Just out for a little day ride on the BMW R1100R motorcycle until we hit some rain.  Watch a see.

What do you get when you combine, free admission and motorcycles over 30 years old?  150+ bikes ranging from the 1930's to the 1980's and great people to go along with those bikes.

These are pictures from the 4th annual Vintage Motorcycle Show held at Heritage Square near Golden Colorado (just down the road from the Coors brewery).  Original post with contact info found HERE.  In it's 4th year the show has grown in size to over 150 bikes of all makes and models.  It also brings out all kinds of people who own, restore and ride these bikes.  The best part about this show is it was FREE!  Free to participate and free to spectate.  I have to say this show is better organized and more fun than some of the shows I have paid to enter into.  This really says something about the people behind this show.  So next year if your in the area it is worth marking on your calendars to make an appearance to see some truly unique and rare bikes.  Alright less talky, more pictures.

There was just so many bikes it was hard to take pics of them all.  This is just a sampling.

Photos below, courtesy Bob Kelly (even organizer)

Just having some fun in the back yard on my trials bike before splitting up some wood.

If your confused about the title of the blog you may not be alone.  Lots of people probably don't know what or remember the ambitious but failed 3DO Interactive Multiplayer media and gaming console that debuted in 1993 and Road Rash a motorcycle themed racing game for the system.

The game is most notably remembered for it's stunning graphics (for the time), fast paced racing (thanks to the robust hardware), and thrilling and comical, high quality FMV (full motion video) cut scenes that help to advance the plot of the game, what little plot there is.  Even today this is a fun and addictive game challenging the player to win races, earn money to buy better and faster bikes in Olley's Skoot-o-Rama as well as hang out in the Der Panzer Klub.  Being this is an early CD based game it also features CD quality audio, in this case music from Sound Garden, Paw, Monster Magnet, Swervendriver and more.   It was also published by EA (yeah that EA) in house with the 3DO company (a spin off company of Electronic Arts).  Alright, way too much info this is not going to be a video game review, that has been done HERE if you are interested.  What I want to focus on is the FMV cut scenes, or actually one of the motorcycles, within the game specifically a red Ducati Supersport 900.  Watch the video below to see the FMV cut scenes where real motorcycles were used for various stunts and scenes later to be put into the game for various comic effect.  Read on for the full story.

So goes the story, which can be read in full on EA's Electronic Arts website HERE, the bikes were rented from a local specialty vehicle rental company.  The producer for the game Randy Breen, an avid motorcyclist,  approached Ducati for a loaner bike.  The real bikes were not only used for the FMV scenes but also the motion capture for the in game mechanics (don't worry about this as it is technical mumbo jumbo to make the sprites behave more similarly to real life).  Anyways this bike was accidentally layed down while filming some of the cut scenes and thus scratching the bodywork rendering the bike un-returnable, so now it sits on display in the lobby of the now video game giant EA Electronic Arts since the games release in 1994.  An interesting motorcycle story tied to a really good video game.  So if you ever get a chance to play the game, just think, this bike pictured here is essentially the one you are using in the game since it was used to create the experience you see on the screen.  It is also interesting to note that some of the other bikes are 2 stroke sport bikes, which I find some charm in that as it hearkens back to a time when you would still hear that 2 stroke whine as it whizzes by at 13,000 rpm.

The alleged scene where the minor crash happened, This scene happens when you level up

This is one scene after you "wreck" your bike within the game, notice this must have been filmed AFTER the initial crash as you can see the scrapes on the side of the machine.

The final reveal of the finished bike.  See all the modifications done to this Kawasaki F9 Big Horn turned motocross racer.  This will be an ever evolving project as I change things or experiment with other parts.  For more information on the parts used on this project check out these other pages.  F9 Speed secrets,  F5 Speed Kit manual, Boge Mulholland shocks

UPDATE!!! Here are pictures from the event Click to see the PICTURES



If you are in the are of the front range near Denver, come on out to the 4th annual vintage motorcycle show at Heritage Square near Golden Colorado.  See hundreds of vintage motorcycles of all types, and of course a few of mine (The Junk Man's Adventures)  It is sure to be a treat for young and old, best part is it is 100% Free!  Below is the details. and directions to Heritage Square

Date: Sunday, June 1, 2014

Times: Show Hours 10:00 - 3:00PM

Details:

• The biggest Vintage Motorcycle show in the Denver Metro Area.
• Over 100 antique bikes will be present under the trees at Heritage Square.
• So bring the whole family for a day of sun and fun!!!

Cost: FREE to participants & spectators alike!

If you have an clean and excellently restored vintage motorcycle you would like to exhibit please contact Bob or Ron at the emails below.Contact:
Ron Sweetin at [email protected] 
Bob Kelly at [email protected]

Colorado vintage motorcycle show

These types of things come up from time to time, a classic car with low miles stored on a velvet pillow, a motorcycle owned by Steve McQueen, you know rare items that grab some headlines because of some sort of provenance.  A recent event that created a lot of hub-bub was the Lambrecht auto auction, which if you don't know anything about it click the link to see video and information about that unique event that will go down in classic car history.

