Back In The Day – The ExhaustNotes Blog

Jameson’s Classic Motorcycle Museum

By Joe Berk

Time has a way of creeping up on you. In looking over my list of Motorcycle Classics “Destinations” articles, I was surprised to see I’ve been pitching and publishing stories for the magazine for 20 years. It all started when a nice young fellow named Landon Hall, MC‘s Associate Editor at the time, saw a few photos I had posted online and asked if I’d be interested in doing a piece for the magazine. Hell, yeah, I would (and I did). I wrote a lot of stories on a lot of fun destinations. I’m not bragging here, folks. I’m just getting old.

A new editorial staff recently came on board at Motorcycle Classics, and my new editor asked if I could focus more on motorcycle museums. As a freelancer, I learned a long time ago that you don’t argue with people who buy ink by the barrel, so I set about finding moto museums. This led me to discover Jameson’s Classic Motorcycle Museum in Pacific Grove, California. I’d never heard of the Jameson before. Come to think of it, I’d never heard of Pacific Grove, either. Both turned out to be pure slices of heaven, as did the ride there and our return home.

Neil Jameson, the man who created Jameson’s Classic Motorcycle Museum.

The story behind the Jameson is a fascinating one, and I heard it firsthand from Staci Jameson Hayes. Neil Jameson was the man who created the Museum (Staci is his daughter). Neil is no longer with us, but while he graced our world, he was one hell of a man. He grew up in Hollister, California, and I found myself wondering if his interest in motorcycles came about as a result of that town’s moto history. Jameson started as a goat farmer, became a firefighter, and along the way, he became a world class businessman, investor, and wheeler dealer (Staci told me he was a horse trader extraordinaire). Neil’s time with us ended in 2021, and during his 82 years on this planet, he was a motorcycle enthusiast, an adventure rider, and a motorcycle collector.

Jameson’s Classic Motorcycle Museum is at 305 Forest Avenue in Pacific Grove, California, directly across the street from the police station and city hall. Neil Jameson bought the building to showcase his collection in 2010; it formerly housed the local newspaper.

The Jameson’s Classic Motorcycle Museum collection is eclectic. Many of the bikes were owned and ridden by Neil (including the ’72 R75 BMW that he rode to the Arctic Circle and back). Some have been restored to original condition; others are in their as-ridden-by-Neil condition. The restorations were performed by Emma Booton, a woman Staci describes as The Restoration Goddess. I’ve been to a lot of museums; the restorations at the Jameson are stunning.

Peering into the Museum through the front door.

Another view of the collection through a wide-angle lens. I recently learned that the best photos of a motorcycle are shot at knee height; getting down and back up again to do that is not as easy as it used to be.

Jameson’s Classic Motorcycle Museum has several BMWs. Neil Jameson rode the one in the center of this photo to the Arctic Circle.

As mentioned above, the Jameson collection is eclectic. For the most part, the bikes are “everyman” motorcycles, the kind you or I might have owned and ridden. Several of the machines really spoke to me, including a 1982 T140E Triumph Electro. By the early 1980s, the original Triumph motorcycle company was in a death spiral. The Electro, an electric start motorcycle, was an attempt by Triumph to counter Japan’s moto success. It was too little and too late, but it was a valiant and magnificent effort. The Jameson’s Electro is the first I have ever seen.

A Triumph Bonneville Electro, a gorgeous motorcycle.

The Electro’s colors are magnificent. Note the timing/cam cover casting, enlarged to accept an electric starter.

Japanese street bikes of the 1970s and 1980s are well represented, including several that showcase the engineering accomplishments and marketing experiments of the era.

The Jameson has stunning Kawasaki two-stroke triples, in both 500cc and 750cc flavors.

Let the good times roll: Fiercely fast with acceleration measured on the Richter scale, and handling that could only be described as scary.

Before venturing into big-bore four strokes, Suzuki tried a couple of interesting and unconventional concepts. One was their rotary-engined street bike.

Kawasaki had air-cooled big bore two-stroke street bikes; Suzuki chose water cooling for their 750cc two-stroke triple. This bike was affectionately known as the Water Buffalo.

Trust me on this: The Suzuki water-cooled two-stroke triple is a mechanical engineering work of art.

Think CHiPs: Back in the day, the California Highway Patrol and many local law enforcement agencies used the Kawasaki KZ1000P police motorcycle. West of the Mississippi River, Kawasaki owned the police motorcycle market (Harley police motors dominated the police market east of the Mississippi). Jameson’s Classic Motorcycle Museum displays a Kawasaki KZ1000P, and the motorcycle didn’t have to travel very far to get into the collection.

The Kawasaki police bikes are beautiful. Their performance was considerably better than Harley’s, with better acceleration, better braking, higher top speed, and run-flat tires.

Jameson’s Classic Motorcycle Museum’s police Kawasaki came from the Pacific Grove Police Department, which is directly across the street from the Museum.

There’s a Bonneville Salt Flats bike, too. It’s a 1965 Honda CB-160 streamliner. My father’s first motorcycle was a 1965 Honda CB-160. I’m pretty sure this one is faster than my Dad’s bike.

