1969 BSA A65 Racer

In 1969 BSA commanded 80% of all the Brit bikes sold here in the USA. Eighty Percent! Who woulda thunk? I, and I think most of us, would have pegged Triumph as the leader but not so say the statistics. What was it about BSA that made it that strong a seller in a time when the Japanese manufacturers were dominating the market? Was it styling? No. Was it performance? No. Was it reliability? Certainly not. So what was it?

Let’s find a bit of perspective here. BSA may have had 80% of the British bike sales here in the states but ‘Made in England’ motorcycles constituted a very small percentage of the total bikes sold here. So small that within a decade, they were all gone from the US market.

From the late 1950’s through the mid 60’s, the British were competing with the very popular Harley Davidson Sportster in the performance category. The Sportster was Harley’s ‘sportbike’, it had a slight horsepower advantage, it had a new look (the peanut tank was quite stylish then), it had the Harley sound and, of course, it had the advantage of being made in the USA. BSA, Triumph and Norton all were better handling motorcycles but back then, straight line speed was king, not the ability to go around corners fast.

Each of the big three from the UK tried styling mods to attract the American market, Triumph with the X75 Hurricane, Norton tried (and miserably failed) with their Hi-Rider chopper model and BSA tried with…well, nothing. Sure, BSA tried a few styling changes like a smaller slimmer tank, the oil in the frame design (which nobody was really happy about), and of course the ray-gun mufflers of the Rocket 3. Personally, I love the ray-gun mufflers but at the time they went over like a fart in church. Anyway, the Brits just faded away into the sunset. Today, Triumph is back in a big way and Norton is getting set to comeback this year with a new Commando and it is beautiful. I hope it succeeds.

I started my street bike life aboard a BSA so the brand has a certain spot in my heart that will never go away. Yes, it stranded me more than once with faulty electric’s, and yes, it leaked more oil in a month than any Japanese bike I’ve ever owned did in a lifetime. It could be a bit (?) temperamental when it came to starting in the morning (or when it was hot and the bike didn’t feel like going anywhere), and it could vibrate the fillings out of my teeth if the carbs weren’t balanced properly, but…when everything was working as it was supposed to, what a joy it was to ride that Beezer. I was raised to ride the canyon roads, to believe in handling over horsepower, and the sound coming from a parallel twin was the sweetest sound in motorcycling.

At one point in time (actually a couple of times) the Japanese manufactures realized that there was something about the British bikes that still captivated the American buyer. Yamaha did great with the XS650, designed to compete with the Triumph, Kawasaki brought out the W650 to head to head with the BSA and Honda tried with the GB500 single. The only one that succeeded over the long run was the Yamaha. Today, the Triumph Bonneville is a huge success because it looks like a proper English motorbike without the oil puddle underneath it.

Lately I have been thinning the herd of bikes in my barn and am starting to look for a new adventure…once I have finished the other four projects I have going, and am being drawn towards a BSA 650. I’m actually looking for one of the last designs more than the old chrome tank styles, mainly because I think they are probably going to be cheaper on the market(?). Today on ebay I found one that might just fit the bill.

On ebay today, there is a 1969 BSA A65 that has been set up for vintage roadracing. Remember, the A65 was BSA’s ‘roadracer for the street’. The A65 put out a very respectable 54HP and would top out at around 105MPH. This particular bike has been upgraded with Marzocchi forks, more modern rear shocks, and a Suzuki twin leading shoe front brake, which was a very good upgrade from the standard brake the BSA had at the time. The motor has been given some extra muscle by way of a 750cc kit But, here is the cool thing about this bike, it can easily be retrofitted with the electric’s to power a headlight, tail light and blinkers so you have a perfect cafe racer with almost no effort! The seller says that it does need some carb work but that’s no big deal. This could be a very sweet Sunday rider. Oh yeah, you may want to add some sort of small mufflers on, JC Whitney has a couple of styles that would look just fine and still let you have that sweet English parallel Twin sound.

Click on the pics below for more pictures and more info.

1969 BSA A65 Racer

1960 Cushman Road King

Well, here we are again looking at something way too cool, a ride that will give you a huge grin on your face for a bunch of reasons. First, it’s a classic scooter; second, it’s a Cushman (you don’t see those around every corner); third it is so strange looking that the cool factor is off the charts.