Now this site is primarily motorcycle focused and what follows is an auction on a bike that arguably is as rare and notable as the aforementioned vehicles but will probably not get any media attention.  I am talking about an ebay auction for a 1976 Suzuki RE5 with less that 1 mile on the odometer (about 6 tenths to be exact) so it is out of the crate probably rolled around a dealers floor but never set up, engine not ever started.  A unique find on a very unique bike, er engine placed in a motorcycle.  The bike is notable as the engine is a rotary (Wankle) engine, if you don't know what that is think Mazda RX7.  Anyways this made the bike a total departure (and a head scratch-er) in a sea of popular, and even by that time ubiquitous, inline 4 cylinder motorcycles.  It was obvious the 2 stroke street bike engine was on the way out so this was possibly a fresh idea or alternative to that even though Suzuki did make inline 2 and 4 cylinder bikes as well.  Suzuki was weird this way seeming to take big chances on alternative designs no matter how big the potential flop.  Well this bike was a flop for many reasons and was only produced from 74-76.  This brings us to this auction, an unused, unsold bike that even when new was destined to be a collectible.  However it does beg the question because the bike was such a flop and a poor seller to its stablemate the GS750 which sold in greater numbers, are there more of these examples out there?  If you want to know more about this bike here is a factory Suzuki promotional film.  Currently as of this writing "reserve not met"  (images courtesy of ebay listing) click for a larger view.

Video of the Clipper Cleaner seed cleaner.  Cleaning seed wheat and showing the function and operation of the machine.  Visit my Clipper Cleaner page for more pictures and info on these types of seed cleaners

Since nearly the dawn of motorcycle racing, dirt track, scrambles, road racing, what ever, there have been bikes that come along that get the moniker "Works".  Someone will point at a bike and say "That's a works bike".  What does the term "Works" mean?

Most motorcycle people can point out or name a Works bike or Works part as there have been thousands of bikes and parts that fall under the umbrella term "Works" but what does the term really mean?  How did the term come to be applied to racing?  These are the questions that most people probably don't have a good answer for.  It is kinda like the term "GIFs" people can point them out but most don't know what term means or how it even got applied.

The term "Works" as applied to motorcycle racing is most likely was derived from Skunkworks, which as some in the aviation industry will automatically recognize as having a tie to a division of Lockheed Martin.  Aviation buffs will also know this division was formed sometime during or just after World War II.  Skunkworks was Lockheed Martin's sort of think tank division where engineers were allowed to test and develop ideas without the restraints of production feasibility or governmental regulation until put into production for mass use.

Now that is all fine and dandy but what does the term really mean when applied to racing?  Long and short of it "works" generically means, a new idea, physical part or in the case of a bike that is not currently in production or is designed outside the normal channels.  "Works" parts or ideas also don't necessarily have to conform to current rules and regulations giving designers and engineers the freedom to develop or test ideas that may be unconventional.

Even though motorcycle racing (in the US) has been around well before World War II, it wasn't until after the war in the prosperous 50's would lead to a boom in motorcycling and racing.  Savvy motorcycle manufacturers and tinkerers, some of which built their own bikes in the pre-war era, found the new venues, races and of course advertising to be a way to garner enthusiasm for their product.  Enthusiasm driven by race wins.  Previously hand built bikes using off the shelf parts and custom bits were the norm as very few (almost none) manufacturers actually built "ready to race" bikes, so in a sense every bike on the track was a "works" bike.  Later as organised racing series with classes and regulations to keep the racing tighter and more fair.  Enter the "works" rule.  Production race bikes have to meet homologation rules but there is an allowance for one off bikes or parts to be used under a "works" rule.  Typically works parts and bikes are used to refine ideas that may (or may not) eventually make it onto a production bike.  Case in point my photo example of an idea for a front suspension that from reports worked very good in terms of performance, but was too high of cost to manufacture for mass production.  It does look sexy doesn't it?  

In recent years full "works" bikes have not been as prevalent, it is time for you to respond, what do you think the reason is?

The new episode is up!  Check it out and see the bike run!  Also check out all the parts that went into this project.  This Kawasaki F9 Big Horn racer is really taking shape!

Everyone has that one or many machines that bring back a fond memory of the past. (written in the fall of 2008)

What ever you want to call it, reminiscing, memories or like Uncle Rico, from Napoleon Dynamite's quote "Don't you ever wish you could go back?". 

 I was vacationing back at my old stomping grounds in Nebraska where I grew up on my folks farm. While I was back there I ended up helping my folks clean up from the ending harvest season which ultimately meant putting all my restored and currently ridden bikes into winter storage, to make room for the farm equipment. This meant moving them from the main shop into a dedicated storage shed. Hold on, maybe I better back this up a bit.

I grew up on a family farm that my folks still farm to this day.  (If you want to see more about this visit my "Real Farming" video page).  My dad and mom rode motorcycles in the 60′s and 70′s so naturally that was one of the hobbies growing up (that and restoring old cars). Being a farmer we never got rid of anything because “you never know when you may need this or that”.  It wouldn't be a proper farm if there wasn't at least one old refrigerator from the 50's out behind the barn.  

