Dream Bike: Honda MT250 Elsinore

The first motorcycle that I couldn’t hold the throttle wide open through the gears was a CR250 Honda Elsinore. I was around 16 years old and had ridden other 250s: Suzukis, Yamahas, 4-stroke Hondas. They were enduro bikes with heavy flywheels and mild porting. The Elsinore was a full-on motocross bike and I had never experienced a real, racing motorcycle.

When I left the line Wide-eFfin’-Open like I normally did the front wheel was climbing into the sky and at the same time the rear tire was shooting rocks and dirt 50 feet behind. The only thing that kept it from flipping over was lack of traction. Each time I shifted gears the front wheel came off the ground and a fresh torrent of debris issued forth from the squirming back tire. It was a breathtakingly fast motorcycle.

It was so light, so powerful, the engine ran clean throughout the rev range, and the suspension was the best I had ever ridden. The steering was telepathic and the bike could fly through the air like Superman. By the time I was topped out in 4th gear the bike was starting a slow, gentle weave and the two-track dirt trail I was on had grown very narrow. I had to lift. I never even made it to top gear. What a motorcycle!

The MT250 was not like that. It was a mild-mannered bike and Honda’s first modern two-stroke street bike. In the mid 1970s street legal, 250 two-stroke enduro bikes were wildly popular. Honda made a decent but heavy 4-stroke enduro.  To compete with the other guys Honda had to lose the valve train and build one of those confounded “Thinking Man’s” engines. Honda building a two stroke street bike was earthshaking news in the 1970’s motorcycle world.  It stirred up passionate opinions, like when Bob Dylan went electric.

The MT250 looked a lot like a real Elsinore except it had gauges, lights and blinkers. The gas tank was steel instead of artificially aged aluminum. The frame was regular steel not chrome-moly like the race bike. It even mixed the oil and gasoline automatically like Yamaha’s Autolube. All these changes added weight but you could get a plate for the thing and ride it to high school.

If my memory has not failed completely I remember the motorcycle magazines of that era being slightly disappointed with the new two-stroke Honda. How could such a milquetoast motorcycle come from the fire-breathing CR250 Elsinore? I guess they were expecting a motocross bike with lights. Eventually one of the magazines did just that. Here again, I may be imagining this but I seem to remember one of the magazines putting a CR250 top end on a MT250. And that was all it took. The heavy flywheel with the CR porting made for a fast, powerful 250 that wasn’t so abrupt that it would spit you off.

I loved the style of the first CR250s and there hasn’t been a better-looking dirt bike built. I’ll go even further: the early CR250 is one of the all-time best-looking motorcycles of any category since forever. The MT inherited a lot of the CR’s style and it flat looks great. The engine was a strange-but-cool, dark brown color and the exhaust pipe swooped banana-like along the right side of the bike.

“If you like the CR250 so much why don’t you just get one?” you may ask. Here’s the reason: the CR250 is a race bike, it’s an old race bike, but it’s still a race bike and fast as hell. I don’t need that kind of pressure at this stage of my life. The MT250 has all the style with none of the fear. I can ride the MT on the street to get to the trails; no need to load it into a truck. Hell, you could ride the MT across country if you wanted to.

Honda’s MT250 never really took off and their low-ish used prices reflect that milquetoast reputation. You can pick up a perfect one for $2500 and a decent daily rider for under $1500. Not counting the very first bikes they built, Honda didn’t make many two-stroke street bikes. There was the MT125 and the NSR 400cc three-cylinder pocket rocket; no others come to mind. Were there any others?

My dream garage would not be complete without an MT250. It’s a bike I could ride around back country trails without fear of breaking down or flipping over backwards. The thing is as reliable as a Honda. While I’m dreaming I’ll think of the CR250’s incredible acceleration and just green-screen that vivid memory onto the background as I putt-putt down to the ice cream store for a fudge sundae.


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My Best Breakdown Story Ever

Nope, it’s not my breakdown story, and it’s not Gresh’s, either.  This one comes to us as a guest blog from good buddy Bob O, whom you may remember from his earlier blog about a custom handgun by TJ, another good buddy.  I’ll give you the link for that blog later.

Bob was a motorcycle messenger in an earlier life, and this story comes to us from those halcyon days of yesteryear.

Over to you, Bob!


It was some years ago, about 1983 or as kids today would call it, the ancient time before the common use of the Internet or social media. I was working as a motorcycle messenger here in Los Angeles. It was an interesting way to make a living. I had started out as an in-house delivery rider for a travel agency and then moved up to messenger services.  We were based in Century City in West L.A. on the land that had been 20th Century’s Film Corp’s back lot back before the movie industry shrank due to television.  I used to run all day long on the bike (typically about 200 to 250 miles a day). Pick up three messages in Beverly Hills going downtown, pick up one downtown going back to the west side, etc., etc., all day long.