Cushman scooters were the epitome of sturdy, reliable, and trustworthy…the Boy Scout of scooters. Cushman built the scooter used by the military through World War 2 and beyond, the US Postal Service, schools for maintenance, hunters, golf courses, and anywhere you needed a trouble free utility vehicle. But Cushman wanted more, they wanted the general public to buy their scooters.

Cushman scooters were not what you would call stylish by any stretch of the imagination, clunky is the description I would use. But then Buck Rogers joined the design team. Welcome, the Road King. Jet age styling with Cushman low tech. Fun to ride and draws looks from everybody. The looks range from “what the hell is that?” to “wow, that is so cool”. I would love one.

Cushman brought the centrifugal clutch to the scooter world with their two speed transmission..twist and go. The twist was interesting though, you actually roll the throttle forward, opposite of normal motorcycles, took a bit of getting used to I would imagine. The Road King got an estimated 75MPG out of its 8Hp Cushman Husky motor and topped out at around 50mph. Can it get out of its own way? yeah, kinda but who cares, it’s just too much fun to ride.

I found a really nice Road King on ebay this morning that is a rider not a museum piece. It has the nicks and scratches that come with age but this scooter has aged very gracefully. The owner doesn’t state the miles but says it is a runner and has been gone over by a Cushman mechanic. It looks like it has a non stock muffler but that shouldn’t stop you from buying it.

There are quite a few Cushman websites and forums out there so finding parts, information, and support along with camaraderie will be easy. So, if you would like to have something that is truly unique and truly American, a Cushman Road King is something you should have. This is not your everyday grocery getter scooter, this is a Cushman Road King…too cool.
Click on the pics below for a bit more info and more pictures.

1960 Cushman Road King

1974 Benelli 250 2C

Little hot rod two strokes are way too much fun to ride. Like a lot of us of a certain age, we grew up riding little ring dings, dirt bikes or street bikes, the late 60’s and early 70’s were ruled by two strokes. Three out of the four Japanese manufacturers based their whole product line on the smokers and so did many of the European builders.

Two stroke motorcycles are great fun for a number of reasons…they are lighter, easier to work on, they love to rev and I like nothing more than leaving bigger, heavier, high horsepower bikes in a cloud of blue smoke on a tight twisty road. Small displacement two strokes have a high giggle factor.

While Japan was making their inroads into the American market the Euro’s didn’t just retreat into the background, which is really what they did do looking back, some of them tried to make bikes that would appeal to the American buyer by bringing European performance and handling. Sadly, most of them just got beaten by the Japanese. Japan was able to build light, fast and reliable bikes at a much lower cost than the Europeans. Here in the USA at that time, cheaper was better and low cost bikes sold like hot cakes. Its sad too because the bikes from the grand houses of Europe were generally better. Yeah, the fit and finish wasn’t all that great (neither were the Japanese), the electrics were always a bit dodgy (so were the Japanese), but…the Eurpoean bikes’ handing was always far superior, the downside was that at that time, handling was not as important as horsepower and straight line speed.

I found on ebay this morning an early 70’s Benelli 250c two stroke that has winter project written all over it. The Benelli 250 2C was one of those bikes that the Italians trotted out as a direct competitor to the Japanese models. It had a more bland style than some of the bikes that had been brought before but still had a Euro flare to it. The 2C had a good chassis, quality suspension, a high revving motor and was comfortable to ride. All in all a very good bike, except for one little thing…you still had to mix the gas and oil yourself. While the competitors were using self mixing units (separate tanks for gas and oil and a pump did the mixing for you), you would have to measure out the right amount of oil at each gas stop and mix the two together. A minor nuisance but still a bother compared to one of the Japanese bikes. Honestly, I’ll deal with the minor hassle of mixing gas and oil to have the handling of the Benelli.

The bike I found this morning is going to need a lot of love, it sat outside for over 20 years and it looks it. The chrome is rusted, paint faded, the seat cover is gone (it does still have the Benelli logo on the back though), the gas cap won’t close (that’s why the tank is a bit cruddy I imagine), BUT…it’s all there! It’s a complete bike and it has only 681 miles on the clock. All too often I find bikes like this that are missing all kinds of parts and have absolutely no hope of ever being a motorcycle again, this one just needs some love…OK, a lot of love. But give it that love and you will have a very unique and fun little quarter litre bike to blast around the canyons with a big grin on your face. If it were me though, I’d leave it all rusty, just get it running, spoon on some new tires and just have fun.