Some of my school mates rode as well and in those days we bought bikes for next to nothing.  I mean we would alley shop buying bikes out of the trash for as little as $50.  We would fixed them, ride them, fixed them, ride them and so on. Sometimes this was easier said than done as this was "B I" or Before Internet, so obsolete parts were not as easily sourced.  The phrase “RAMP IT!” seemed to claim a lot of bikes back then.  A 1973 Kawasaki 100cc G5 and 1981 Honda CM400 (see below) and a few others suffered this fate.

Along the way I collected bikes and restored them not really for show, but just for fun and to make reliable drivers out of them. I did this throughout my teens and twenty’s through college. Graduating college and starting a career the bikes of my past got pushed back into storage as I scaled back a bit (student loans can do that you know) I carefully selected only a few bikes that I could store and ride in my new “home”. For these I chose my Kawasaki KX250 for track and trail riding, Gas Gas TXT321 for trials, and KZ400 for commuting (later to be replaced by my Buell XB9SX). This meant I had to put all the rest on hold for the future.

Fast forward to the future (present). I was getting a bit nostalgic and as I pushed the bikes around I decided to get a group photo of all the old bikes from my past. Each bike has its own little story about it, whether it be how I acquired it or some memorable event while riding it. It should be noted that really none of these bikes are worth much of anything outside of sentimental value, some have historical significance and are collectible for that reason, but most of them I just like for my own personal reasons.  Possibly in future articles I might delve into some of the bikes are tell my story about the bikes I own.  There may be future videos along these same topic as well.  For more motorcycle lifestyle videos check out the main video page by clicking HERE

Feel free to express some of your fond memories of bikes or atvs of your past in the comments area.

Originally written for ATV Magazine on December 17, 2009 by Jon Rhodig 

3 Wheelers, they were weird looking and handled oddly.

With ATV Magazine doing a 10 part look back at the decade of ATVing (2009 ed), I thought I would bring back some memories of my youth as it relates to my entry into offroading. The 3 wheeler. First off the 3 wheeler, later dubbed the ATC (by Honda) standing for All Terrain Cycle, is an inherently poor design choice for a motorized vehicle. A tripod is very stable standing still, but when an opposing force is applied it becomes very unstable.  This definition applies to the single wheel being in the front, single rear wheel machines have more stability.  This quote from “Super Hunky” Rick Sieman’s Ten Worst Dirt Bikes of All Time sums it up with the ATC or 3 wheeler coming in at number 2 on his list.

“2. ANY THREE-WHEELER. Yup, the All- Terrain Cycle, or ATC, was introduced by Honda to let people who didn’t have the skills to balance a regular two-wheeled bike ride in the dirt. Cute little buggers, the ATCs sold like crazy. Then savvy people started noticing that they handled like a shopping cart loaded with bowling balls with one locked front wheel going down a flight of stairs.

People started doing wonderful things like riding over their own legs and biffing over
the bars when the things got into a high- speed wobble-you know, anything over 20 mph. Suspension on these early three-wheelers? Nothing. Zip. Nada. Zero. Just three balloon tires were there to take the impacts.

As the years passed, the ATVs got more and more powerful and they gave them forks and shocks. This let the unstable triangle wallow around, as well as defy the laws of physics when trying to turn. The rest is history. Three-wheelers are no longer being made. However, be warned! They’re still out there, wiggling and lurching around the trails and sandpits of America.”

Alright so the 3 wheeler may not be the optimal design choice for the way an ATV is used today, but it all had to start some where.  The 4 wheeled ATV would not make it's appearance until 1983 with the Suzuki LT125D.   

This article is about the two 3 wheelers I grew up with before I found my love of 2 wheeled motorcycles.  I will introduce each 3 wheeler and give an opinion of its performance at the time they were new.  Ideally I would like to ride them again to have a back to back comparison just like the magazines do with current machines. Sadly even though I still have the machines in my collection they are in badly need of a restoration, so my opinion on the performance will be one of my recollection all those years ago.

1970 Honda ATC/US90

First up the probably the most recognized of the 3 wheelers ever made.  The US90 (or later known as the ATC90) from Honda. This little machine features a pull start horizontal type 90cc engine with a semi auto 4 speed with a hi/low range transmission.  A variation on the CT90.  A stamped steel 2 piece backbone type frame (similar in nature to the CT90/70 of the same vintage). Large 22 inch rimless balloon style tires with a tractor style tread pattern. Single rear drum brake operated by a foot peddle or hand lever. Throttle was a thumb type (never before seen at this point). Ignition is a 6V breaker point type with battery for a head light and tail/brake light. Power out put is around 7 HP through a chain drive to the rear axle. Also there is no suspension whatsoever.  About 3 psi of air in the tires is the suspension.

 Early 70's Montgomery Ward Terrain Cycle.  