Motorcycles are great for this kind of work in dense LA traffic. Lane splitting is legal in California and that in conjunction with ease of parking made bikes a lot more efficient than cars in both time and cost. I was running a Suzuki GN 400, a forgotten little 400cc single-cylinder street bike that they made for about 3 years. It was left over from the prior year’s production and they were being sold off at a bargain basement price. As I recall I paid $1123 for it brand spanking new. It wasn’t fast and it wasn’t flashy but it was fast enough for messenger work and was about as reliable as an anvil or the sun. And it just sipped fuel.  All in all it could have used a little more uumph power wise but it got the job done.

I lived in the Southbay area of LA which is in the southwest part of the county and the office was in West LA. If the dispatchers could they would try to get me a south run to help pay my way home at the end of the day.  This particular day I was in the office at about 4:30 that afternoon and the day was still frantic but winding down. My dispatcher called my name and told me he had an Orange County for me which was a good one money wise and also because it was southbound. The pick up was in Westwood going to Stanton in Orange County.

I took the dispatch ticket and went downstairs to my bike and off to Westwood I went with a big smile on my face. Got the pick up in Westwood and headed south on the notorious 405 freeway lane splitting merrily on my way through bumper to bumper rush hour traffic. I got to Artesia Boulevard in Torrance and doglegged across the Southbay to pick up the 91 freeway going to Orange County which is a distance of about 5 or so miles on the surface streets.

I was just getting on the 91 when suddenly my rear end started swinging wildly back and forth – Ugh!!!! Damn!!! I blew a rear tire!!  I made my way to the shoulder of the freeway and walked about a hundred feet to a freeway call box. Nobody in those days had cell phones then except rich people and they were the size of a brick so all we had were beepers duct taped to our back pack straps. I got on the phone with the Highway Patrol operator and was trying to get a driver to come and pick up the delivery I had as it had to be there. This was somewhat difficult as the office had closed and we were trying to arrange all this through relays of calls to a nighttime relief driver.

As I was waiting for the operator to come back on the line I heard a horn honking repeatedly. I looked down at the freeway onramp just below me and for some reason there was a guy in a white bobtail truck honking and waving at me. I ignored this friendly gesture as I was in the middle of a minor crisis and also had no idea who the hell it was and was still waiting for the Highway Patrol operator on the call box to come back on the line.

Much to my surprise, the truck did not continue onto the freeway but edged over onto the shoulder where my bike was and started backing up. Well, this required a bit of investigation as it obviously was more than just a friendly hello from someone just passing by, so I put down the call box phone and ran over to the bike while the bobtail reversed to about 20 feet away from the bike. I approached the cab of the truck and miracle of miracles it was a friend of mine who just happened to be getting on the freeway who looked over, recognized me, and stopped. “Hey didn’t you see me waving at you”? Um,…..well yeah but didn’t know it was you”. “So what happened”? “I blew a rear tire” “Hey, no problem, lets put it on the lift gate and I’ll get you home.”

Well, we did just that. Up into the bobtail the Suzuki went, it got tied down, and my bud took me to the stop in Stanton to drop the package and then dropped me off right in my driveway in Redondo Beach. As he drove away I was kind of thinking to myself “did that really just happen or am I dreaming?” Well, it did happen. Sometimes you just get lucky. Real lucky.


That’s a great story, Bob.  Thanks for sharing it with us.  Ride safe and keep your powder dry.

As promised, here’s the link to Bob’s other post.


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I knocked over a vending machine…

I travel a lot.  It’s all secret missions, you know.  Litigations, defense industry work, secret manufacturing processes, and the like.  Don’t tell anyone. Some of my clients insist that I fly first class.  Hey, the customer is always right and if that’s what they want, that’s what I do.  But first class air travel sure isn’t what it used to be.  At least within the US.  It used to be that first class meant you got on the airplane first, an attractive young person took your carry on stuff and put it in the overhead bin for you, that same attractive young person would take your jacket and hang it up for you, someone else would bring you a plate of heated nuts (on a real plate, not plastic or paper), they’d ask what kind of drink you’d like (I always went for 100% blue agave Tequila, whatever you have, please), and all this was within maybe 60 seconds of getting to your seat.  And the meals…wow, they were heavenly.  Like you’d get in a restaurant.  Real food.  Real dishes.  More booze.  Cloth napkins.  It was real, you know, first class treatment.

Today?  You gotta be kidding me, I thought when the guy came around with my “lunch.”  It was a cardboard container with maybe four or five cellophane snack bags.  Like Mom used to put in my lunch when I went to elementary school.  I took the offerings the first time this happened, thinking it was a lot of snacks before they served lunch.  As we neared our destination I realized:  That was lunch.  I asked if their catering service just knocked over a vending machine.   I figured if they are giving me a first class snack, I’m going to give them first class sarcasm.


