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The Story of a Restoration

Skid Lid — Wed, 03 Mar 2010 20:19:39 +0000

It all ends here – in the junk yard and then the recycle bin. The motorcycle graveyard is the final destination for most bikes. It’s a sad affair, the death of a motorcycle, but a few of the steel steeds manage to escape this fate and are resurrected through a total restoration. Instead of being dismantled, crushed and melted down to create new commercial products, their restorers give them a second life and honorary titles as motorcycle classics. This transformation is usually a time-consuming, expensive and tedious process for each restorer. Yet each has his or her own reasons for undertaking such a rigorous and demanding task. The project is a labor of love for some restorers, for others it is an artistic impulse to create or salvage something, and for still others it is motivated by commercial considerations or to satisfy the need for a challenging and constructive project. Truly, for most owner/restorers, it is a combination of these motivations that drives them. What follows is a rendition of one such resurrection. It is the story of one man’s motorcycle restoration from beginning to end.

He is a Certified Public Accountant (CPA) from Phoenix, Arizona by the name of Ken Dusseau; his bike is a 1975 Norton 850cc Commando Mark III Roadster. It is now a fully restored prize-winning classic motorcycle. Ken made it so by his meticulous rebuild and restoration of the Norton Commando.

Ken Dusseau

Classic 1975 Norton Commando, 850 cc, Mark III Roadster

Ken has been an avid car and motorcycle enthusiast all his life and was looking for a worthwhile project to work on during his days off. Time was especially heavy on his hands after his divorce. He mentioned this desire for a new task to a client who knew of Ken’s expertise in rebuilding old automobiles. The client offered Ken a challenging project in the form of an old, classic motorcycle in pieces for $1000. The bike’s pieces were literally contained in several boxes. The parts had all the earmarks of a classic, but the bike had to be completely rebuilt. Some pieces were missing or broken, others were bent, rusted and corroded. The disassembled and neglected iron horse was in bad shape. Ken had never rebuilt a motorcycle but accepted the challenge, bought the bike parts and became the Norton Commando’s new owner and future restorer – an old-timer, a CPA and now a “bike nut” of a restorer.

Now it was time to put the puzzle together. First Ken had to figure out which pieces were missing, and then he had to replace them. Fortunately, Ken had the help of the client, his brother and some motorcycle parts distributors that still carried miscellaneous Norton parts. They all contributed to the effort of finding and replacing the missing and broken parts. Thereafter, the bent pieces had to be straightened, and the rusted and corroded parts had to be cleaned, polished and/or refinished. Ken made steady, though tediously slow, progress on the bike at his work bench in the garage and on the bike platform. Each piece of the Norton Commando was carefully rehabilitated and put in place. The bike frame and parts began to take discernable and recognizable shape as a motorcycle.

It was while accomplishing these rebuilding tasks that Ken discovered one of the most expensive drawbacks of the restoration process – that of the astronomical cost of having parts re-chromed and of having certain specialized pieces and modules refurbished or rebuilt. The gas tank and electric starter are cases in point, as are the handlebars, control levers, suspension system, instrument pods, exhaust pipes, rims and spokes. Although Ken paid only $1000.00 for the whole motorcycle in pieces, the cost for painting and refinishing the gas tank alone was $500.00. Rebuilding the starter motor cost another $500.00 while the instrument pods were less expensive to rehabilitate at $300.00. One can easily see how the price tag for reconstructing a classic motorcycle and restoring it to mint condition can, indeed, be a very costly proposition. Even considering the free technical advice and discount prices on some of the missing or broken parts from experts and suppliers like “Old Brits,” Ella couldn’t greatly alleviate the high cost of total restoration. Add to this the tediousness of tasks like lacing the wheels and rims with spokes and the bike rehabilitation is not only sufficient to practically bankrupt the restorer, but to drive him insane as well.

The result of all the blood, sweat, tears and cost emerged as a classic motorcycle fully restored. The final product of the motorcycle reconstruction effort and its proud but exhausted restorer were exhibited at the March 16, 2008, 24^thAnnual Antique and Classic Motorcycle Show and Swap Meet at the Al Zaribah Shrine Auditorium grounds in Phoenix

An exhausted Ken Dusseau and his restored Norton Commando

Ken Dusseau’s three year restoration project of the Norton Commando resulted in a fully restored 1975 Norton Commando 850cc Mark III Roadster originally produced in England. This year and model bike was the last in a long line of Norton Commando motorcycles, with the exception of a limited number of models made in ’76 for the European market. It was the only Commando produced with front and rear disc brakes and with an electric starter. The bike has a top end of about120 mph and was one of the top racing bikes of its time with its 60 horse- power, 8.5 to 1 compression ratio and weight of 465 pounds. Some of the other innovations on the 1975 Commando were the left-hand shift lever, rear disc brake, crush rubber on the rear hub, oil seal rather than O ring on the gear box, longer rear swing arm, inspection cover for timing chain and a hinged seat. These were in addition to its other firsts.