This is definitely a less memorable (or forgettable) machine from ATVing’s past.  For a little clarification on machines of this type, distribution companies like Sears and Roebuck, Service Merchandise, J C Penny Co. ect... all tried to get on the 3 wheeler and mini bike band wagon of the late 60′s and early 70′s introducing models like this for purchase through their catalog stores. Yeah before the internet you either bought things mail order out of a published catalog or when to the store that was also the warehouse.  The machines were built by 3 party metal fab job shops (in the U.S.) for sale through these companies.

The Terrain Cycle featured a traditional pull start vertical (horizontal shaft) Briggs & Stratton (or Tecumseh engine) 10HP engine, Comet variable speed CVT style belt drive primary (think early snowmobile drive) with a jack shaft to a chain final drive to a split (break-away) axle. The frame was a welded tubular steel frame. The seating position was more like a car and your feet were held in stirrups of sorts stretched out in front. Brakes were a band type around a drum (unlike an expanding shoe/drum brake) there two rear only, one for each wheel and separate hand controls. Tires are a 22 inch square knobbies. Throttle is a twist type. It featured a headlight and tail light powered by the ignition system. Suspension was no where to be found as well.

Both machines were designed with the ability to some what be easily disassembled for transport in the back of a station wagon or large car (of the 70′s variety).

Before I conduct this little comparison between the two machines it might be wise to set the stage of this comparison.  Pretend its the early 70′s, an ATV is un heard of, motorcycles are primarily used as transportation/utilitarian purposes, and the lines between offroad and street models are blurred, most are dual sports or purely street bikes.  

Also most households had only one maybe two vehicles, and of those vehicles they generally were NOT pickups.  Pickups were typically only owned by people who worked in trades, not the average suburbanite.  Disposable income was not as available for “purpose” or non street legal built machines thus why most Japanese dirt bikes were dual purpose as most Americans could not afford a bike that had to be hauled to the trail.  Basically motorized vehicles purely for recreation were not a large segment of the market yet.

Lets compare what each had to offer the consumer at the time

Performance:

As far as all out performance is concerned, the Terrain cycle wins by default by sheer horsepower.  The engine makes a few more ponies over the Honda helps, but the real value add is the fact that the CVT primary and chain final drive is virtually infinitely adjustable.  The Honda’s transmission, while conventional by today's standards, is a bit rigid and the final drive gearing is not easy to change.  Also Honda’s semi-auto transmission would baffle novices with its constant need for clutch adjustments overtime as well as the 2 speed hi/lo shifting in which the machine needed to be stationary (stopped) to switch between the 2 ranges.  The Terrain cycle on the other hand was purely start and go.  Savvy people could also switch out the various springs in the CVT pulleys to change how the power was delivered to the rear wheels.  Top speed was also in the favor of the Terrain cycle over the Honda.  The Honda probably topped out at around 30-35 mph where as the Terrain cycle in stock form probably could do about 40-45 and with gearing changes could probably get into the 50′s.  Although for pure grunt the Honda wins hands down with its super low range it would allow that little 7HP engine pull twice its weight. The Terrain cycle was not a torque monster mostly because of the CVT drive when it comes to utilitarian purposes.  The Honda had a small hitch for towing a small lawn cart for utility.

Handling:

In the category of handling there is not much to say. They both handle pretty odd to say the least. The advantage in handling would narrowly go to the Terrain cycle but only because of the split axle, the ability to have a rudimentary differential to aid in turning (keeping the front end from plowing while turning) also the use of the individual wheel brakes makes for even more control, albeit a bit cumbersome. The Honda features a solid rear axle so the front end pushes slightly more, especially at low speeds. Ride is going to be a bouncy, teeth rattling affair with only the low air pressure in the tires to absorb impacts.  On the flip side, the low air pressure in both machines allow great flotation in soft (sand, mud, snow) terrain which where both of these machines primarily designed for recreation.  Otherwise the handling is very similar with neither being spectacular.

Build quality:

In this category the Honda gets the advantage for the simple fact of aesthetics and previous track record with their small motorcycles.  However both machines would have looked like they belong on the moon aided by the fact that the space race was still in the public consciousness.  The Honda pulls off the legitimacy of a quality machine because of the use of (fragile) fiberglass fenders/bodywork and well thought out design.  The Terrain cycle is largely like a go cart you build from a kit, as a matter of fact some parts are found on go-carts of the day.  The frame and drive line are plenty strong but lack the visual appeal with no bodywork or aesthetics.  Although at the time some people might have questioned the strength of a thin stamped steel frame used on the Honda versus the “known” strength of welded tubular steel.  As we know today that fact that the stamped steel frame would turn out to be plenty strong even if it looks a bit odd.  Weight wise the terrain cycle tips the scales at a dismal 150 lbs while the ATC90 weighs in at a porky 228 lbs. It does carry its weight well though.  All in all both machines were built well for the intended purpose.  Honda wins this catagory for being the most utilitarian form and function.