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Mentors: Woody Peebles

One of the influential people in my life was Woody Peebles. Woody worked at Admiralty Marine down on Shelter Island in San Diego, California. Woody lived on the ocean side of Point Loma in a beautiful, two story home that overlooked the Pacific Ocean. My memory is slightly faulty but I think he was one of the principals, or maybe the owner of, an electronics company called Wavetek. When I started working at Admiralty he was no longer involved with Wavetek and was essentially retired. Woody didn’t need any money; he was well off and I think he hung around boats just to be near people. He was an outgoing personality and chatted a lot.

Woody was an electronics genius, which is different from electrical wiring like the Saturn 5 is different from a bottle rocket. We didn’t work together at first. He did electronics and I worked in the mechanical side of Admiralty Marine. The shop began selling a lot of Onan generators and also installed Electroguard corrosion control systems. Woody was having a hard time keeping up with the growth in that end of the business so I’d get pulled off my mechanical duties to help Woody.

Helping Woody was about as much fun as you could have and still call it work. In the morning we would load up the truck for our day’s jobs and take off from the shop like we meant business. Within a block or two Woody would say, “I’m a little hungry. Want to stop and get breakfast?” Of course I did. We’d pull into a restaurant, settle into a booth, order coffee and shoot the breeze. That would be my second breakfast but I could eat all I wanted and never gain weight.

After an hour or so we would go to the actual job. At noon we would knock off early to beat the lunch rush and we haunted The Red Sails Inn nearly every day. They had a really good house salad with a great salad dressing that made me wheeze. Must have been the nitrates. Rosie was our waitress. We would ask which table was Rosie’s and then go sit at that table.

Besides eating, Woody would take the time to explain complex electronic circuits to me while we were supposed to be fixing some poor bastard’s boat. He was forever drawing out circuits on napkins that had nothing to do with the job at hand. It was like a free, college-level electronics course so I lapped it up. I learned about wave soldering, circuit board etching and to think of a printed circuit board as one component, a single part, instead of a collection of electronic bits.

Woody was never in a rush; his concept of time was a revelation to me. Before Woody I was always on someone else’s time, hurrying and stressing to not be late; pressing to meet some other guy’s idea of how long a job should take. I didn’t own my time. Woody had an entirely different way of marking time. He would step into or out of the workday with ease. Sometimes he would just leave the job we were on, “I’ll be back later.” and off he would go.

Working with Woody made me realize that my time was as important as the next guy’s. Jobs weren’t something you did in a fixed amount of time. In fact, time itself became irrelevant and you measured success by completing the work, not beating the clock. If we were taking too long on a particular job I’d start fretting and Woody would say, “Don’t worry about it, I won’t charge for my time.”

This fungible sort of timekeeping was a fundamental change in my concept of income. Before Woody, I was always trying to work more hours to make more money. Once I learned that I could bend time to my will I no longer needed an hourly job. I didn’t need a business to pay me by the hour. In fact, the hour, my benchmark for self worth, was nothing but a man-made denomination. Days weren’t 24-hours long any more, there was only breakfast, lunch and dinner.

My new way of thinking made it possible for me to quit Admiralty Marine and start a boat repair business. I still kept track of my time and charged by the hour but the pressure was off, I could always adjust the bill later. Customers didn’t tell me how long I had to do a job, I told them what I was going to charge them regardless of the hours involved. I may have run out of time on a job but I never fell behind again: I was always right where I should be.

Woody and I left Admiralty Marine around the same time. I started Gresh Marine and tripled my income on the very first day and I was still billing half of what Admiralty was charging for my time. Woody hooked up with Wayne and Walt, also known as the Gold Dust twins. The Gold Dust twins were independent operators who had a loose affiliation when one or the other needed a second set of hands. The three W’s formed a company called Associated Marine but it was mostly in their minds. Each W did their own thing and would bill each other if they assisted on a job.

Woody must have missed me because after a year or so the three W’s asked me to meet with them to discuss a merger. I went to the meeting. The deal was, Associated Marine was going to rent a building at a marina on Mission Bay. All four of us would split the rent, insurance and other business costs. We would still be independent operators with the added benefit of having a crew you could call upon if you needed help for a big re-wire project or a new boat build.

Wayne, a tall, gangly guy told me that I’d have to raise my rates to make them compatible with the rest of the Associated Marine members. They didn’t want me undercutting them. This meant another doubling of my income. Thus began a several year run of bliss. I loved having a shop to work out of instead of my tiny basement. I met my future wife. I bought a house and my first brand new motorcycle. I spent money as fast as I made it but I was young: that’s what young folks are supposed to do.

Bit by bit, Wayne and Walt sent Woody and I out on more of their jobs. They kept us very busy, so busy we never had time to build our own customer base. I began to realize I had switched from working for Admiralty Marine to working for the Gold Dust twins. Maybe that was their plan all along. Still, the money was good and I was having fun working with Woody so I kept at it.

We never had a receptionist at Associated Marine.   An answering machine handled incoming calls and if anyone of us were in the shop we’d answer and take notes. One day I walked in the shop and Wayne’s daughter was in the office manning the phones. We didn’t pay her much but it was another cost of doing business.