One more little tidbit here, the Benelli 250 2C was also marketed as the Moto Guzzi 250TS, same exact bike, made in the same factory, different badge.

Click on the pics below for more info and more pictures.

1974 Benelli 250 2C

1943 Cushman Airborne Model 53A

Now really, who amongst us that love vintage motorbikes wouldn’t love to have a bike that was designed to be parachuted out of an airplane behind enemy lines during World War 2? And how many of us have so many motorcycle projects filling the garage, evenings that are supposed to spent with the family, and money in the bank account, that have wives who would love to see us sitting on that bike falling out of an airplane….without a parachute? Raise your wrench, I thought so…pretty much all of us.

Next question, what if that bike was a scooter? Ah, not so many wrenches in the air this time. Come on you guys expand your horizons, think outside the gas tank. I’m not talking about your average Vespa or Lambretta (they wouldn’t handle being dropped off a curb much less out of an airplane), I’m going to something much cooler…a Cushman. Yeah, I know, Cushman made golf carts for a million years but they also made vehicles for the military. Cushman’s were strong and reliable, that was what was needed then ( it still is today when you think about it). Some models were touted as getting 100mpg but most got around 75mpg…at that time they advertised that you could ride a Cushman for less than a penny a mile.

There is a lot written about Cushman’s history and it’s pretty cool. Totally utilitarian but they also delved into the world of the futuristic with some of its designs in the ’50’s. Unique styling didn’t really help them then but today some of these models, especially the Road King model are highly desired by scooter aficionados.

The Model 53 also known as the ‘Airborne’, was designed to be parachuted out of an airplane to support the troops on the ground during World War 2. It had a number of uses during the war, the utility trailer that came with it could haul supplies to the troops and could even carry 50 caliber machine guns or 81 mm mortars. The Model 53 could forge a water crossing over a foot deep and climb a 25% hill…the Model 53 would go anywhere and do anything. Reliability was the key to its overall usefulness for the military.

At the end of the war there were still a lot of these models that had not gone to the government and were sold off as ‘Civilian’ models and could be had for a song.

I found a beautifully restored ‘civilian’ model on ebay this morning that would be so much fun to ride around town, the senior citizen trailer park or load it onto the bumper of your motorhome and hit all the National Parks. The owner has done a full resto on the scooter and shows only 1 mile? It should sell for a reasonable price and really would be an attention getter no matter where you ride it.

Click on the pics below for more pictures and a little more info.

1943 Cushman Airborne Model 53A

1964 BMW R60/2

This is the time of year that many (most) classic bike lovers, collectors and hoarders start looking through the garage and wondering what project to work on next. In some cases it’s an easy choice, it’s the bike you have been buying parts for the past year and it’s finally time to get to work. Or…it’s an iennie-meenie-mienie-mo decision, “what bike do I want to ride this spring?” Usually these decisions are made late at night after drinking beers with friends that wish they had your problem…never a good time to make choices that end up costing you a lot of money or your wife making you sleep in the garage with your new ‘project’.

But, some vintage bike people have a different sort of problem, they have ‘non-project bikes’ (bikes that already run just great and just don’t get ridden enough) in the way of bikes that need love. I found one of those on ebay this morning, a 1964 BMW R60/2 that is ready to go.

The R60/ series was basically designed as a true utilitarian motorcycle. Stout, reliable, capable of pulling a sidecar (the frame mounts were already there), and with a top speed af around 90mph, no slouch for its size. The R60 weighed 430lbs, put out around 30hp and was built like a tank. One of the unique features of the R60 in Europe and the early versions brought to the US, was the Earles front suspension. The Earles front suspension was designed to help eliminate the front-end dive of the telescopic fork and keep steering more accurate under braking. It also was the front suspension of choice for those that want to attach a sidecar. Side note here…years back my friend Jeff got a wild hair up his ass about getting a side car rig. He decided that a BMW R80RT was the bike of choice for the project. He got his bike and a sidecar and then started having the best time of his motorcycling life. After much frustration with the handling, he talked with other side car nuts and found that the Earles or leading link front suspension would cure all his ills (bike related ills …not his other psychological ills…). Once that was installed, life was great. I can personally attest to what a difference that change made.