As mentioned above, Jameson’s Classic Motorcycle Museum has a great collection of British motorcycles. BSAs, Bonnevilles, and Nortons were the hot ticket in the 1960s, and all three are well represented in the Museum.

A BSA Firebird Scrambler. BSA had this hot rod; Triumph had the Bonneville. The 1960s were a glorious time for British motorcycles.

My two favorite motorcycles of the many beautiful machines on display in the Jameson are the Triumph Electro described above, and an absolutely stunning Ariel Square Four. Ariel based the Square Four’s engine design on two 500cc twins in series, and the result was a visually-arresting motorcycle dominated by its engine. Finished in a deep maroon livery, the Museum’s Square Four is an amazing specimen.

An Ariel Square Four, a massive and impressive motorcycle.

A tighter shot of the Ariel Square Four engine. This is a beautiful machine.

Pacific Grove, California, is a nice little town bordered by the Pacific Ocean, the Del Monte Forest, and the City of Monterey. We rode out to the lighthouse and watched huge waves crashing into the breakers for a bit.

Looking down Forest Avenue, standing in front of Jameson’s Classic Motorcycle Museum. That’s the Pacific Ocean out there.

We fell in love with Pacific Grove, the coastal community in which Jameson’s Classic Motorcycle Museum is located. Everything about the place and everyone we met made us feel like we belonged there, including Staci and her husband, Russ. The town just feels comfortable and it’s a place we’d like to visit again. We enjoyed a fantastic lunch at Toasties, which was surprisingly reasonably priced (especially considering the area). I’m told that Pepper’s Mexicali Café’s burritos are world class. Both restaurants are within a mile of the Museum (Pepper’s is only a block away). Our ride into Pacific Grove took us past the Naval Postgraduate School and the Defense Language Institute; the ride back home took us along California State Route 68, California State Route 17, and the Chualar River Road through the Salinas Valley. It was all magnificent.

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India Revisited 2025

By Mike Huber

I first went to India in May of 2005. I was about to graduate Boston University after 9 long years (the 9-year part will probably make for another interesting blog) and knew it was time for a well-deserved break. At this point of my life traveling abroad was new to me, and I thought India would make for an excellent adventure with all its beauty and intensity. This trip would also allow me to forego physically going to a boring graduation ceremony (even though it was my own).

I had NO idea what I was doing as it was one of my first trips abroad outside of the Army. Well, the best way to learn is by falling down and skinning your knees, and boy my knees got tore up this trip (I am sure my paratrooper mates will have some smart ass remarks on that line). It was to be a once in a lifetime adventure (well, twice in a lifetime now).

The trip didn’t start smoothly. As we landed in Trivandrum, the southernmost tip of the country, I was exhausted since I had been up for 30+ hours. It was late May and the weather was hot and humid. All I wanted to do was sleep in a hotel with air conditioning. Eventually, I got my wish and found a hotel room. As a foreigner I was required to list my friend who was staying with his family as a reference. The hotel was located in a tiny village that was very remote. My friend pulled me aside as I was checking into the hotel and said he would pick me up in the morning “Don’t do anything stupid” were his parting words that day. Tall order indeed, but I was wiped and figured that behaving wouldn’t be too difficult.

When I awoke after a solid nap I was hungry and thought I would go get some food. I left the hotel still woozy from the long journey but found a street cart with food. As I began eating, next to the food cart I noticed quite a traffic jam building up. It seemed I was causing the traffic jam with all the attention I was drawing. They had never seen a white American before. Cars were stopping to take pictures of me and numerous people approached to have conversations. After about an hour of talking and singing American music with them it was time for me to return to my room for some more rest.

The following morning my friend showed up mad as hell. “I told you not to do anything stupid.” I was perplexed as to what he was referring to. Well, turns out I drew so much attention that an Indian Government Agency (he stated it was the equivalent of the FBI) had called him asking who I was and what I was doing in this remote Indian village. It was more of a health and wellness check than anything, which I could fully appreciate.

After a week I parted ways with my friend and began traveling through northern India on my own. This was when I got my first solid hit of culture shock, and it hit me bigtime. Being alone and traveling through the bustling streets of Delhi, Agra (to see the Taj Ma Hal), and the Himalayan mountain town of Leh would prove to be a wakeup call that was clearly overdue. There were no cell phones or Google maps to navigate by during this trip. Add to that the intensity of Delhi traffic and just the overall controlled chaos that overwhelmed every sense and came from every direction possible (and some directions I didn’t even know existed). It was sensory overload to the point that one day I cancelled all my scheduled tours and stayed in my hotel with the blinds down. It was that level of intensity just outside my hotel room. The mix of culture shock and wandering through these places alone made for anxiety I had never felt before. By the time I was packing to leave I felt as though this country had overwhelmed me so much that I was questioning my confidence in traveling.

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Where does the time go?

By Joe Berk

Wow, it’s March already. It seems like just a couple of days ago it was February. Seriously, though, the years are flying by. I had a bunch of things I wanted to mention, so this blog may meander a bit. Bear with me.

Baja John on the road to San Felipe back in 2005.