The work is done; the project is completed. Ken won the 24^th Annual Antique and Classic Motorcycle Show first place trophy for Modern Classics, 1966 – 1980. What now? What new project lies ahead for Ken Dusseau? Would he do this same project over again knowing what he now knows? His answer is a resounding “No!” But, he hesitantly added that he might take a crack at rebuilding a Kawasaki RE-2 Motorcycle with rotary Wankel engine. Ken’s just a glutton for punishment . . . but what a restorer he is. Like “The Old Man and the Sea,” Ken Dusseau isn’t finished yet. Although he has plenty of years behind him, his zest for life and young at heart attitude will surely lead to his next “Story of a Restoration.”

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Save Us Obi Whaaaa …… Kenny Roberts

rhino — Tue, 02 Mar 2010 17:22:33 +0000

The state of roadracing in America is dismal. The AMA/DMG alliance has basically killed what was a totally entertaining, viable and lucrative business. For the first time since I started watching racing 30 years ago, we need someone to step in and organize a “new” series. This year’s Daytona 200 is likely to be the least watched of all time. Less teams, less racers, less press and less spectators ….. what a great combination for success. I’ve been watching the demise of the series for an entire year now and all I can say is who’s minding the store? It’s almost as if the powers that be want American raodracing gone so they can give us NASCAR instead. I’ve got news for them, motorcycle fans and NASCAR fans have very little overlap.

The straw that is breaking this camel’s back for me, is the fact that the series doesn’t even have a date at one of the best racetracks in the country, Miller Motorsports Park. Beyond the fact it’s practically in my own backyard, what sense does it make to not have an AMA race here? Who makes out in that deal. It’s punitive, only! Probably because the Miller folks refused to pay exorbitant fees to sanction the race.

So what needs to happen to regain the former glory. Someone with capital and charisma needs to step up and start another series. And I think Kenny Roberts Sr. is just the man to do it. His support of racing has been relentless and now that he’s finally given up on fielding his own team and bike in MotoGP, the opportunity to ressurect roadracing in America is ripe.

Please Kenny, save us!

Ben Spies: Apparently Limitless Talent

rhino — Sat, 06 Feb 2010 00:39:47 +0000

Count me thoroughly impressed. It seems nothing can stop Texan Ben Spies from marching straight to the pinnacle of the motorcycle roadracing. This guy is a juggernaut. In only his second pre-season test (Sepang, Malaysia), he had the 5th fastest time. The only riders to better him were the 4 aliens (Rossi, Stoner, Pedrosa and Lorenzo) recognized as such for their speed difference over the rest of the field. Spies seems to be making unstoppable forward progress. And there’s no sign that any of the normally difficult hurdles to becoming the MotoGP World Champion are anything more than just another minor task for him to master.

Notable names behind Ben at the same test were the other two Americans and MotoGP veterans: his teammate and fellow Texan Colin Edwards and former World Champion and factory Ducati rider Nicky Hayden. Meanwhile, most of the other MotoGP rookies were down at the bottom of the order. Gee, maybe Superbike riders aren’t so bad after all. Maybe the 250s aren’t the only way to learn the craft.

If this keeps up, this guy will be running up-front in the opening races, winning races by mid-season and will be a favorite to take the World Championship in his second year. The last time I was this excited by a rider was when I was watching the current and 9 time World Champion, Valentino Rossi, moving up through the ranks.

After a somewhat humble beginning to his roadracing career, the man known as “Elbows” (for is elbows out riding style), won the AMA Superbike Championship 3 years in a row, and competing against Suzuki’s Mat Mladin (6 time AMA Superbike Champion) at that. Then he goes to World Superbike and in his first season (that’s right, rookie year) and on a new brand of motorcycle (Yamaha) wins the Championship against the likes of Noriyuki Haga on the factory Ducati. And in the process he takes the most pole positions in a season (11) where he’d never seen most of the tracks! These results seem like Hollywood fantasy.