Price:

Hands down the Terrain cycle wins here with a price of around $300 (approx. $1,663.00 in 2008) vs. $595 (approx. $3,298.28 in 2008) of the Honda ATC90. Although considering Honda is in the business of selling motorcycles and ATC’s there is a lot of R&D dollars to recoup, where as Montgomery Ward’s Terrain Cycle is just another product marketed similarly to that of other sporting goods, like tennis rackets, bicycles, lawn and garden equipment in a catalog.  Honda has a very targeted market so the price is pretty competitive if you think about it.  If a novice rider didn't learn on an Honda 50 they probably tried riding one of these.

Conclusion:

It may seem like the odd, hardly remembered, short lived Montgomery Ward Terrain cycle (and others like it) should have been a huge success and get credit for jump starting ATVing with it's low cost of entry.  Ultimately the Honda is the birth of the ATC (3 wheeled ATV) with Suzuki birthing the 4 wheeled ATV.  Its a clear case of proper marketing and product development.  The Terrain cycle was purely a disposable toy where as the Honda put some utilitarian function into the packaging of a similar toy.  The big question is “Which machine would I have chosen if I was back in 1970?”  I think my choice would depend on my circumstances.  If I was from suburbia looking to sample off road recreation I would have chosen the Terrain cycle, and upgrade machines in the future.  Although being I grew up in the heartland as a farmer the Honda would have been my choice, even if it would have been quite a drive to a dealer to purchase and get parts for at the time as the dealer network was not extensive (remember this is BI, Before Internet) unless you lived on one of the coasts.

Want to learn more about the history of ATVs?  Here is a list highlighting some notable models throughout history

Originally written for ATV Magazine on February 24, 2010 by Jon Rhodig 

Preface: This article was written back in 2010 when I wrote for ATV Magazine.  The article is a retrospective on machines in the ATV segment that I had direct experiences with comparing market trends and equipment from current (2010) to machines produced up to 20 years ago.  Sort of a THEN and NOW comparison and buyers guide.  The late 2000's were seeing rapid changes in the ATV market and this article tries to compare and contrast those changes as well as giving my opinion on the ATV's that were part of that time period.  This was written before the explosion of side by side machines, at the time there were only a handful of utility based machines.

How it came to be...

The power sports industry is some what at a cross roads in my opinion.  The manufactures are trending to wards more discipline specific machines, following what the motorcycle side of the business has been doing for the last 20 years.  Example Yamaha’s YFZ450, you have the “R” model more focused to wards motocross racing and the “X” model that is focused to wards off road/woods racing. The differences are subtle (just like their motorcycle brethren), but enough to make each model more specialized to the needs of  that particular discipline.

This prompts me to look back at the older models that I have had experiences with and somewhat compare to what we have today. First off in the past an ATV was sort of a generic term for any machine with 4 wheels. The general public barely had a grasp on the concept that there were two different types of machines under the the umbrella term ATV.  Of course we as off roaders know these two to be Sport and Utility.  Most people associate an ATV with a utility machine with racks and things for hunting or general work, however there are also machines setup for play (more on that below) Also there is the recently added SxS (side by side) market which now has its own division (work vs. play) but that is another topic for another day.

Back to the discussion at hand.  I am going to look back at my own experiences with machines gone past, give a brief opinion of what I thought at the time as well as opine on if the model would be a good choice for someone looking in the used market. In this economy (2008-2010 sic) the used market is becoming a more prominent area for the new ATV rider as well as the established rider to find their next machine.

1987 Honda TRX250X

Starting off with probably hands down the quad I have had the most experience with.  This very ATV (pictured left) has been passed around our group so many times I forget who owned it when.  This thing did everything: race, ride, loaner quad, you name it. My impression then: Excellent starter quad, 5 speed manual lets you control the power and when you want to shift just like a racer, but tame power, about 15hp,  for the beginning-intermediate skill level.  Ride is cushy and can handle moderate jumping.

Now: Still an excellent beginner ATV, bullet proof from almost every prospective.  Suspension is not all that bad but benefits from at least an upgraded rear shock.  This machine holds its value pretty well so as long as you don’t over pay when you buy it you should expect to at least get 80-90% of your money back when you sell.

1987 Suzuki LT250R

This collectible gem can be credited with starting the sport/race ATV segment of the industry.  This particular model is the 3rd year of production featuring an updated engine with a power valve and a variation of Suzuki’s first full floater link-aged suspension.  My impression then:  Wickedly fast on a motocross track.  Handles well, jumps straight, feels like a true race machine should.  Suspension is plush in the rough stuff but compliant for big g-outs and triple jumps.

Now: Still a very collectible machine.  A bit underrated and overshadowed by Honda’s TRX250R that was a response to this machine.  Engine can be finicky to tune and the power valve on later models are complicated and expensive to replace/repair.  Suzuki’s full floater might have been the best idea for a linkage type suspension however it had twice the parts of a conventional rocker arm type thus more parts to grease and wear out.  Suspension on used machines are usually thrashed.  Parts are not easily crossed between some model years.  Wickedly fast and still competitive in the amateur ranks and an all around fun machine to ride.  Not for beginners or casual riders.