I got a note from Baja John yesterday. He’s down in San Felipe, which is not that big a stretch for him as he leaves down in Baja now. San Felipe celebrated their 100th anniversary this weekend and John wrote to tell me about it. Baja John, good buddy Marty, and I rode down there for San Felipe’s 80th anniversary, and if your Ph.D is in math, you know that means our ride was 20 years ago this past weekend. Those 20 years sure went by in a blur. It feels like that ride was maybe a couple of months ago.

John and yours truly two decades ago. I rode a Harley in those days. John rode a Virago. The BMW belonged to our friend Marty.

Man, I miss those Baja trips.

Speaking of time, I somehow made the Ball Watch email list. Their watches have a unique way of making the hands glow in the dark, which is kind of cool. I usually don’t find their style appealing, but Ball introduced a watch they call the Trainmaster a couple of years ago, and that one is beautiful. But at $2995 it’s not appealing enough (at least to me). I don’t need another watch. It sure is elegant, though.

The Ball Trainmaster. I would love to own one of these. It’s a GMT, too, one of my favorite watch types.

You may recall that several months ago we explained the origins of the expression, “Balls out.” That one means running flat out, and it is nontesticular in nature (it refers instead to a mechanical governor’s centrifugal balls being fully extended). It doesn’t have anything to do with Ball watches, either. But another expression, “on the Ball,” does. The official watch for railroads back in the 1800s was a Ball pocket watch (the same company that now makes the watch you see above), and if a train was running on schedule, it was said to be “on the Ball.”

Two Old Timers for $26 at Walmart! I already accidentally cut myself with the big one.

The pocketknife thing is in full swing. I thought I had just a few laying around in various spots in the house, so I decided to gather them up and put them all in one spot. I was a little bit embarrassed when I finished. I don’t need any more pocketknives. But that may not stop me. I have one more inbound, and I’ll probably stop after that. Or not. We’ll see.

More good stuff: I’ve had an old Savage 99 lever gun (chambered in 250 Savage) stashed away and neglected for several decades. Well, I finally dug it out a couple of months ago, and the neglect was obvious. It was rusty when I got it, but I let it get worse. Most of the rust is now off and it looks good. I bought some new 250-3000 brass cases and a set of Lee dies. I’m surprised I took this long to get around to the Savage, and I’m even more surprised at just how nice a cartridge the .250 Savage is.

A .250 Savage round in a Savage 99 rifle that is one year younger than me.

I haven’t finished the dialing in the load or the rifle, and I am already getting these kinds of results at 100 yards. The .250 Savage cartridge is a winner!

Another bit of misadventuring: I had a couple of old laptops that weren’t working and I’ve held off on tossing them for fear there might still be data on the hard drives. How do you wipe a hard drive so that whatever was there can’t be recovered? After a few minutes Googling the topic, it seems that the best way is to pull the hard drive and drill a few holes through the disk. Simply deleting the files or even using programs designed to eliminate whatever’s on there really doesn’t get the job done. I have a power drill, but I had a better idea. How about putting the hard drives behind a target and having at them with a .45?

Two guys getting blown away at the West End Gun Club. There was a laptop hard drive behind the head on each target.

ARX .45 ACP bullets meet hard drive. Yep, that worked.

Hard drives rendered unusable: Mission accomplished.

One more last item: You remember I told you about good buddy Lance and how well his end shake shims worked in my Model 60 snubbie. His company, TriggerShims.com, also makes bolt shims for .22 rifles I have two sets coming in for two of my .22 rifles, and I’m going to see how well they work.

CZ 452 Varmint and Remington Custom Shop Model 504 22 rifles. I’m going to try Trigger Shims bolt shims in both.

Stay tuned, and you’ll get the full report right here.

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A Tale of Two Pocketknives

By Joe Berk

My collecting bug has taken a turn. Instead of guns, motorcycles, bicycles, or watches, the latest craze is pocketknives. I’m not sure what drives the collecting bug (that is to say, what the underlying psychology is); that’s a topic for further research and when I feel like I can explain it, maybe a future blog.

I’ve been using pocketknives and inexpensive hunting knives as a filler/fulfiller on the reloading sites. I buy a lot of reloading components online from the big reloading supply stores (Natchez Shooters Supply, Midsouth, Midway, Powder Vally, and one or two others), and they all run frequent sales where shipping is free if the order crosses a $100 or $150 threshold. There are times when I’m under that threshold (sometimes by a lot) and that bothers me. I can’t pass up a bargain and I want that free shipping. I’ll use a knife to get me over the magic number. Most lately it was a Case large Stockman pocketknife.

The Case large Stockman with polished stainless steel blades. The blade on the left is the Spey blade. The other two are for whittling, cutting twine, or whatever suits your fancy.

I’m not sure why I wanted the Case, but as I started poking around on the Midway site for things to get me over $100, the Stockman popped up. And then it kept popping up. If I look at something once, I’ll start getting all kinds of emails offering it. Sometimes, I swear I can just talk about something and I’ll start getting emails with deals on that item. Siri is a nasty and nosy bitch who seems to hear everything.