Now moved up to MotoGP, the highest rung on the motorcycle roadracing ladder, he continues his relentless push. I haven’t been truly impressed by American riders since Wayne Rainey and Kevin Schwantz back in the early ’90’s, but Ben’s giving me a reason to stop cheering for Rossi (arguably the greatest racer of all time) and support the home team again! My apologies to Nicky Hayden, but his flash-in-the-pan pales in comparison.

With the class moves back to 990 cc bikes next year, this bodes even better for Ben.

Go get ‘em Elbows,

Rhino

Harry Hurt

Skid Lid — Sun, 24 Jan 2010 03:54:55 +0000

I came across an interesting article in The Week magazine, December 18, 2009 issue. The following information was derived from that article. I believe it is pertinent to motorcycle safety and worthy of all motorcyclists’ attention. Here’s a reiteration of its content.

Hugh “Harry” Hurt, Jr. was a safety engineer at the University of Southern California (USC) during 1981. He is famous for having conducted a groundbreaking study that involved the investigation of 900 motorcycle accidents in the Los Angeles area. The study pioneered the field of motorcycle crash research. Its findings doubtless contributed to saving numerous lives.

Mr. Hurt was also an avid motorcyclist. Harry’s first bike was actually a Cushman scooter; later he graduated to a heavyweight ‘47 Harley Davidson.

He studied vehicle safety as a graduate student at USC. His studies helped him and his team in his later effort of motorcycle crash research for the National Highway Traffic Safety Administration in 1981. As a grad student, Harry contributed to the development of a motorcycle crash helmet that is still used as a model today.

His study, called the Hurt Report, resulted in 55 major findings. The most important being the following:
- Motorcyclists need more training, especially in skid control.
- Auto drivers didn’t see motorcyclists in time to react.
- Most accidents occurred when auto drivers made a left turn in front of an oncoming motorcycle.
- Helmets for both drivers and passengers greatly reduced head injuries.

Harry Hurt’s efforts resulted in motorcycle safety programs and laws that reduced accidents and head injuries. Mandatory helmet laws were one of the results.

Hugh “Harry” Hurt, Jr. was a skillful and lucky biker. He never had a motorcycle accident. He was born in 1927 and died of a heart attack in 2009.

2010 - New Year

angrybob — Mon, 04 Jan 2010 12:19:51 +0000

2010 brings a new year to all of us, but for me it means a fresh start in many ways. 2009 was full of “change” (ugh…do i hate that mantra now). Regardless, I’m back on the keyboard!

I’m going to get caught up on the authoring stuff due to the many things that have been going on in my little world:
Dirt bike (now dirt bikes)
Suspension stuff
Getting “unmarried”
Off-roading: the 4-wheel version
Driving the Rubicon Trail
P90x
Racing in the Baja 1000
Crashing the dirt bike in a bed of cacti (friggin’ yesterday)

Right now, with few exceptions, life is good and the plan is to share that now that I have things fairly well sorted.

Happy trails and lets have a great (well…better) 2009.

“Nitro” Nori Haga’s Frustrating History

rhino — Sun, 22 Nov 2009 04:34:55 +0000

Noriyuki Haga has been competing in World Championship motorcycle racing for over a decade. He’s competed in World Superbike during 10 seasons. He’s established himself as one of the best riders of all time, able to win races at virtually any track, any season on any bike. But the guy just can’t seem to put a Championship season together. I like the man and hope he finally get’s a Championship before he retires.

This year, Ben Spies (rookie season - American) foiled Haga’s latest (and most likely best chance) attempt and is moving on to MotoGP next season. Watch out Valentino, you may have one mare competitor able to make Championship #10 even more difficult.

Here’s Haga’s final position season standings for every year he’s raced WSBK:

Year Position

2009 2nd

2008 3rd

2007 2nd

2006 3rd

2005 3rd

2004 3rd

2003 didn’t compete in this series this season

2002 4th

2001 didn’t compete in this series this season

2000 2nd

1999 didn’t compete in this series this season

1998 7th

1997 6th

Talk about a bridesmaid!

Wonder who will show up next year to spoil his party?

James Toseland (former champ)

Johnny Rea

Cal Crutchlow

Max Biaggi

I sure hope Nitro puts it all together soon. Besides being a fan favorite and deserving, he ain’t gettin’ any younger.

Rhino

My Motorcycle Family

rhino — Wed, 11 Nov 2009 19:14:27 +0000

Recently, my sister and I were making less than flattering comments about people that affix their little cartoon family to the back of whatever SUV they use to go to soccer games. Since I’m not married and have no children, I’m a strange bird here in Utah. But I do have a collection of motorcycles, and in some bizarre way consider that to be my family. So for my 50th birthday, my sister purchased the necessary stickers to try to help me blend in with the locals ……. NOT!