1989 Yamaha YFS200 “Blaster”

Yamaha’s entry level machine to capitalizing on the ever growing sport market.  Not quite a full size machine but not quite a youth machine.  My thoughts then:  This thing is terrible.  Feels like Yamaha went into the parts bin and just grabbed an engine from the Euro/Canadian spec DT200 water cooled engine converted it to air cooling (WTF??), frame, wheels and tires from other motorcycles and ATVs to produce a machine.  Engine is peaky and is all top end power.  Oil injection that confused owners leading to engine damage because they would forget to refill the oil tank. (see my explanation here sic) Rear shock is mismatched to the frame and swing arm geometry.  Rear shock is a linkless design.  Suspension is not very adjustable and unfortunately what adjustment there is does not help the lack of damping this thing just bounces around.  The rear shock fades after just minutes of riding.  The handling is not helped by the heavy balloon type tires on the rear.

Now: Almost zero updates in its whole production run.  It took until 2002 for hydraulic front brakes to be added (WOW).  Previous models have cable operated drum brakes that are almost impossible to adjust so each functions equally, so it pulls left or right on braking.  Balloon tires? Really? Need I say more.  Find a 2002 and newer machine.  Best mods are to add some length to the swing arm, better shocks all the way around. Longer A-arms help stability.  Square profile “sport” tires in the rear.  Flywheel weight helps power delivery.  Know what your buying when buying used as these things get molested by owners searching for fixes to the archaic handling package.  This ATV is not for everyone.

1995 Yamaha YFZ350 “Banshee”

 The legendary dune machine.  Yamaha originally developed this in response to Suzuki and Honda’s 250cc sport machines.  Using a variation of a 350cc twin 2 stroke street bike engine (similar to the RZ350) the Banshee lived up to its name.  My thoughts then:  I only had a brief encounter in a sandy trail area.  Blindingly fast in a straight line but suspension felt like it had none.  The length helped the straight line stability and off the line launches, but was a major hindrance in the trails.  The thing just would not turn without deliberate effort.  Motocross track, forget about it, not without some serious modifications to the suspension and engine for better more palatable/usable power delivery.

Now:  If your into strictly dune riding this is the machine, even in bone stock for this machine will climb, jump and out run most anything (with a good rider) in the sand.  Unfortunately this is all the machine does well.  Its not a very good trail machine nor a race machine for the track.  Extensive modifications can be made to it though to make it handle terrain better but it will cost you.  This machine is not for everybody, expect used machines to be molested in some way and plan on tuning it to your liking before you will feel comfortable on it.

2001 Honda TRX400EX

The machine that rekindled the sport ATV market in 1999.  Honda borrowed its tried and true 400cc engine from the XR400 dirt bike and threw it into a frame reminiscent of the 250R of the past.  My thoughts then:  Finally a machine that put it all back together again.  Similar in nature to the 250X of nearly a decade before it, the 400EX is just a larger package.  Plenty of power all around, decent suspension for track or trail with a bit of adjust ability out back, front shocks lack any real adjustment outside of pre-load.  Aftermarket is plentiful with BBK’s (big bore kits) and other performance parts to tailor it to the rider.

Now:  The 400EX started showing its age in about 2005.  It has seen no major update since its inception other than a reverse gear in 2006 and different plastic/graphics to make it match the (then) new TRX450R.  MSRP’s have steadily risen but performance has stayed at a standstill.  Used machines are the best bet here.  The ATV as a whole is rock solid reliable.  Aftermarket parts are still plentiful.  Best mods include, better front shocks, different cam profile, exhaust and a few other ergonomic upgrades.  The machine is still a good ATV in stock trim for light entry level racing, but serious racers look elsewhere.

2001 Yamaha YFM660R “Raptor”

 Yamaha’s answer to the question no one asked, “Bigger is better, right?”  The Raptor is the first of its kind, a big bore sport quad (excluding the LT500R 2 stroke of the past).  Engine borrowed from another one of Yamaha’s motorcycles, the 1984-2003 XT600, a bike not imported to the U.S, bored over to 660cc.  My impression then:  Loads of torque.  The engine is a stump puller nearly identical to the Grizzly (4x4).  The whole package is compact if a bit top heavy. This is mostly due to the engine being very tall. Frame, suspension might be a bit under built for how much power the engine puts out.  Suspension is a bit stiff out of the box but has enough adjust ability to suit most recreational riders.  Not as at home on the track but if lowered a bit it can be made to handle well enough.  At home in the trails.

Now:  The 660 was replaced by the more capable (better frame and suspension) and more well thought out 700R meaning you can only find these used.  In my opinion there is no reason to look for a used 660 now that there are used 700′s on the market.  The 660 was a half half hearted attempt to progress the big bore sport quad market but really this ATV doesn’t do much well in comparison to other models available on the used market, especially the updated 700R which is what Yamaha should have built in the first place.