The Stockman knife looked interesting. I knew I didn’t want plastic handles (they’re called “scales” by the knife people), and the Case knife had jigged bone. I didn’t even know what jigged bone was (other than that it was bone of some sort). I thought I wanted something made in America (Hack has influenced my thinking on such things, I suppose, unless something that’s made in China is a really good deal, and I’ll get to one a little lower in this blog). The Case Stockman is American made, and they offer it in two sizes. I didn’t know what a Stockman was, either, but the name sounded kind of John Waynish and I used to live in Texas. I saw that the knife was available in either a satin or high polish finish. I opted for the large Stockman with a high polish finish. It was $82, which took my $45 reloading supplies order handily over the $100 free shipping hurdle. Yep, they got me again with that free shipping gimmick.

The Stockman knife arrived a few days later along with the $45 of cartridge case corn cob polishing media (I like my ammo shiny). The knife is beautiful.

All the above got me to wondering: What is exactly is Stockman, and what is its history?

The story goes like this: Pocketknives are thought to have originally been invented five or six hundred years before the Christian era (that’s mind boggling, but I read it on the Internet, so it must be true). The Stockman style of pocketknife is thought to have originated around 1880 in the American West as a cowboy tool. I watched a lot of Westerns as a kid, so I feel pretty good about that. The Stockman has three blades, with one (the large one) having its own spring and two sharing a spring (the spring is the leaf spring thingamabobber that assists the blade going into its closed position and then holds it there). The long Stockman blade is for whittling. I’m an old guy with a penchant for the American West, so maybe I’ll take up whittling after I finish leaning how to play “Buffalo Gal” on the harmonica. One of the other two blades is a backup to the long one, and from what I’ve read it is the preferred blade for cutting twine. (I’ll pick up some twine on the next Walmart visit to check this out). And finally, the third blade, the so called “Spey” blade (spelled here as they spell it in the knife community) is for castrating young male bull calves. You know, spaying them. Ouch. I read this on the Internet, too (see above regarding veracity). I’m not going to touch this intended use. If you’re a rancher who needs help in this area, don’t call me.

I like my Case Stockman. I haven’t done anything other than look at it so far, but maybe I’ll whittle something later. As mentioned above, the Stockman is made in America, although truth be told, other made-in-China knives I’ve seen look just as good (Hack, that’s your cue for a comment or two). That brings me to the second pocketknife I recently purchased.

My new Marbles Scout King knife. I think it’s bigger than what I had when I was a Cub Scout. The uppermost blade is a screwdriver and bottle opener. The next one down is an all-purpose awl. The blade one up from the bottom is a can opener (think P38, and if you’re old enough to remember what that is, my compliments and thanks for your service to you). The bottom blade is for carving, cutting, and any of the other things you can do with a knife. It is a handsome knife.

It’s the Marbles (no, I haven’t lost mine) Scout King, and I came across it while I was reminiscing about the first pocketknife I ever owned. That knife was a Cub Scout knife. I have no idea who made it or where it went after I left the Cub Scouts, but I know I liked it. I played with it constantly. The first time I ever cut myself badly, it was with that knife despite all the admonitions from Mom and Dad (yes, I’m the guy who has to urinate on the electric fence…you know, just to see). While writing this blog, I looked for the scar from my Cub Scout knife (I thought it might add context), but the years have obliterated it.

When looking for a replacement Cub Scout knife, I found that I could buy an original on Ebay, but they all looked pretty rough and they were all expensive. Then I found there are a few companies out there still offering Scout knives. The Marbles knife was the only one offering polished stainless steel (I like shiny things) and genuine jigged bone scales (instead of plastic), and it had the added advantages of a stunningly low price ($15 and change) and free shipping. The decision was easy: Add to cart, buy now, and it was on its way from Chicago (by way of China). It arrived a few days later, and it’s beautiful. I’m a happy camper.

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It’s Miller Time

By Joe Berk

On our recent visit to Milwaukee, we visited the Miller brewery. It’s in the center of the city, right on West State Street, nestled in the town’s hills. Those hills will become significant in a moment when I tell you about the caves.

Our tour guide was a very energized guy. I can’t remember his name, but I can tell you he made the tour come alive for us. It was fun.

One of the first things our tour guide covered was the girl. She was present in several stained glass windows and a few other places.

Our guide, that interesting guy a few photos up, explained her history to us. The story goes like this: A.C. Paul, Miller’s advertising guy, got lost in the Wisconsin woods (as in good and lost, at night, in freezing temperatures). He had a vision of the Miller High Life girl you see above, perched on a crescent moon, pointing the way back to civilization. That vision (in various forms) has been in Miller’s advertising and branding pretty much ever since. Is it true? Hey, it’s a good story and it’s got something to do with beer, so who cares?

The Miller company goes back a long way, and in the old days, they used to store newly-made beer in the caves adjacent to the plant in the hills on West State Street. The advent of refrigeration made that unnecessary, but Miller still owns the caves. They’re part of the tour, and if you have an event (a wedding, a party, a Bar Mitzvah, whatever) they make a hell of a venue.

The photos you see here didn’t use any flash. I bumped the ISO up to 800. That, along with my 24-120’s vibration reduction capabilities and a bit of post processing in PhotoShop created the images you see here.