Walt wanted an outboard motor dealership so he managed to get Suzuki to make us dealers. Then we needed inventory. With the Suzuki’s came warranty work, which was paperwork intensive. I became an outboard motor mechanic even though I hated the damn things. These changes happened without my input. I was too busy working on Gold Dust jobs.

Then came Woody’s son, Woody Junior. Junior had lost his sales job and crash landed at Associated Marine. Junior was outgoing and gregarious even more so than his dad. Now when we went to breakfast there were three of us. And here I was thinking I was the son, you know? But Junior was the real son. He knew nothing about what we were doing at Associated Marine yet he was charging the same rate as the rest of us. Three men on a job was a bit much so Woody and Junior worked together just like me and Woody used to. I worked alone.

There was a bit of tension in the air. I felt Junior hadn’t paid his dues and was starting on third base so to speak, a base that had taken me many years of hard work to step on. Besides, he stole my Daddy and talked too much.

The situation gnawed at me and I became disgruntled. I mentioned to Wayne that since Junior was charging the same as the rest of us he should pay one-fifth of Associated Marine’s expenses. This blew up big time. Woody charged into a boat where Wayne and I were working and grabbed me by the shirt. “You little shit, stirring up trouble!” Woody screamed at me. Junior was behind me sheepishly saying, “C’mon dad, leave him alone.”

Woody was old and had a dicky heart. I was young and strong. It would be no contest. I was getting angry at him shoving me around by my shirt. I balled up my fist to smack him in the jaw and when he saw that he got even more enraged. “Don’t raise your fist to me!” he shouted, like he was yelling at his own son. My fist went down on its own accord. I thought it would have been nice if my fist had informed me in advance that it wasn’t taking my side. My initial anger had subsided and I was sad and worried that Woody might have a heart attack. Woody stormed off the boat with Junior staying a safe distance behind. Wayne was dazed, “What the hell was that?” He said. I didn’t understand the situation at the time but I had gotten the attention I desired.

You know how they say to be careful what you wish for? After a week or so Woody cooled off and apologized for shoving me around. He told me that he’d thought it over and that I was right. Junior became a partner in associated Marine and assumed his fifth of the expenses. Junior had breezed into the Majors without spending a day in the minor leagues.

From then on I generally stayed out of trouble and just worked but it wasn’t nearly as much fun as the old days. Woody, Junior and I did a few big boats together but Junior’s work ethic grated on my nerves. Junior became a passable electrician when he applied himself except he was always talking. I didn’t mind carrying Woody because I could do the work of two men. Junior was one body too many. I finally drifted away from Associated Marine and restarted Gresh Marine as an independent business.

I tried to find Woody online but came up with nothing. . He would be around 100 today so he’s probably not with us. Junior is still alive and living in San Diego. When I first met Woody all I could see was dollars per hour. I wanted a job, any job. I wanted to work for someone. I needed someone to tell me what to do next. After Woody and I parted ways I felt that there was nothing I couldn’t do and I feared nothing business-wise. After Woody I never had a job for the rest of my life and I managed to stay busy the entire time. Thanks, old friend.


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Admiral Gordon Smith

From time to time Gresh and I have written about a few of the great people we worked with over the years.  For me, Gordon Smith is at the top of the list.  Gordon was the real deal:  Movie star good looks, charisma, Ivy League credentials, war hero, successful senior executive, successful entrepreneur, and a man who deeply understood what leadership is all about.   I worked for Gordon in the early ’90s, lost track of him for a couple of decades, had dinner with him about 3 years ago, and learned of his passing about a year and a half ago.  Gordon had 92 years on this planet so I guess he got his money’s worth, but knowing he is gone makes the world seem a lot emptier.  He was a little frail when we last met, but he still had his razor sharp mind, his Boston accent, his full head of hair, and his amazing wit and gracious charm.

Gordon Smith as a young naval aviator.

Gordon Smith was a naval aviator (a carrier pilot and commander) who flew 244 combat missions in Korea and Vietnam.  He’d been shot down, he’d been run over by an aircraft carrier after a failed catapult launch (keel hauled, he called it), he’d been decorated for valor numerous times, he was one of the top people in Naval Intelligence, and the list goes on.  I can’t do his Navy career justice here, but I strongly suggest you take 5 minutes and read the tribute one of his fellow admirals wrote.  I’ll give you a couple of links at the end this blog.  Trust me on this:  Gordon Smith was one hell of a man and a true leader.

Commander Gordon Smith in action aboard the USS Oriskany.