2004 Suzuki LTZ400 / Kawasaki KFX400

Suzuki’s late to the party entry into the sport market.  Engine borrowed from the instant legend DRZ400S off road and dual sport motorcycle.  Partnership with Kawasaki to share some parts and technology produced the identical machine under the Kawasaki brand from 2003-2006.  
My impression then:  Wow! this is what the Honda 400EX should have been.  Water cooled, modern adjustable shocks, light weight frame, powerful high reving engine.  This ATV is happy on the trail as well as the track.  Not much modification needed to be a competitive racer even against custom built 250R clones.  Aftermarket parts are plentiful to maximize the potential on and off the track.  MSRP not much more than the Honda.

Now:  The Z400 has seen steady updates and refinements over the years and recently adopted EFI.  Used Z400′s hold their value fairly well compared to other models.  Look for a 2006 and up, those models feature fully adjustable suspension components.  Best mod on carburated machines is finding a Keihin 39mm FCR carburetor to replace the anemic CV Mikuni BSR36.  The FCR is found standard on early model DRZ400″E” models.  Also swapping camshafts from that bike (E model) will move the power up the rev range a tad making this an even more high performing ATV.  One of the best all around value machines out there.

The 450′s….

I have only had brief encounters with the early 450′s, Yamaha’s 2004 YFZ450 (actually only a 440cc engine to comply with the ATVA displacement rules at the time, later models were the full 450cc) and Honda’s 2004 TRX450R (450cc).  At the time Honda, as always, bucked the current rule and followed the trend that would become the new displacement rule.

Both I thought were amazing at the time, but there was not much to compare to at the time.  They both featured good adjustable suspension, lightweight frames, and powerful engines even if they were de-tuned from their motocross bike cousins.  Today they are pushing to wards more application specific, motocross and off road setups.  More choice is a good thing.  

The early years were a time when every ATV was a compromise on all around performance to try and make one machine be all things to all people, and as history shows some did it better than others.

There you have it my opinions on machines of the past that I have had explicit experiences with.  Some may agree and some may disagree.  Continue the discussion in the comments section below.

In an upcoming video series you will see what I have in mind for this.  Here is my freshly ported Kawasaki F9 Big Horn cylinder.  This is all part of my "F9 Project" I did some porting bringing this cylinder close to the "Speed Kit" specs outlined in the Speed Kit manual.  There are lots of other Big Horn performance changes I plan to do but you will have to wait for the video series to see all that.

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Back in the day (60's and 70's) when the Japanese started taking over the motorcycle market in a big way in the US, most of the small inexpensive, reliable, street legal bikes were 2 strokes. Most with oil injection, so why the hate now?  

For those maybe unfamiliar with engine designs and technology you can Google how a two stroke engine works.  A 4 stroke engine also has camshafts, intake and exhaust valves, as well as some other complex things that are not important to this discussion so I will forgo their mention.

Anyways the stark difference in the oiling system is that with this total loss oiling is that the lubrication (oil) needs to be introduced directly into the cylinder and or the crankcase itself during operation for lubrication and cooling.  I should also note that 2 stroke engines have a separated transmission oil cavity.  

The most basic way to achieve proper lubrication is to mix a little bit of oil in with the fuel, this is called premix.  Premix ratios (eg. 40:1) vary by the requirements of the engine for proper lubrication.  This method is fine for stationary engines, OPE (outdoor power equipment), and power sports engines, including watercraft, designed around closed course racing or riding within a short distance of the gas can you have your premix stored in.  Because the fact that you must mix the oil and fuel together in a precise ratio (so much oil per gallon of fuel) it makes it very inconvenient for street ridden motorcycles where fueling up at a gas station as a measuring device and oil would need to be carried by the rider and some math would need to be done at every fill up.

Enter the 2 stroke oil injection system.  An invention to make this whole process of mixing the oil with the fuel automatic so one can just fill up with straight fuel at the pump and be on his/her way, with one caveat, keeping the oil tank full.  For reference a typical oil tank on these bikes holds a little over a quart of 2 stroke specific oil which generally yields over 500 miles of riding.  And there in lies a potential problem, more on this later.  With this invention it allowed cheap and powerful engines to be fitted into street and enduro (dual sport) motorcycles that were easy for the average or beginning motorcyclist to operate, just gas and go, just like a (heavier, lower power per cc, more expensive) 4 stroke motorcycle.

Now fast forward 30-40 years and since 1982  new street legal 2 stroke motorcycles are banned in the US from importation (still available for importation as off road only) people buy these old motorcycles and fix them up to ride and don't necessarily understand the oiling system.  Now it always happens, across forums dedicated to motorcycling/boating for the particular bike/boat that has these systems, someone posts questions about; whether or not to remove the oil injection system on their XXXX <--- insert brand and model here.   And of course people respond both in favor of keeping it and removing it, however the majority seems to lean towards removal with the reasoning that "its unreliable" but not really giving any other evidence to support why it is unreliable, and thus the hate on the oil injection system.