Miller has also has a cool party place (you can also rent this as a venue) in the main building. You can see that in the photo below.

Those glasses you see above were samples provided to us during the tour. The ones you see above were Miller’s Killian Red label. Folks, there were a lot of beer samples on this tour, starting with the very beginning of the tour in the Miller Visitor Center (it’s where I snapped that photo of the custom chopper at the top of this blog). The samples weren’t small, either. If you weren’t watching what you consumed, I imagine you could get a pretty good buzz on this tour. Me, I was watching what I drank, and I didn’t finish any of the samples. They sure were good, though. Miller beer is awesome.

After the stop above, we entered the actual beer factory. Our guide explained that folks are usually amazed when they see this part of the operation. There were hardly any people working in the plant.

I wasn’t surprised at the lack of people; in fact, I would have been surprised if there were people there. Beer production is a process-based industry, and most process-based industries are automated. The days of the LaVerne and Shirley show are long gone in the beer business (that show featured two women who worked in a Milwaukee beer factory).

Back in the LaVerne and Shirley days, they could have been employed by any of several beer companies in Milwaukee. Automation and consolidation changed all that. Today, pretty much all the Milwaukee beer companies are part of the Miller empire. Miller has something like 11 breweries across the country. There’s one not too far from me here in southern California. The regions they cover are divided geographically. Our tour guide told us that the plant we were in covers the Midwest. It produces 10 million barrels of beer annually, and 40% of the beer manufactured in the Milwaukee plant goes to just one city (and that’s Chicago). Those Chicago boys like their beer, I guess.

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Ponce de León, the Bisley, and 100-Yard Revolver Results

By Joe Berk

Fifty years ago I used to be a pretty good metallic silhouette shooter. I would like to return to that game. It would be nice to be 25 years old again, too, but that’s not in the cards. Metallic silhouette shooting, though…I think I can turn the clock back on that one.

Participating in a Fort Bliss metallic silhouette competition in 1976. One of the revolvers I shot in those days was a .44 Magnum Ruger Super Blackhawk (shown above); the other was a .357 Magnum Model 27 Smith and Wesson.

If you haven’t figured it out yet, that’s where this story is going. Ponce de León went looking for his fountain of youth. Me? I just want to knock over a few metal chickens, pigs, turkeys, and rams. Like I did 50 years ago.

My friends at the range are surprised when I shoot at 100 yards with a revolver. That’s because they’ve never shot a handgun metallic silhouette course. In that game, there are four courses of fire:

- - Chickens at 50 yards (10 shots)
  - Pigs at 100 yards (10 shots)
  - Turkeys at 150 yards (10 shots)
  - Rams at 200 yards (10 shots)

The targets are sized so that each subtends about the same angle. That means the pigs (actually, they are supposed to be javelinas) are bigger than the chickens, the turkeys are bigger than the pigs, and the rams are bigger than the turkeys.

The hardest target to hit is the turkey (it is narrower than the other targets); the hardest target to knock over is the ram (it is big and heavy). Simply hitting doesn’t count; you have to knock the targets over. The 200-yard ram weighs about 55 pounds. Back in the day, I used to be able to knock them over with a .357 Magnum. My load was a 200-grain cast bullet and 13.0 grains of Winchester 296. It was more reliable than a 240-grain 44 Magnum load because the .357 bullet is more aerodynamic and it retained more energy downrange.

I’ve been evaluating loads for the .357 Ruger Bisley for metallic silhouette competition, and load development is progressing. I’ve mostly been playing with Hornady’s 158-grain jacketed hollowpoint XTP bullet, but I’ve also tried their 180-grain XTP. In my Bisley the 180-grain Hornady is a very accurate load.

Hornady’s 158-grain XTP bullet (left) and 180-grain XTP bullet (right).

The two bullets are identical above the cannelure. The difference is bullet length behind the cannelure.

Two .357 Magnum cartridges loaded with the 158-grain XTP bullet (top) and 180-grain bullet (bottom). After loading, the cartridges appear to be identical.

I’ve been keeping track of the loads, the velocities, and the accuracy on 100-yard targets. The Bisley shoots best with the 180-grain Hornady XTP bullets and 13.6 grains of 296 powder. I used small rifle primers. I’ll try the same load with small pistol magnum primers to see if I get a velocity gain and if the groups get better. In prior tests with the 158-grain Hornady bullets, there didn’t seem to be a velocity increase in going from small rifle to small pistol magnum primers. We’ll see if the same holds true for the 180-grain bullets.

Here’s a 100-yard target with the actual size of the 100-yard pig overlayed on it. That silhouette is one I grabbed off the Internet. It is smaller than what I remember (and certainly smaller than any javelina I’ve ever seen, other than babies). But it’s useful for assessing my progress in getting a useable Bisley load. I used the 180-grain bullets for the group you see below.

A target shot at 100 yards, with a pig imposed on it. I think the actual target is a little larger. This isn’t a bad 100-yard revolver group, but I want to tighten it up.

Real javelinas are not quite that small, and they’re mean as hell. You don’t want to tangle with a javelina.