How I met Gordon is an interesting story.  I had been laid off at Aerojet Ordnance and I took a lower level job at Sargent-Fletcher, another So Cal aerospace company.   Sargent-Fletcher was a nice company but I wasn’t happy with the culture there and after six months, another offer floated in for a VP-level job in Orlando (it came about as a result of my earlier job search).  So off I went to make my mark in Florida building military lasers, where I loved the work but hated the area.  Central Florida, to me, was heat, humidity, and cockroaches so big they fought you for the covers at night (the Floridians call them palmetto bugs, but you can’t fool me; those things were cockroaches).   I knew I had to get back to southern California.  I don’t mean to insult anyone with my comments about Florida, but it is what it is.  You’re young; you’ll get over it.  Mea culpa.

The call came in from Sargent-Fletcher early one Friday morning after I’d been in Orlando for six months.  They hired a new president (that would be Gordon Smith), he heard about my brief pre-Orlando stint at Fletcher, and he wanted to meet me.  On Saturday, the next day.  It was a redeye flight, I forgot to bring my dress shoes, and the next morning I was in Gordon’s office in a suit and tie and my running sneakers.   We had a good interview and he asked me what I wanted.  I gave my Miss America answer:  A meaningful position, a chance to make a contribution on a winning team, you know, the standard Miss America “I like long walks on the beach and I want to work for world peace” bullshit interview response.

Gordon smiled.  “I mean money,” he said, rubbing the fingers of his hand like he was counting cash.  “How much do you need?”

Gordon Smith around the time I worked for him. His leadership skills were incredible.

Hmmm.  I guess I should have thought about that earlier, but truth be told, I had not.   I gave an obscenely high answer, which I regretted even before I finished saying  it.  I was desperate to get back to southern California, and I just blew it, I thought, by being greedy.

Gordon smiled.  “The number I had in mind was…” and then he offered $2K more than what I had said.   I kind of locked up mentally.   Let’s see, I thought, he asked how much I wanted.  I said X.   He came back with X plus $2K.  I had studied negotiation tactics.  It wasn’t supposed to work that way.  I didn’t know what to say.  Gordon smiled.  He knew.

You should never accept a job offer immediately, but what could I say?

“I’m your boy.”

“What are you doing for dinner?” Gordon asked.  My mind was still thinking about what had just happened.  I had a flight back to Orlando the next day.  I told Gordon we hadn’t made any plans, and he said, “Good, come to my restaurant for dinner.”

“Sure,” I said.  “You already have a favorite restaurant here in So Cal?”  I knew he had just become the president at Sargent-Fletcher.

“I own a restaurant here,” Gordon answered.

“You own a restaurant?”  Sometimes, I can be incredibly smooth.

Gordon’s restaurant was the Nieuport 17, and it wasn’t just a restaurant.  It was one of the swankiest dining experiences in the world.  It had (as the name implied) an aviation motif.  When Sue and I pulled up and gave our keys to the valet, a tall, elegant man in an exquitely-tailored suit approached.  “You must be Joe, and you must be Sue.  I’ve heard so much about you.”  It was Wilbur, Gordon’s Nieuport 17 partner and co-owner.  Wilbur escorted us in to the lobby, which was decorated with photos of famous aviators and astronauts.  Gordon’s picture hung on that wall.  Wilbur saw me eyeing the photos.  My gaze fixed on one autographed by Neil Armstrong.  Yes, that Neil Armstrong, the first man on the moon.  “Neil is usually here,” Wilbur said.  “If he’s in tonight, I’ll introduce you.”

Gordon joined us and asked if we’d like a tour of the restaurant.  It was awesome.  All the wait staff were dressed in some sort of pseudo-Navy nautical uniform.  The chefs and their helpers damn near snapped to attention when we entered the kitchen.   It was “Good evening, Admiral,” and “How are you this evening, Admiral?” all around.  All hands were on deck.

When we (we being me, Sue, and Gordon) sat down for dinner, Wilbur came over and asked if he could join us.  “I haven’t had dinner yet,” he explained.  Sure, no problem.  Wilbur asked what we liked best from our prior visits, and I explained it was our first time in the Nieuport 17.   Wilbur showed some surprise, and then he held his arm up and snapped his fingers.  Suddenly, there were at least eight waiters and waitresses at our table.  “Bring Sue and Joe a sampler of everything on the menu,” Wilbur ordered, and the wait staff went to battle stations following those orders.   We weren’t hungry after sampling literally every main course, but hey, I couldn’t be impolite.  We both went with the chicken with Morel mushrooms.  It was heavenly.

I spent four years at Sargent-Fletcher, and on every one of those days I couldn’t wait to get to work in the morning and I always stayed late in the evening.  I hired on as the QA director, and then one morning Gordon called me to his office to tell me he had just fired the engineering director.  “Wow, that’s a bold move,”  I said.  “Who’s going to run Engineering?”  Gordon looked at me and smiled.  I knew.  I had a new job.  “Okay,” I said, “but who’s going to take over Quality?”  Gordon continued to look at me and smile without speaking.  Okay, so I’d be wearing two hats for a while.  A year or so later, I had another call to come to Gordon’s office, and he told me he had just fired the Operations director.  “Wow,”  I said.  “Who’s going to run the plant?”  Another Gordon smile, and now I was wearing three hats.  I loved that job, we had the plant back on schedule in short order, and Gordon kept showering me with raises.  His idea was to pay people more than they thought they were worth.  It worked.  But that wasn’t the best part. Gordon would tell me what he felt the company needed; he never told me how to go about making it happen.  He knew how to lead. Find the right people, pay them more than they think they want, then get out of their way.   It was awesome.

