A look back at Kawasakis
I feel compelled to comment about an article that appeared in the January/February 2023 issue of Motorcycle Classics entitled Kawa-Kollector, Rich Hobbs and his collection. He’s a man after my heart. Seeing those Kawasaki triples brought back many great memories from days gone by. I’ve owned three 500s (H1) in orange, grey, and blue. I can’t remember the corresponding years. Also, two 750s (H2), in the original blue. In later years I also had a Z1 (900) and a KZ650. On the dirt side, I’ve had a couple of 350 Bighorns, a 175 and a KDX200. I currently ride a KLR650, and a Triumph Bonneville. I’ve had a variety of bikes over the years, 23 total, but I’ve always had an affection for Kawis. Kudos Rich …
Regarding the handling of the H1s, they weren’t as terrible as some have represented. I did some local production-class road racing with one back in the ’70s, and survived. As Japanese bikes go from that period, they were manageable. Of course, all that power and a light-switch powerband required some very delicate throttle control. They did well on fast tracks, but the Yamaha 350/400s gave everyone fits on tight circuits. Kawasaki had a performance reputation, and the big triples (and Z1) were among the first so-called “Superbikes.” They were quite super in their time, but I’m astonished by the current generation. We now live in the era of 200 horsepower street bikes! Back in the day, full factory race bikes put out less than half that. I guess we need that much power to keep up with the 800 horsepower cars. A bit over the top, I would surmise. I can’t quite figure out where I could ride 200mph, or how I would pay the resulting ticket! But, perhaps, I’m just getting old. Smile …
Rod Ratzlaff/Florissant, Colorado
Chrome Super Hawk
I read the excellent story in my March/April 2023 issue of Motorcycle Classics about Jen Tacy and her 1963 CB77 Super Hawk. I always found that bike to be a real winner and hers is perfect!
The reason I’m writing is to tell you that during my combat infantry tour in beautiful Southeast Asia in 1968 I saw several CB77s with the chrome frame and gas tank. They were the bike of choice for South Vietnamese officers and were a status symbol. Usually there would be two Vietnamese officers riding on the one bike. Now whether they’d had the chroming done I don’t know. It could have been a Honda option for wealthy Vietnamese.
David F. Gillogly/Mesa, Arizona
The iconic Honda Cub
As the most iconic representation of “Meeting the Nicest People on a Honda,” Honda really put motorcycles in the hands of everyone! I still have my 1968 Honda Cub as a tribute to its esteemed position in our psyche. Last year I attended the National Motorcycle Museum auction in Anamosa, Iowa, and purchased a 1981 Honda Passport with 231 original miles on it. The bike had been gifted to the museum. The tail end of it must have stuck out in the weather as the rear section of the scooter had rusted away. I found a NOS rear fender and had it repainted to match the rest of the bike. All it needed was a battery, fresh oil and fuel. It has electric start and idles so quietly that is barely audible. I took it to Barber last fall and rode it around for two days — what a hoot! What caught my eye in the story was the Yamaha MF-1 in the Contenders section, as I had one of those that I intended to restore, but discovered that parts were unobtanium! Work distracted me from achieving my goal, so I gave it to one of the guys in our ChiVinMoto group (Chicago Vintage Motorcyclists).
Burt Richmond/Chicago, Illinois
My Bultaco Pursang
My first dirt bike was this 1972 Bultaco 350 Pursang. In the attached photo I’m riding out west in Colorado. That photo was taken almost 50 years ago. The other photo is with my son, some 17 years ago. Someday soon I hope to take a 3rd generation photo with the same bike. The bike is still running great!
David Rowe/East Aurora, New York
The perfect motorcycle: Honda PC800 Pacific Coast
If we are talking about the perfect motorcycle, I need to nominate the Honda PC800 Pacific Coast. Generally scorned by the motorcycle community but admired by non-bikers, the Pacific Coast must rate as one of the most misunderstood motorcycles of all time.
I owned a 1995 Pacific Coast for 10 years, riding all over the North Central U.S. and southern Canada. Four hundred mile days were common and comfortable. The 800cc V-twin may have been a bit shy on horsepower, but it was ultra-reliable and provided enough push for the task at hand. The engine was rubber mounted, eliminating vibration at the source. Shaft drive relieved any anxiety about chain maintenance. Torrential downpours were nothing more than a minor annoyance, with the fairing and windshield deflecting nearly all the nastiness. And the trunk! It easily held a week’s worth of clothing in addition to maps, a camera, a phone, snacks and just about anything else you would want to bring along. Even after a full day of riding through rain your possessions would be fresh and dry, ready for the next day.