The real deal: Mamá Javelina con su bebé. Folks tell me I was in a bad spot when I took this photo. It was dark and I couldn’t see the javelina except when the flash fired. I didn’t know where to focus, so I just kept twisting the lens and firing successive shots. Only one was in focus. I didn’t know this lady was with her baby until I saw the photo later.

Winchester’s 296 powder is my preferred propellant as it usually gives great velocity and accuracy. Winchester 296 is prone to gas cutting, though. That’s what occurs on the underside of the revolver’s top strap (the part of the frame that goes over the cylinder). Hot gases and powder escape between the barrel and cylinder gap and cut into the frame. From what I’ve read, it tends to cut as you see in the photo below, and then it doesn’t get any worse. I think that’s because as the cutting gets deeper, the distance to the bottom of the cut increases.

Flame cutting on the Bisley top strap induced by hot 296 loads.

I’ve seen gas cutting in handguns after putting lots of 296-powered rounds through them (and that’s what I intend to continue to do with the Bisley). We’ll find out if it is self-limiting.

The plan is to continue to practice (a lot) and continue the load development effort. So far, 13.6 grains of 296 and the 180-grain Hornady bullet get the nod. Then I have to zero the revolver at 50, 100, 150, and 200 yards. Fortunately, my club (the West End Gun Club) has a range that goes out that far. Then I’m going to find someplace that has handgun metallic silhouette shooting and knock down a few targets. It’s going to be fun.

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Too Pretty To Fight?

By Joe Berk

The Harley WLA at the National Infantry Museum was a lot prettier than any other WLA I had ever seen, but I wasn’t impressed. It was way over-restored, finished in gloss OD green (something I had never seen on a WLA before). I couldn’t find anything in my research to show that any World War II Harleys might have had such a paint treatment. I found a reference that indicated Army administrative vehicles were sometimes painted gloss OD, but nothing about motorcycles.

Fancy leather. I doubt anyone ever sat in this saddle.

I once saw General William Westmoreland’s Cadillac Sedan de Ville in Washington, DC, and it was gloss OD. But WLAs had been out of service long before that, and in any event, when I spoke with General Westmoreland he didn’t mention anything about riding motorcycles. If anyone out there knows anything about WLAs with glossy paint, please leave a comment.

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An XR1000 Barn Find!

By Joe Berk

Boy oh boy oh boy! Talk about an interesting barn find! We all have regrets filed under “I shoulda bought that when I had the chance,” and in my case, one of those items is the Harley XR1000. I did a Dream Bikes feature on it a ways back, and as soon as I did, Joe Gresh let me know that he had been planning to do the same (I beat him to it).

I always thought the Sportsters had a cool look, and to me, the XR1000 was cool raised to an exponent. It did what it was supposed to in my mind: It evoked images of Bart Markel drifting around a half mile dirt track (which I actually saw many times at East Windsor Speedway when I was a teenager), and it made me want to be that guy.

On a whim, I typed “XR1000 for sale” on Google, and this popped up. Wow, talk about a barn find!

The ad text says it all:

2,486 ORIGINAL MILE INCREDIBLY ORIGINAL BARN FIND!!! Untouched “barn find” condition very original XR1000 in absolutely amazing condition! Although I am using the term “barn find,” this bike was properly stored in an attached climate controlled garage after being completely serviced and prepared for long term storage, including cylinder fogging, fuel draining, oil change, battery removal, and a full check over and service including: head and valve spring check by the Harley-Davidson dealer race program lead technician (back in the day), fork seals, brake fluid, chain lube, etc. We have tested all non-running systems including front and rear brakes, turned over the engine, lights, starter operation, horn, tires holding air, suspension compliance, etc. and confirmed all to be in proper working order. If the new owner would like us to fill the fuel tank and get the bike running, we would be happy to do that as well, or we will leave it as it is in “barn find” condition. It is up to the buyer’s preference. The condition of all the paint, chrome, and metal is excellent with only dirt and dust covering, no corrosion. The only slight surface corrosion I see is limited to the exhaust heat shields only and could easily be remedied. The rest of any “rust colored” things you may see is simply dirt that I have confirmed in a couple small spots will clean off. Of course, I can’t say the bike will look like brand new with a simple wash after sitting for 20 years, but I am saying the chrome and trim IS NOT corroded. The bike does come complete with 2 keys (one ORIGINAL Harley key), books and manuals, and some records from the Harley Dealership when it was gone through and fully serviced and readied for storage in 2005. The bike also comes with the original longer black mufflers, while the optional accessory shorter less baffled mufflers are currently installed on the bike. We purchased the bike directly from the previous older collector owner as part of a seven Harley-Davidson collection and rolled it out of his garage into our enclosed trailer and brought it here for inspection. I have described everything to the best of my ability and provided lots of detailed photos and information for your consideration. Please feel free to contact Jason for any intelligent unanswered questions if you are interested in purchasing the bike. Without a doubt an incredibly rare opportunity to own a piece of Harley-Davidson history, and the only one like it for sale nationwide.

Wow! Somebody buy this before my “Want” overcomes my “Need.” Will it get away? Man, $27K sure is a lot of money. But how much is $27K these days of $4/gallon gasoline and runaway inflation, anyway?