Here’s the link about Gordon’s career I mentioned earlier.   If you would like to read about Gordon’s decorations for valor (including the Silver Star), those are here.  Rest in peace, Admiral Smith.  You earned it.


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The Boogie Woogie Bugle Boys of CSC

“Time’s fun when you’re having flies,” as the frogs like to say.

Susie and I were headed north in the Subie and we stopped at the In-N-Out in Gilroy.  I had an Animal Style burger.  We had just had a nice telephone conversation with Steve Seidner, CEO of CSC Motorcycles.  The two events had me thinking about the California Scooter Steve donated to the In-N-Out foundation.  I realized that had been 11 years ago.  Time speeds up as we age, I think.  It feels like it was yesterday.

Steve donated a custom built bike to the In-N-Out charity auction every year during the California Scooter days, each one painted with a custom theme, with all proceeds going to the In-N-Out Foundation.  That year, the good folks at In-N-Out asked us to base the color theme on Melanie Troxel’s In-N-Out funny car.

Melanie Troxel’s In-N-Out Funny Car.

The 2011 In-N-Out California Scooter was simply magnificent. Chrome Lucky 13 wheels, custom paint, a painted frame, a custom seat…ah, the list went on and on.  I watched Lupe and Tony put the In-N-Out bike together and it was a hoot.

That year’s In-N-Out dinner and auction was awesome.   I met one of the principals in the In-N-Out founding family who took me in tow and explained what the auction was all about, the prizes, and bit of the family’s background.  She is a most charming woman…bright, attractive, and articulate.  The CSC bike was the major item to be auctioned that year, she explained, and it brought a good chunk of money into the In-N-Out charitable foundation.  I met and chatted with Melanie Troxel, the In-N-Out funny car driver, who is bright, articulate, and attractive (are you sensing a theme?).  I asked her what it was like to pilot a funny car, and with a wink, she told me it was over before you realized it.

That was quite a night.  Those were good times.  And those were interesting little motorcycles.  We rode them all the way to Cabo San Lucas and back.  Yep, we rode to Cabo and back on 150cc motorbikes (you can read that story here).  And it all happened more than a decade ago.  It seems like it was yesterday.  Or did I mention that already?


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Movie Review: The Many Saints of Newark

The Many Saints of Newark is a movie that spoke to me on many levels.  I’m from New Jersey, I’ve watched every episode of The Sopranos probably four times or more, I’m a James Gandolfini fan, I grew up in New Jersey when the Newark race riots occurred (which figured prominently in The Many Saints of Newark), and there are scenes in and around Bahr’s Landing, arguably the best seafood restaurant in the world.  Ah, where to begin.

Michael and James Gandolfini, both playing Tony Soprano. James Gandolfini went to Rutgers, as did I and many of my friends in New Jersey.

For starters, the movie is the story of Tony Soprano as a kid and then a teenager.  The Many Saints of Newark is a prequel.  The young Tony Soprano is played by none other than Michael Gandolfini, James Gandolfini’s real son.  Michael Gandolfini’s looks and his mannerisms make him completely believable as a younger version of the mob boss.  I can’t imagine the pressure on this young man as an actor to play the role well.  My compliments and thanks to you, Mr. Gandolfini.  You succeeded and your father would be proud.

Tony’s mother, Livia Soprano.
Corrado Soprano, aka Uncle Jun, then and now.
Silvio Dante. In the Sopranos, Steven Van Zandt played Silvio.
Big Pussy, who turned turned FBI informant and was later whacked by Tony Soprano.
Pauly Walnuts. In real life, the guy who played Pauly had been a real mobster.
Bahr’s Seafood Landing in Atlantic Highlands, New Jersey. I had dinner there just last month. In my opinion, it’s the best seafood restaurant on the planet.

Most of the characters in The Sopranos are shown in their earlier years in The Many Saints of Newark, including Silvio Dante, Pauly Walnuts, Tony’s mother, Tony’s sister Janice, Big Pussy, and others.   Whoever did the casting on this movie did a very good job; the actors in each role were completely believable as younger versions of themselves.  They were superb.  The actors must have spent considerable time studying The Sopranos.  Their accents, their mannerisms, their speech patterns, their expressions, even the way they walked brought back memories of The Sopranos series.  It was an incredible set of performances.

In addition to the actors shown above, the late Ray Liotta actually played two roles, but I don’t want to spoil the movie for you.  He was good in both.