I would like to weigh in why I think the majority of people believe it is unreliable and seem to recommend removing it and switching to premix.  (Warning opinion ahead!)  My though is that the unreliability is not with the system itself, it lies with the owner/operator that didn't quite understand how the system was supposed to work and it's requirements to function properly, thus their opinion is "the system is just unreliable, it could not have been any of their shortcomings that cased it to fail!".  Here is my top 4 reasons why I think oil injection gets a bad rap all these years later.  All of these can lead to piston seizes or engine damage.

1.) Early 2 stroke oil was under developed and not specifically designed around injection systems, until later years.  New oils are far superior, even cheapo store brands are better than the oils of the old days.  There are also premix only oils that get incorrectly used in injection systems.

2.) Confusion by new buyers or 1st time motorcycle riders, of what oil to use. Depending on the year or bike some owners manuals either were not clear or specified things like 20W, 30W motor oil as suitable.  This was at a time when straight weight motor oils for cars were even of questionable performance and quality.  This might lead to god knows what could have been run through that system.

3.) The unfamiliarity with the stark differences between what a 2 stroke and 4 stroke engine is by new rider.  The injection was a way to try and take the guess work out of operation of a 2 stroke street legal motorcycle for everyday use.  Just gas and go, and every 500 miles or so top up the oil tank.  That "top up the oil tank" could be easily forgotten as this is something that didn't have to be done when driving a car or 4 stroke motorcycle.  Think about it some of these "new" riders buying larger Japanese enduros and street bikes might have came off of the Honda step through CT90 (a 4 stroke motorcycle) through the You meet the nicest people on a Honda campaign.

4.) Running the tank empty and filling it up and not priming the system.  Most of these systems do not self prime very well and it would be easy to take off and ride 50 miles or more before the system is fully primed and free of any air bubbles in the line, thus some of that time is run with intermittent oil flow through the injection system.

Any one of the above could cause engine damage and thus would be blamed on the injection pump.  I think the misunderstanding of the root cause of the lubrication problem to the engine has caused the perpetuation of the idea that "It is just bad, it causes piston seizures, remove it and switch to premix, at least you know the engine is getting lubrication then." However some motorcycle engine designs make it a bit more difficult to just unhook it and run premix because the injection also provides pressurized lubrication for the main bearings that would not normally come from the intake air/fuel charge, but that is a topic for another day.  Now I am not going to sit here and say that the systems don't have failure points, but I think it is more likely a rider will incorrectly mix the wrong ratio of premix (or worse forget to mix) than experience a major system failure.

So my opinion is if the old bike you just bought still has all the oil injection parts intact, adjust it, prime it, use it.  Many people logged thousands of miles on bikes with 2 stroke oil injection and with other proper maintenance have experienced similar longevity to a 4 stroke engine.  

Those people (including me) just might have a few oil stain specks on the back of their jacket though.

I know I am terrible at updating this blog, because I am so busy with other things and I primarily post updates on the facebook page, so it is best to go there for the most up to date status updates.  Anyways, head on over to the "Barn Fresh" Page and check out all the episodes up now!

It is coming up soon.  The motorcycle restoration series you have all been waiting for Barn Fresh.  There has been some confusing as to where these videos will be posted, well I am here to tell you where you can see this web series about restoring a 40 year old motorcycle.

The Barn Fresh web can be seen HERE on the website and also on BLIP.TV/thejunkman.  The series will NOT be on my Youtube channel, but I will post updates and notifications about the videos when they are posted here or on BLIP.  You can also view and get the updates if you "Like" my Facebook page and or follow me on Twitter @thejunkmanadv.  So going to anyone of these links will get you to where you can either watch the restoration series of find out updates when the episodes are posted.  Please subscribe, Like, and comment on Barn Fresh the motorcycle restoration series.

What is Barn Fresh?

Barn Fresh is a term used to describe a motorcycle or car found in the proverbial barn sitting untouched for many years.  Barn Fresh the video series follows Jon "The Junk Man" as I restore a vintage motorcycle from the ground up.  Barn Fresh should delight motorcycle riders young and old as it shows some interesting tips and tricks along the way that everyone can use.  The restoration video series contains episodes showing the major aspects of tackling a ground up restoration in plain simple terms.  In these videos I will show the the intricacies of each process throughout the project so the viewer can make an informed decision if a restoration project is in deed something they can accomplish.

So check it out and share the links around with your friends.  If your into motorcycles, or even if your not, this series is sure to entertain and enlighten as to how much work it takes to turn something from the junk heap into a show roon like restoration.

Check out the latest update on the Barn Fresh motorcycle restoration project.  And for more information about this new web series visit the Barn Fresh restoration page.

A few new videos added.  Check them out as I take a fun ski weekend at Winter Park Colorado.

First run at Winter Park Colorado, pretty decent snow but skiing is skiing in my opinion.  Check out the video for a little fun.

Watch the video to see how to build an auxiliary fuel tank or fuel cell for the ease of working on your motorcycle or atv whith the gas tank removed.

Barn fresh restoration series vlog update.  New video series showing the restoration of an old motorcycle.  Learn some tips and tricks as well as see the entire process of a typical motorcycle restoration.  The junkman's Barn Fresh coming soon!