The R60’s really are one tough motorcycle. The travel stories out there that star an R60 are endless. There is a great book, ‘Two Wheels To Adventure’ by Danny Liska that documents his trip from Alaska to Tierra del Fuego on and R60. It is a great read for any one who has a wanderlust and a testament to the strength of the R60’s.

The R60/2 I found today is a ready to go rider that has had some extras added that are well worth it and unique looking too…as in not your typical old BMW accessories, but really perfect for this bike. The black bike has only 47,000 miles on the clock and has pampered its whole life. The seller has detailed service notes and good history of the bike. The is equipped with a Heinrich fairing which looks really great on this bike and a set of Enduro(?) saddlebags which flow really nicely with the fairing. New seats for comfort and they look great. The bike does have the Earles forks which makes it an ideal candidate to hook a side car up to, I think a Steib would be perfect.

The seller is one of these guys that is making room (both mentally and logistically) for other projects and is looking for a better home for this really nice BMW that is a rider not a show queen and as he puts it, “it won’t break your heart to get a few rock chips from a great ride.

Click on the pics below for more pictures and more information.

1964 BMW R60/

1937 Indian Scout Junior

As I am thinning out the motorcycle herd here at the rancho, my thoughts are, much to my wife’s dismay, “what do I want next?”. After visiting the Motorcyclepedia Museum in Newburgh, New York last year I have developed an affinity for Indian motorcycles. We probably spent a good two hours wandering through a large room dedicated purely to Indian. The museum had almost one of very model year from 1901! Solo models, side car rigs, delivery bikes, mini bikes..if was Indian it was there. After that visit I could just feel it building…”I need an Indian someday”, but which one? Well, for most it would be the Indian Chief. The most iconic of all Indians. The beautifully valanced fenders, the wonderful Power Plus motor and the perfect Indian head front fender light…I gotta have it. Well, maybe not. There are other models that may be more fun to ride and a bit more unique, take the Indian Scout Junior for example.

There were actually three models of the Scout; the Scout, the Scout Sport and the Junior. The first two were 750’s and the Junior was a 500cc or better known at that time as a 31 cubic inch model. The Scout Sport won the Daytona 200 and the standard Scout saw service in World War 2 but the little Scout Junior just kind of chuffed right along.

Being that I like motorbikes that may not be as popular as others, I have found myself drawn to the Scout Junior. Doing what research I can, there isn’t much out there about the Junior other than the fact that it is the ‘Junior’. So, what I have learned is basically take the Scout info you can find and make a 31 cubic inch model of it and go riding.

I like finding old bikes that have not been restored but have been resurrected and maintained. I found a Scout Junior that fits the bill perfectly…now if I could only unload a few (a bunch…) more bikes I could actually get it.

The Indian I found on ebay this morning is a nice , running ’37 model that shows it’s age beautifully…kind of like Ann Margaret or Sophia Loren. It does have a reproduction exhaust (the original does come with the bike), the motor and transmission were rebuilt (the outside of the motor was left ‘old’), the owner did put new tires on the bike, and it has the original paint. I love it! Now I just wish I could afford it. It’s a good bike for the money for the person that wants a classic bike that is a bit more unique than some others. And I’ll bet its damn fun to ride too.
Click on the pics below for more info and more pictures. About three more bikes out of my barn and an Indian will find it’s home here.

1937 Indian Scout Junior

1959 Triumph T110

What’s in a name? The Triumph T100 got its moniker because it would go 100 mph, the T110 because it went 110 mph ? Actually, ‘The Motorcycle’ magazine in Great Britain was only able to get it up to 109 mph but some others claim they got it up to 114 mph…so calling it the 110 seems a pretty good compromise. And, the T120 Bonnevillle (next in line) got its name from a T110 (a highly modified T110 mind you) that went 214.17 mph on the Bonneville Salt Flats. As legendary radio broadcaster Paul Harvey would say, “and now you know…the rest of the story”.

The Triumph T110 was first debuted in October of 1953 at the Paris Salon. It was the first Triumph to have a swinging arm rear suspension, (quite an improvement over the plunger rear end), it had a higher compression ratio, different cam and bigger carburetor than its predecessor. The first T110’s came with the cast iron barrels and head but was quickly switched over to the newer, lighter, better alloy head. With all these improvements the new T110 was a great sporting motorcycle. In a few short years however, Triumph brought out the twin carb, lighter, faster Bonneville and the T110 became the ‘red headed stepchild’ in the line. But really, the T110 with its single carb and good (by British standards) reliability, was the better choice for daily riding.