I’m sure it’s good for a laugh or snide comment. I’d love to be a little bird in the cars with the “My Kids on Honor Student at …..” crowd.

Rhino

Makin' fun of Soccer Moms

There’s a New Kid on the Block

Skid Lid — Wed, 11 Nov 2009 08:26:45 +0000

It’s called the Roehr Motorcycle. More specifically, it is the 2009 Roehr 1250 sc, 180 horsepower sport bike. Walter Roehrich began building his dream bike in 1995 when he founded his Roehr Motorcycle Company.

He built it light, gave it plenty of power and ensured that it had superb handling. And although it uses a Harley Davidson V-Twin engine, the two companies are not affiliated with one another.

“Harley-Davidson” and “Revolution” are registered b55 trade names of the Harley-Davidson Motor Company. Roehr Motorcycles LLC is in no way affiliated with the Harley-Davidson Motor Company.” Quote from www.totalmotorcycle.com/Home — 2009 Models— 2009 Roehr Motorcycle Models.

Mr. Roehrich created a new American beauty and future classic. It is, as he says, a true “American thoroughbred . . . a dream come to fruition”

Check out the photo and details at:

www.totalmotorcycle.com/Home— 2009 Models — Roehr Motorcycle Models. � �

Now that’s a sweet piece of work - the 2009 Roehr 1250 sc, 180 horsepower sport bike.

Skid Lid

The Demise of the Buell Motorcycle Company

Skid Lid — Wed, 28 Oct 2009 20:17:07 +0000

For those of you who don’t already know about Buell going out of business, here’s a quote extracted from the Hog Radio Newsletter, October 28, 2009:

By-By Buell It’s with heavy heart we bid Buell Motorcycles good-by. By now all of you have heard the news concerning the Harley-Davidson Company decision to close down Buell Motorcycles. It’s always sad when any business closes its doors but having to close the doors on Americas one and only Sport Bike Company is a sad chapter in motorcycling history. Good luck to everyone who have been laid off. Thanks Eric and crew for bringing us 25 years worth of cutting edge two wheeled technology, you’ll be missed.

The really sad part of it all is that Harley bought out Buell several years ago to preclude competition and to add a sport bike contingent to the Harley Davidson Motorcycle Company. I guess the recession sounded the death knell for Buell.

I hope, on behalf of all motorcycle aficionados, that Mr. Buell will find a way to restart the Buell Motorcycle Company once the recession passes. Hope is everlasting. Good luck, Mr. Buell.

Skid Lid

Riding the Storm Out

retrorider — Wed, 28 Oct 2009 18:08:05 +0000

Fall has arrived with a vengeance here in the Northwest. A couple nights ago, it was storming pretty good. Heavy, inky black clouds lingered menacingly to the North, lightning flashed and the wind swirled. Still, I need to ride. It had been one of those days. I felt and heard the first fat drop of rain slap my helmet as I paddle-walked the bike down the driveway. Just for a moment, I reconsidered going for a ride. No, I needed this.

I eased the bike to the end of the cul de sac as the skies opened up and the rain began to fall in earnest. Big, heavy drops. As I turned onto the street the wind gusted and I had to compensate. Motoring down the hill the orange autumn leaves swirled with the wind into my headlight beam. Visor open for visibility, the smaller drops stung my face while the large ones soaked me.

A left at the bottom of the hill; carefully avoiding the large painted blocks of the crosswalk. Straightening up I cruised down the road slaloming around the metal manhole covers, slick with rain. Waves of leaves continued to wash across my path and a strong crosswind kept me on my toes.

Waiting for the stoplight, a bright flash of lightning caught me by surprise. Close. Another left and as I gained speed, snug, warm and dry in the cocoon of my gear, I felt invulnerable to the storm of nature around me. I wanted to shout in my helmet, “Bring it on!” I felt like I could ride for hours.

Another light, another left. A residential neighborhood. I backed way off and prepared for the turn ahead. An uphill, decreasing radius left with limited visibility and a layer of wet leaves on the asphalt. Tiptoeing through the turn I felt the tires twitch ever so slightly.

The storm seemed to gain intensity as I turned back into the cul de sac. I rolled back into the garage and shut the bike down. Trip distance: about 4 miles. Time elapsed: about 15 minutes. My wife came out and asked if I was crazy. “No,” I replied, “actually a little more sane now.”

It doesn’t matter the distance or the duration, sometimes all you need is a ride.