikes in the Daytona 200. Over the winter of 1969, Honda told one of its U.S. execs, Bob Hansen, that it didn't want the CB750 raced in the 200. Hansen, who was already running an unofficial works team out of his basement, pointed out that several hopped up street bikes were already being prepared by private teams, and that none of them had a chance of winning. To preserve the company's honor, a full-factory effort was rushed together. Only one of the factory Hondas finished, but all anyone remembers is that it finished first.

“Win on Sunday, sell (wait a minute ­– Hondas?) on Monday”
In 1970, BSA, Triumph, Norton and Honda all had new, bet-the-company 750cc motorcycles hitting the market. A win was such a vital part of BSA’s business plan that the company even lured Mike Hailwood out of retirement to ride a new Rocket III in the “200”. Even Harley-Davidson had an all-new XR750 racer for Cal Rayborn. Virtually all of the factory bikes broke down in the race but at the end of the day all anyone remembered was that the last Honda running was the one Dick Mann rode to victory.That was the first time that any motorcycle not made in the U.S. or Britain ever won the 200.

Thứ Năm, 10 tháng 3, 2011

More Daytona trivia from the Dept. of True Grit

It used to take true grit to set a record
Long before there was a Daytona International Speedway, races and record attempts were held on the sandy beachfronts of Daytona and neighboring Ormond, Florida.
At low tide the damp, hard-packed sand provided a straight, dead level surface that ran for miles. It was perfect for land-speed record attempts. In 1904, the pioneering aviator Glenn H. Curtiss rode his two-cylinder motorcycle 67.36 mph – a class record that stood for seven years.
In 1907, Curtiss returned to the beach with a motorcycle powered by one of his V-8 airplane engines. That motorcycle made about 40 horsepower – a heck of lot in the day. It reached a speed of 136.27 mph.
Curtiss’ V-8 wasn’t just the world’s fastest motorcycle – it was the fastest thing on wheels, period. The daring young man held the land speed record for twelve years until Ralph dePalma went faster in a Packard car, also on Daytona Beach. That was the last time that the outright land speed record was ever held by a motorcycle. 
Curtiss' V-8 design lacked the streamlining you'd expect in a land-speed-record holder, but it had what ballistics experts call 'sectional density.' So, he-man, feel like pushing a buck forty, on those tires, on sand?
It was nearly Miami International Speedway
Bill France Sr., who built Daytona International Speedway (and was the founder of NASCAR) was a mechanic in Virginia and Maryland in the ‘30s. Winters up there made working on cars in poorly heated garages miserable, so he decided to move to Miami. His car broke down at Daytona and he liked it so much he stayed. He joined in the local beach races, then became a race promoter. He built the Speedway in ’59. The AMA moved the 200-mile National Championship from the beach to his track in ’61.

Thứ Tư, 9 tháng 3, 2011

Daytona Factoids to help you walk the walk, and talk the talk at Bike Weak, er, make that 'Bike Week'

There was a time when Daytona really lived up to its 'World Center of Racing' hyperbole, at least as far as the motorcycle racing world was concerned. That time's long past, sadly, but it's still the focus of attention amongst American roadracers for the next few days.

In that dubious honor, I've compiled 10 bits of Daytona trivia. The first two will help you to...

Walk the walk (to the old beach monument)
If you can stand the bright morning sunlight outside – and the sound of waves crashing inside your head – the beach is a great place to walk off a Bikeweek hangover (and oh, you’ll have one.) No pilgrimage to Daytona is complete without a visit to the beach monument to early “200” racers. It’s located across from 100 N. Atlantic Avenue.

And, talk the talk
To create the impression you’re a seasoned Bike Week veteran, say, “I miss the old North Turn bar,” when you’re buying a round. In its original incarnation, the North Turn was a down-at-the-heels dive, located at the north end of the old beach course. Although it’s still there, it’s evolved into a tourist trap – a “Bubba Gump’s” for the leather set during Bike Week, and one of a thousand generic NASCAR-themed sports bars the rest of the year.
If you must go, the soulless new North Turn bar is located on the A1A highway in Ponce Inlet. (Appropriately named, if you use 'ponce' in the UK slang sense, instead of in the 'fountain of youth' sense.)

Thứ Ba, 8 tháng 3, 2011

Oh all right, here's one for 'Fat Tuesday'...

Billy: "I can't find my bike" Benny: "You're sitting on it."
Billy and Benny McCrary were born in Hendersonville NC in 1946. Although they were small babies (just over 5 pounds) they quickly grew to become the world’s heaviest twins, weighing in at well over 700 pounds each. Although they are now usually remembered as pro wrestlers they were also known for the motorcycle stunts they performed on Honda SL100 minibikes. To be honest, I don’t know what “stunts” they could possibly have done, but who cares? Just riding at all must have stunned onlookers.

In fact, in the ‘70s they rode the tiny bikes across the U.S., traveling 3000 miles and amply proving the ruggedness of Honda’s products. In 1979, Billy suffered what should have been a minor injury during their stunt act and died of heart failure. Touchingly, his brother buried him back in Hendersonville, under the world’s largest granite tombstone. Benny died of heart failure at 54, and he too was buried under the stone, which is decorated with images of their beloved minibikes.

Thứ Tư, 2 tháng 3, 2011

Notable engineers countdown - at #4, Edward Turner gave birth to twins


Turner (1901-'73) was born on the day King Edward was crowned, which was appropriate as Turner himself became British motorcycle “royalty.” When he was hired as Triumph’s General Manager and Chief Designer he was offered a lavish salary and 5% of the company stock and profits. 


Soon after joining Triumph, he designed the 1937 Speed Twin. In truth, the motor was not strikingly innovative – some say Turner just copied its basic architecture from the Riley 9 car in which he was chauffeured to work. However, it made elegant use of existing technology and established the basic design for all British twins between the end of WWII and the 1970s. For much of that time, bikes like the Triumph Bonneville were the most sought-after models in the market.