People reacted to this bike in very different ways. Most motorcyclists refused to acknowledge my existence. After all, it wasn’t a “real” motorcycle with all that plastic — more like an overgrown scooter. Heaven forbid. But the non-motorcycling public absolutely loved it. I have owned American, European and Japanese motorcycles. None of them fascinated people like the PC800. Grown men and young boys would lean out of their cars at stop lights to start a conversation. One gentleman saw it from his motel room, raced out just as I was leaving and insisted I stay to answer his questions. I was once followed into a gas station by someone who wanted to know how I had customized my bike. He could not believe it was a bone-stock Honda. When parked on the street, people walking by on the sidewalk would often strike up a conversation. This kind of thing happened all the time.
As the miles clicked by on a long trip, I often wondered about good nicknames for this bike. Little Wing (with thanks to Jimi Hendrix) or Stealth Bagger seemed appropriate. In retrospect, selling it was not a wise decision.
Phil West/Glenview, Illinois
A dream come true: Harley-Davidson XLCH
It was the late ’70s, 1979 to be exact, and many of my friends had Sportsters, XLCH kick only. I wanted one badly.
A friend of mine, Jimmy Repica, had this great 1972 XLCH that I fell in love with. He had bought it new off the showroom floor. The answer was always no. “I will never sell that bike, it’s the first brand new Harley I ever bought.” He had bought the Sportster from Frieze Harley-Davidson. Now for you old-timers, Frieze was in East Saint Louis, Illinois, in 1972.
So, the story goes, after decades of trying to buy the XLCH, I stopped asking because the answer was always NO WAY. We would always see one another but I never brought it up.
Many more years go by and, out of the blue, Jimmy walks up to me in a favorite watering hole and says, “You still wanna buy that Sportster?” and of course my answer was yes! It had sat in a shed behind his home, it was all there, stock as a rock! I got it started and made sure the transmission worked adequately and then took it to my buddy Keefer of BBK (Bikes by Keefer) for the restoration.
It took him a couple of years to finish because of sourcing the parts. To make it look more like a flat tracker, we used Akront rims, the same size on both front and rear. When all the fabrication was completed, I chose to spray it with Harley-Davidson orange. Keefer created a masterpiece, and I couldn’t be happier with the result.
Since it looked perfect, I wanted it to run perfect. My next step was to have Dick Goodall tune the engine. Dick was the first man to get Harley-Davidson in the NHRA, so I knew he was the ideal choice for the job.
Now it was time to show her off. My debut ride was with my brother Knothead to Shady Jack’s, one of the best biker bars in the country right here in downtown St. Louis, Missouri. Jack checked out the Sportster and with all sincerity, looked me in the eye, shook my hand with a grin and said, “Man, that’s cool!” The second ride was to the 100mph Club Halloween Car and Bike Show. The Ol’ Sporty won 2nd place.
I guess a teenager’s dream can come true even if it takes 45 years!
Mark Adams
A little bit about Fratelli Ferrari
Fratelli Ferrari built motorcycles from 1953-1956, bikes ranging from 125cc to 250cc. The company built both 2- and 4-stroke singles and twins. Amos Ferrari and his brother Luigi, with the help of a wealthy Milanese businessman, formed La Meccanica Italiana s.r.l. Their headquarters were in Milan, Italy.
The first motorcycle was a 125cc 2-stroke and is clearly inspired by Moto Parilla. The 150 Lusso Sport and Super Sport version was displayed at the Milan Show in 1952. Later the same year, the 160cc engine was added. At the Salone Di Milano in 1954, they exhibited the 125cc 4-stroke Turismo Lusso, an interesting twin-cylinder SOHC 175 with chain-driven cams, along with the Gran Turismo 2-stroke 150cc and 175cc models. In Italy during the 1950s, motorcycles all had gear levers on the right side. However, the Fratelli Ferrari has the gear lever on the left side.
Fratelli Ferrari refers to the two brothers who founded the Ferrari motorcycle firm and is the name to which it was changed in 1953 after being challenged by the famous sports car manufacturer. Thereafter the motorcycle was marketed as Fratelli Ferrari instead of Ferrari. The small Milan company, despite its excellent craftsmanship, failed to overcome the crisis and closed on November 15, 1955.
We bought this 1955 Fratelli Ferrari 150 café racer from a gentleman who lives in Genova, Italy. He had owned the bike for many years. The Moto Ferrari had raced in many races over the years including the famous Milano-Taranto race in the 1950s in Italy. It also ran in the 2000s ASI Motoshow.
Chris Mauro/Manchester, Vermont
Originally published as “Readers and Riders” in the July/August 2023 issue of Motorcycle Classics magazine.