You can watch The Many Saints of Newark on Netflix for $7.99 or you can get it on Amazon, and trust me, it will be money well spent.  I give The Many Saints of Newark two thumbs up only because I don’t have more thumbs.  When the movie ended, it closed with the theme music from The Sopranos (emphasizing its place as a prequel), and that was a nice touch.


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A Janus Halcyon 450 Teaser

Boy oh boy, I get to do some cool things.  Today’s blog is a quick teaser for an upcoming story on the new Janus Halcyon 450.  I won’t spoil the fun other than to say my last stop during a recent trip to Indiana was Janus Motorcycles, where I had an awesome plant tour and a ride on the new Halcyon 450 motorcycle.  It was great.  The motorcycle was impressive; the company even more so.  I’m a big time Janus fan, having ridden their 250 Gryffin model through southern California and northern Baja with a couple of Janus big wheels (you can read that story here).   I was pretty sure the 450 would be a wonderful motorcycle, and I was right.

Stay tuned, folks.  There’s a lot more to this story.


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CHiPs!

In the 1960s and 70s, you couldn’t turn on a TV and flip through the channels without encountering a cop show.   Hawaii Five O, Kojak, and more.  TV series had shifted from westerns to police drama, and TV was what many of us did in the evening.  Basically, we watched what the entertainment industry brainwashed us into watching.   It’s no small wonder a lot of guys my age wanted to be cops when they grew up.  Rick Rosner (a TV producer and one of the certifiably-smartest guys on the planet…Google him and you’ll see) was also an LA County Reserve Sheriff’s deputy.  One night while on duty during a coffee break (a donut may have been involved), he saw two CHP motor officers roll by.  That’s how and where the idea for CHiPs was born:  Motorcycles.  Southern California.  Police.  All the right pieces fell into place.

I had just returned from a year overseas (where I enjoyed nonstop good times during a 13-month party, courtesy of Uncle Sam) when CHiPs first aired in 1977.  It was hokey…the music, the scenes, the premise of nearly every episode, but it was motorcycles, and I never missed an episode.  The series ran for five or six years, and it featured two main characters:  Ponch Poncharello (played by Eric Estrada) and Jon (played by Larry Wilcox).  Their sergeant, Joe Getraer (played by Robert Pine) was also a regular on the show.

Guys like Gresh and me know that running a Z-1 Kawasaki through soft sand, up and down stairs, and other motoshenanigans doesn’t make a lot of sense (EDIT:  Maybe I’m wrong about this…see the video at the end of this blog).  But we’re mere mortals.  Ponch and Jon made the big Kawis behave in every episode.  It was all part of the story, and it was all set in and around Los Angeles.  That’s one of the reasons, I think, many of my early experiences in So Cal were like deja vu all over again when I moved here.  I’d seen all these places in CHiPs before I left Texas and came to California: Angeles Crest Highway, Malibu, downtown LA, the Pacific Coast Highway…the locations and the motorcycle scenes were burned into my brain.

Susie was putzing around on Facebook the other day when she found a local community bulletin board that said the CHiPs stars would be here for autographs and photos.  Did I want to go?  Hell, yeah!

Larry Wilcox, aka Jon Baker, signing a photo for me. He seemed like a genuine nice guy. In real life, Wilcox was a Marine in Vietnam who served in an artillery unit.  Wilcox is a year or two older than me.

The CHiPs show had a motor sergeant (Sergeant Joe Getraer) who was played by Robert Pine.  Pine was there as well, and he was happy to pose for a photograph.  Mr. Pine is 80 years old now.

Sergeant Joe Getraer, played by Robert Pine, who had a full time job keeping Ponch and Jon in line. Pine, like Estrada and Wilcox, had a welcoming personality. It was a fun day.

Erik Estrada was a central character in the show, the one who was always in some kind of trouble with Sergeant Getraer.  Ponch (his nickname, as in Ponch Poncharello) and Jon no doubt influenced a lot of guys to apply for jobs in the real California Highway Patrol.  The real California Highway Patrol had a real motor officer and a real CHP BMW at this event, along with a couple of patrol cars.

Susie and Erik Estrada.  All three of the CHiPs stars allowed everyone to take as many photos as they wanted.  There’s nothing pretentious about these guys.

There were a lot of things I enjoyed about this event.  We had to wait in line to get up to the table for autographs, but the wait wasn’t too bad and the event wasn’t rushed at all.  The weather was nice and it was a fun way to spend a Saturday morning.  Pine, Wilcox, and Estrada chatted with everybody, and Mr. Estrada walked the length of the line several times apologizing for the wait and telling us they were going as fast as they could.  There were a few people in line who were disabled, and Ponch helped them maneuver up to the picture-posing area (he was very friendly).  All three of the TV CHiPs seemed to have the same personalities as the characters they played 50 years ago, with Estrada being the most mischievous (and, where the ladies were involved, the most flirtatious).