I found a beautiful Triumph T110 on ebay today that is in such a condition that I would not want to change one thing. This particular bike seems to be a bit of a mongrel that came out pretty much right? The seller says it’s a 1955 T110 with a 1959 Bonneville motor and it’s titled as a ’59 T110. It doesn’t really matter, your local DMV will be able to work it out…unless you’re in California.

This Tiger is a rider not a show bike and that’s a great thing. The owner had done all the good services, a bit of upgrading and in general taken good care of the bike. A lot of times I comment that a bike would be a good candidate for the Cafe’ treatment but this particular bike…leave it just as it is. I like the solo seat but the seller also offers up the stock dual seat…nice.
Click on the pics below for more info and more good pictures.

1959 Triumph T110

1978 Kawasaki KZ750 Twin

Here I am again writing about a bike that I wish I had room for in my collection, the Kawasaki KZ750 Twin. It may not have the status of a Bonneville, a Lightning 650, a Commando, or even an XS650 (I have owned 2 out of the 4), but the KZ750 Twin deserves more love that it gets. The KZ750 is a classic bike that has been flying under the radar since it was new.

When the 750 twin came out it fit right between Kawasaki 600 and 1000 fours and we all looked at it and thought…why? At that time there were only two big vertical twins left on the market, the Bonnie and the XS, Kawasaki thought they could find a place in that market. There were still riders that liked vertical twins. Compared to the Triumph and the Yamaha, the KZ750 was just plain boring. The styling was conservative, the motor was just a lump (styling wise) between the wheels and, the mufflers were a bit too big with a big ugly seam running along the top and made the motor sound more like it was wheezing instead of breathing.

What Kawasaki did do with the KZ twin motor, that was either good or bad depending on your point of view, was smooth out the vibration that vertical twins are known for. Part of the charm (?) of the vertical twin motor is the feel, the vibration that comes up from the seat,the footpegs and handlebars…it let you know the bike was alive. Kawasaki built the motor with counter balancers that took that feel away but made the bike a very smooth ride for a big twin. I think that was part of why the KZ twin was really a non-event in motorcycling, that and it just came out a few years too late.

The KZ750 wasn’t fast, it came to market with a modest 55 horsepower (give or take), a top speed of somewhere just north of 100mph (barely), a bit heavy at a little over 500 lbs, and a soft suspension. The brakes were decent though. But you know what…it’s a great motorcycle!

One thing that Kawasaki is well known for is building bikes with great motors, and the KZ750 twin is no exception. Kawasaki motors have a reputation for being nearly indestructible, many journalists have called them the ‘King Kong’ motors of the industry…what else would you expect from a company who also builds steamships and locomotives?!

The beauty of the KZ 750 twin is that it can be any kind of motorcycle you want it to be. You can leave it stock (why?), chop it, bob it, load it up with a faring and saddlebags for touring, put a sidecar on it or, in my case, make a cafe racer out of it. The KZ750 twin is ultra reliable, easy to maintain and parts are still available. The net is full of resources and enthusiasts for this under loved motorcycle.

I found a really nice KZ750 twin on ebay this morning that somebody needs to buy. This is one of those, buy it…go get it…ride it home. Well, unless you live in North Dakota or Minnesota. It has only 9446 miles on the clock, it’s in really great condition and will be a great value for the buyer. Put on a new set of tires, give it a good going over, re-jet the carbs (they came from the factory way too lean), put on a set of good aftermarket mufflers, a set of lower handlebars, better rear shocks…ok, wait a minute, I’m heading off into the cafe zone. Really though, set it up which ever way you would like this is a really good motorcycle for the money.

Click on the pics below for more info and pictures.

1978 Kawasaki KZ750 Twin

1986 Yamaha SRX 600

I have always been attracted to oddball motorcycles, yet another psychological flaw I can attribute my step-father. Bultaco, Greeves, any English bike and big thumpers. Sure, I’ve owned my fair share of UJM’s, my favorite being my 1980 Honda CB750F, but I like riding a bike that you don’t see a hundred of when you pull up to your favorite Sunday morning breakfast stop. I also have to admit that I have a few Honda CB350 twins that just happen to probably be the largest selling motorcycle of all time(?) but nowadays you really don’t see many of those on the road.