Like I said: Wow! Will there ever be another opportunity like this?

Check out these photos of this incredible find:

A special thanks to Jason for allowing us to use these photos and the description above. You can reach Jason at The Auto Livery (telephone 513-738-1115).

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Potato Potato Potato

By Joe Berk

Love them or hate them, there’s something about Harley-Davidson motorcycles that command attention, and during our recent visit to the Harley museum in Milwaukee, one of the exhibits that grabbed my attention was The Engine Wall. It had a magnificent display of Harley-Davidson engines including their big twins, their small twins, and other engines in the Harley family tree. I always found the evolution of the big twin engines mildly confusing, but this dramatic display cleared all that up. I grabbed a photo of each one and I thought I’d share them with you here on the blog.

F-Head (1911-1929)

The F-head engines were 61 cubic inches, and later, 74 cubic inches. These were Harley’s first v-twin engines, and they featured an inlet over exhaust valve configuration. What that means is that the intake valve was an overhead valve contained in the cylinder head (it moved down to let in the air-fuel mixture), and the exhaust valve was a side valve (or flathead valve) contained in the cylinder on one side (it moved up to allow the exhaust gases to escape). Inlet over exhaust internal combustion engine configurations (or F-heads) were fairly common in the early days of gasoline engines. If you draw the arrangement schematically, it sort of looks like an F (hence the name). The larger of the two Harley F-head models produced 11 horsepower.

V-Series Flathead (1930-1936)

The V-series flatheads were either 45 cubic inches or 74 cubic inches. They were sidevalve engines, which means the valves and their seats faced up and were located in the cylinders (not the cylinder heads), alongside piston (hence the sidevalve descriptor). This allowed the head to be basically flat (when viewed from the bottom), and that’s why these engines are called flatheads. It’s an old school design and it works well, but due to the twists and turns the intake and exhaust gases have to make and their poor heat dissipation, flatheads are limited in how much power they can produce. Harley would get around to fixing that in 1936 with the introduction of their overhead valve Knucklehead engine, but that would be down the road. Read on; we’ll get to that.

U-Series Flathead (1937-1948)

This was the second iteration of Harley’s sidevalve (or flathead) engines. There were two versions: The U and UL models (both had 74 cubic inches), and the UH and ULH (these had 80 cubic inches). The U series of engines were used for both motorcycles and Harley’s three-wheeled vehicles.

Knucklehead (1936-1947)

The Knucklehead was the first of Harley’s overhead valve engines, and the knucklehead name was derived from the valve covers’ appearance. Knuckleheads were made in a 61 cubic inch model and then in 1941, a 74 cubic inch configuration.

I’ve read that Knucklehead engines had serious oil leak issues caused by an overly complex rocker box cover (something Harley tried to correct with the next engine configuration, the Panhead). Knuckleheads had cast iron cylinder heads, which tended to make them run hot (cast iron does not dissipate heat very well). The Knucklehead motorcycles were the first Harleys that featured their distinctive Big Twin style, something that Harley has kept right up to present-day offerings.

Panhead (1948-1965)

The Panhead Harleys got their name from the valve covers’ appearance (they look like pans). This engine and the Evo engine (the engine that appeared two iterations later) are, in my opinion, the two best looking engines Harley ever made. In a major design shift for Harley, Panhead cylinder heads were made of aluminum, which improved heat dissipation and temperature control. The Panhead was intended to improve performance and address the oil leak issues associated with the Knucklehead. Did it work? I don’t know. I’ve never seen a Panhead Harley that did not leak. They sure are beautiful, though. The Panhead had a short production run, but it had a major impact on Harley styling.

The last year of the Panhead (1965) was the first year Harley had electric starting (that was when Harley introduced the Electra Glide name). My two ultimate dream bikes are the 1965 Harley Electra Glide and the Norton P-11 (which is discussed elsewhere on ExNotes). In my opinion, Panhead Harleys are exceptionally beautiful motorcycles.

Shovelhead (1966-1984)

1966 saw the introduction of another Harley engine, and yet another name based on the rocker box appearance.

I had a Shovelhead (a 1979 Electra Glide Classic). It was so bad I called it the Optical Illusion (because it looked like a motorcycle). My shovelhead Electra Glide was the worst motor vehicle of any type I ever owned (car, motorcycle, lawn mower, and Cox-.049-model airplane). It was constantly plagued by oil leaks and breakdown. It wouldn’t go a hundred miles without something breaking. After coming off a Triumph Bonneville, the Harley handled like a garbage truck. It would hang an exhaust valve every 4,000 miles, and as it was explained to me by the dealer, it was because when unleaded gasoline was introduced in the US, the valves would stick in the valve guides without the added lubricity provided by leaded gas. I don’t know if that was the reason or not, but in 12,000 miles, that bike needed three valve jobs (the first two were on the dealer with the bike’s 12,000-mile warranty; the third was on me because the bike had just over 12,000 miles. After paying for that last valve job, I sold my Electra Glide and I swore I’d never buy another Harley (but I did; see below). It was beautiful, though, and I wish I had kept it.