I asked Estrada if he still rode and what kind of motorcycle he had.  It was a topic he wanted to talk about.  “Ponch” told me he sold his Harley Softail 20 years ago, and that he now owned one of the six Kawasaki police motors used on the show.  “The Teamsters gave it to me,” he said.  I thought that was pretty cool.

The other stars in the show were southern California, the California Highway Patrol, and the Kawasaki Police 1000 motorcycle.  I imagine CHiPs did a lot for CHP recruitment, and the Kawasaki police motorcycles did a lot for Kawasaki (in both the police and civilian markets).  It was a brilliant bit of product placement before product placement became a thing, and it led to a nearly complete bifurcation of the police motorcycle market.  Departments east of the Mississippi River stuck with Harley-Davidson, and departments west of the Mississippi went with Kawasaki (although that has changed in recent years).  If you are wondering how I know that, I did a fair amount of research for The Complete Book of Police and Military Motorcycles when I wrote it 20 years ago.

The Complete Book of Police and Military Motorcycles is back in print and you can purchase a copy for a low, low $9.95.


Whoa…check this out…it just happened yesterday right here in LA.  Who’d a thought?  The CHP on full dress Harleys chasing down a guy on a Kawasaki KLR 650, and staying with him on the freeways, splitting lanes, on surface streets, and off road.  These are CHiPs legends being created as this blog was being written!

Whatever the two CHP officers’ names are, you can bet they’re being called Ponch and Jon now!


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ExNotes Review: Site Advertising

In the good old days of paper magazines a writer could break even or make a little money from a story. That money was paid upon publication. Those days are mostly gone. There are only a few motorcycle magazines left. For a reader, that’s a good thing: Only the best writers are still being published in a condensed, paper format. There is no need to buy a dozen magazines as all your favorite authors are paddling in one of three lifeboats: Rider, Roadrunner or Motorcycle Classics. For the rest of us the modern Internet format requires a scramble for revenue. It’s a battle of pennies, clicks and views.

The ExhaustNotes.us website is truly a labor of love. It began when Joe Berk and I found ourselves at loose ends. Berk retired from his job of promoting CSC Motorcycles and I was dumped (along with everyone else) from Motorcyclist magazine when they re-styled the magazine in a futile attempt to save the sinking publication. Berk still has his gig at Motorcycle Classics but the man writes zillions of words a day. He needed another outlet for his creative juices. I had given up writing and was standing around watching concrete cure. I tried to get on at Motorcycle.com and had a few stories published there, but budgets are tight in the Internet motorcycle content business. From this journalistic crossroads the ExhaustNotes.us website was born.

If you factor in our time, ExhaustNotes.us doesn’t really pay. Berk handles all the mechanics of the site and we have a web guy that does some magic behind the scenes stuff. Then there’s a cost to host the website. On the plus side, the site earns money from the advertisers and gets a fraction of a penny when you purchase an item from Amazon links in our stories. We don’t do a lot of Amazon linking as it’s such a small amount of revenue it’s hardly worth the bother.

The big bucks come from the Google ads you see sprinkled around ExhaustNotes.us stories. We have no control over these ads. Google places them according to some algorithm that uses words in the story to determine what type of ad is shown. For example, one of Berk’s gun stories will cause gun ads to appear. Jeep stories will attract Jeep ads. If I do a story on the Yamaha RD350, Asian foot-fetish ads or penis-enlargement ads will pop up. Come to think of it, maybe that’s only on my screen view. We even had to delete an ExhaustNotes.us give-away story because Google flooded the story with fake contest-entry forms. We didn’t want readers to be scammed.

This is where you, the reader, comes in. ExhaustNotes.us gets paid from Google each time you click on one of their ads. You don’t have to buy anything like Amazon links. Usually the revenue from Google ads varies from $1 to $10 on a good day. That’s not a lot but over a month it could add up, you know? Anyway, Berk has a pretty good idea of how much money comes in and ExhaustNotes.us would like you all to participate in a money-grabbing experiment.

Here’s the deal: After you read an ExhaustNotes.us story, click on the ads that are inserted in the story or above the story. It doesn’t have to be a current story; one from the archives works just as well. Each time you click on a Google ad we get a fraction of a penny or 35 Dodge coins, whichever is more. Share the ExhaustNotes.us story to your social media. You never know when something will go viral and ExhaustNotes.us will earn $25 in a single day. The more people that view a story mean more clicks and more ad revenue.

As I edit this story it sounds like I am complaining about the writing business. That’s not the impression I want to leave you with. I’m fine with not making money from writing but being fine with it is not the same as accepting it. I’m looking for a steady revenue stream, man. Berk says we have written over 1000 stories on ExhaustNotes.us and that’s a lot of writing. Even if Berk did 80% of it that’s still 200 more stories than I would have written if ExhaustNotes.us didn’t exist. When Berk first started ExhaustNotes.us I asked him why we should go through all the hassle. Berk told me:  Writers gotta write.  And so we do.

Keep on clicking those Google ads, my brothers.


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