The bikes that really get me going are Thumpers. A big single can be just about anything, and everything, you need. Thumpers are generally lightweight, narrow, low center of gravity and built for quick handling. The motors are simple…hey its only got one cylinder…and have a wonderful sound. A big single has a feel and soul that really does let you be, almost force you to be, one with your motorcycle. Granted, when you’re out having fun on a Sunday morning multi cylinder bikes will just gobble up your single on the straightaways, but throw in the tight twisties and bigger faster bikes are going to be in your rear view mirrors.

Big singles, like many other ‘cult’ bikes generate passion in their owners but I think just because of how singles feel, that passion, that love, is strongest…but that’s just me. Well, I’m not really alone on that one, there are so many forums and Yahoo groups dedicated to thumpers that you will never be lacking for companionship and camaraderie. The support groups are out there for those that feel they need a twelve step program to deal with the ‘Thumper addiction’.

There is a classic thumper on ebay today. The Yamaha SRX 600 is a bike that was only brought to the US one year, 1986. Yamaha had a minor success with the SR500 some years earlier and were having good sales with the SRX400 in Japan. Some true believers at Yamaha corporate believed that the time was right to bump up the SRX, give it good components and send it out into the world. Well, it pretty much went over like a fart in church.

Here’s what Yamaha did, they took the motor from popular XT series dual sports, stuffed into the SRX400 chassis, gave it good bits from the FZ600 (so it would handle and stop well), created a gorgeous body work but…gave it true class by making it kick start only. When most people think of having to kick start a 600 single they would probably choose a root canal first but, the SRX with its built in compression release mechanism is really easy to start…get the piston up to top dead center, set the choke, turn the key and give it a good swift kick. The beautiful sound of a big thumper fills the air. There is one little thing I have to tell you about these bikes…during the starting ritual, don’t even think about touching the throttle! Don’t even look at it, with the two carbs, this bike is way too easy to flood and then all you can do is have another ice tea and wait a bit or hope you’re on a downhill so you can bump start it. The SRX is a true enthusiasts motorcycle, I love ’em.

There is one on ebay today that needs a new home. According to the seller the bike spent a good portion of its life outside (under a cover) and shows the moderate amount of corrosion that goes with that life. He did start the project but then went on to others. Before abandoning the SRX he had the carbs rebuilt, bought new tires, chain,brake pads,battery,cables and more. It was a runner before it was parked so maybe the few new parts and a good clean up, you could have yourself a really unique and fun motorcycle. Click on the pics below for more info and pictures. I have seen really nice SRX’s go for as much a $4000, so far I think this will sell at a good value.

1986 Yamaha SRX 600

Motorcycle Salvage Yard

Every true vintage motorcycle restorer should have his own junkyard don’t you think? Well fellow enthusiast, this could be your lucky day. Who wouldn’t like a pile of rusty old gas tanks and frames? Seats and headlight buckets? Crusty old chains and sprockets? Wheels with broken spokes and carburetors that have spiders living in them? Engines that have seized and blown up? Boxes of wiring harnesses and stuff that you have no idea what it fits? This is heaven on earth and it can be yours for a paltry sum of money.

All of us that have older motorcycles have spent time at a boneyard. Searching through piles and piles of old parts looking for that one piece that you need and isn’t available anymore through your local dealership. Some salvage yards are nicely organized and there is someone there that is helpful and knowledgeable and there are those that are just junkyards. If you find yourself in a junkyard, you need to KNOW what you are looking for and have a lot of patience and imagination.

Looking for parts like I do every day, a necessity when you have a bunch of old bikes that need to be built or rebuilt, I found this treasure trove. Looking at the pictures, I saw a pretty complete Honda SL350, A Honda CB500, A Kawasaki Big Horn (?), a Yamaha Riva scooter. This is a rat bike builders dream come true. Look at all those frames and motors and gas tanks….oh man, it makes your brain hurt just thinking about all the possibilities.

This boneyard is located in very very Southern California, Salton City at the Salton Sea so you can imagine that all these treasures come all the rust you could possibly want. How can you resist this find?

So,if you either want to move to Salton City California, or if you’re like a friend of mine that bought two forty foot containers full of oddball airplane parts and had them shipped cross country, this the deal of a lifetime. Click on the pics below for more. I love wandering through motorcycle boneyards, however, my wife takes away my credit card before I go.

Motorcycle Salvage Yard