Evolution (1984-1999)

Harley got their act together on this one, and it was probably because they subcontracted the engineering to Porsche. Willie G drove a Porsche, and he knew they knew how to engineer engines. It was a good move. I had a ’92 Heritage Softail and it was a great motorcycle. My dealer? Not so much, but I guess it was all part of the Harley experience. I put a lot of fun miles on my ’92 including trips all over the US Southwest and Mexico, and I enjoyed riding it. The engine style was great, too.

In my opinion, the Evo engine was one of the two best-looking motors Harley ever made (the other was the Panhead; see above).

Twin Cam (1999-2017)

The thing most amazing to me about the Twin Cam engine was that Harley kept it as long as they did. It was basically a bust. Plagued by mechanical failures and overheating from the get-go, one had to be either ignorant or a masochist to buy a Harley with a Twin Cam motor. Cam failures, lubrication failures, and overheating were a fact of life if you owned one of these. The rear cylinder overheating issue was so bad that Harley incorporated a switch and an automated feature to shut down the rear cylinder if the engine got too hot. Amazingly and amusingly (at least to anyone with any mechanical smarts), Harley called activation of the rear cylinder shutdown feature their “parade mode,” with the implication that it was intended to accommodate riders who rode in, you know, parades. There were kits available to shield the riders’ legs from the intense heat the rear cylinder generated.

Twin Cam Rushmore (2014-2016)

This is a higher performance version of the Twin Cam engine that involved many changes, the most significant of which was liquid cooling for the cylinder heads on the Ultra Limited, CVO Limited, and Tri-Glide models (the models in which the radiators could be hidden; you can’t have a Big Twin Harley looking like a Gold Wing, I guess).

Milwaukee Eight (2017 to Present)

Harley joined much of the rest of the world in 2017 when they incorporated four valves (two intake, two exhaust) for each cylinder. Let’s see…two cylinders, four valves per cylinder…that makes eight, and Harley’s hometown is Milwaukee. Hey, the Milwaukee Eight! (At least the name makes more sense than the Rushmore mentioned above.) These engines had problems and Harley had recalls to address them. Wet sumping was a major issue, as was overheating. The Milwaukee Eight incorporated a plastic intake manifold, too, which also had issues. I like the name, though.

I thought the Harley Museum’s Engine Wall was very, very well done. Harley put a lot of thought and work into it, and as a mechanical engineer and former Harley owner, I enjoyed it. There’s the obvious: the actual engines on display. And then there’s the subtle: the slight tilt of that orange wall toward the visitors so that the engines were presented not an angle, but straight on as you tilt your head up to view the different engines. The colors are classic Harley: black, orange, and chrome. It’s one of the better displays I’ve seen of any type in any museum. The whole thing just works. Harley got The Engine Wall right; they did an awesome job.

As mentioned at the start of this blog, there were more engines on The Engine Wall. These included their smaller engines (for the Sportsters and the racebikes), their singles, and some interesting other twins. Keep an eye on ExNotes; we’ll show those, too.

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Dave Barr (12 Apr 1952 – 7 Nov 2024)

By Joe Berk

I first heard of Dave Barr on a motorcycle ride with Baja John and friends through the wilds of Tehachapi and Kern County. One of the riders in our group (an Air Force colonel) mentioned Dave’s book on a roadside stop somewhere out in the Owens Peak wilderness area. It had my attention immediately. The Internet was in its infancy in those days and when I made it home, I managed to find more about Mr. Barr online.

The site I found listed a book (Riding the Edge) and a phone number, so I called. I ordered several copies, one for me and others for friends. The guy on the other end of the line was Dave Barr himself and we had a nice conversation. As it turned out, Dave lived in Bodfish near Lake Isabella. One thing led to another and in that conversation, I arranged another ride to meet Dave in person. Good buddy Baja John rode with me.

Dave Barr and yours truly 20 years ago in Caliente, California.

It was a grand ride, starting in Caliente (on the magnificent Bodfish-Caliente Road) and then around glorious Lake Isabella with world traveler and living legend Dave Barr. Dave rode a Sportster in those days; his earlier ride was a 1972 Super Glide. Much has been made of the fact that Barr rode that Super Glide around the world as a double amputee, but it took only a few minutes knowing Dave to stop thinking of him as a double amputee and to see him as a fascinating and genuinely nice guy, and that’s what I remember about him.

Dave Barr’s book, Riding the Edge, is the greatest motorcycle adventure story ever told, made all the more significant by two facts. The first is that Dave Barr, the author, did the ride after losing both legs to a land mine in Africa; the second is that Dave did the ride on a beat up old ’72 Harley Super Glide that had 100,000 miles on the odometer before he started his run around the planet.

Dave Barr’s ride around the world took four years, mostly because Dave financed the trip himself. He’d ride a country or two, run out of money, get a job and save for a bit, and then continue. I first read Riding the Edge two decades ago, and it was the book that lit my fire for international motorcycle riding. I’ve probably read Dave’s book five or six times. The guy was and still is my hero.

Rest in peace, Dave. You inspired me and many others, and your memory will far outlast all of us.

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