RD350 Yamaha Update

The 1974 RD350 has been faultlessly buzzing around south-central New Mexico these last few months without any attention. The old girl was dribbling oil and banging around on her front suspension and the tires that came on the bike were old and cracked. In addition, the rear 4.00×18 tire was too large and rubbed the fender over bumps. The bike kind of bobbed in turns and I didn’t want to take a long ride on those rotten tires. I needed to give the old bike some love.

What held me back was the Harbor Freight tire changer. I was in the middle of modifying the tire machine and I just lost interest. The monsoon rains have precluded any concrete work so I decided to finish the tire machine.

One of the issues with the HF tire machine is that the center shaft is too big for older motorcycles. The center shaft is a pivot point for your duck bar or tire levers. Most new bikes come with big axles and the stock part will work fine on those. I cut a piece of ½” rod 12-inches long and turned out a spacer to go between the factory center bar and the new ½-inch piece. My welding is atrocious but you have to cut me some slack as I can’t see the puddle and weld by sound. Now I can center-post smaller diameter axles without anyone crying about it.

The HF tire machine has three rim-grabber things. Two of the grabbers are pinned into place and one is screw driven. When it works right it really locks the wheel in place, essentially giving you a second set of hands. The grabbers were a sloppy fit on their square-tube arms and it’s hard enough getting all the fingers lined up at one time without stuff moving around. Shimming the grabbers with thin aluminum tightened up the machine and made fitting the rim to the grabbers easier.

While not required for the skinny RD350 tires, I made a duck-bar to assist with bead removal. The duck is a plastic piece that fits over the rim. You use a lever to pull the bead up over the duck’s head and then slide the duck along the rim with the duck bar. The plastic helps prevent scarring your nice chrome or aluminum rims. Needless to say, use lots of tire lube as the first ¼-way around the rim is a hard pull. The duck is actually a part from commercial tire changing machines and it works great on wider rims like you’d find on a sport bike or cars.

I made a steel piece to fit the bolt holes of the duck and welded a 4-foot long, 1” square tube to the duck mount. It’s also an ugly weld but thanks to the miracle of grinders and thick paint it doesn’t look so bad. I messed up by welding the bar to the duck foot square, or at 90 degrees to the bolt axis if that makes any sense to you. This meant that it didn’t sit flush to the curve of the rim when using the center pivot. The pivot point was right where the bar wanted to be.

A quick bending session tweaked the duck-bar enough to be functional. I’ll get it right next time. The duck-bar worked well on the back wheel of the RD350 but the front rim was too skinny. There wasn’t enough room for the duck so I did it the old fashioned way with tire levers.

I bought two Shinko SR712P tires for the RD350, a 3.00×18 for the front and a 3.50×18 for the rear. These are the stock sizes and they don’t rub the fender. The rear looks pretty skinny, I’d like to get a 3.75×18 but I can’t find one. I’ll need new brake shoes for the rear drum but that will have to wait for another maintenance session.

The fork seal replacement was pretty straightforward and so I managed to screw it up. The RD350 has a chrome cover over the brake hose manifold. This cover makes loosening the lower triple clamp pinch bolts impossible unless you remove the top triple clamp and the headlight fork ears. Then the chrome cover can slide up allowing access to the pinch bolts. That was way too much work for me so I decided to pull the sliders off and leave the rest of the fork on the motorcycle.

The RD350 fork slider has a very thin seal retaining area and when I gave the seal a gentle exploratory pry a tiny piece of the damn fork tube cracked by the snap ring groove. I was so upset I didn’t take a photo. Anyway, I worked the cracked piece off and filed the area smooth to make it look like it was made that way. I was temped to do the other side to make them match.

I ended up clamping a big, galvanized carriage bolt into the vice; the head fit behind the seal nicely. Then I cut a piece of PVC pipe that fit over the thin area and contacted the solid part of the fork tube where the dust cover stops. After that a rubber hammer knocked the seal out. It was clear sailing from then on; I reassembled the fork sliders onto the tubes and dumped 5 ounces of 10/30 synthetic motor oil into each fork leg.

For the little amount of work I did the difference was amazing. The RD350 falls into turns with the greatest of ease and holds the line like a supermarket customer getting cash back from a personal check. It feels like power steering. The bounciness is gone and the bike feels much calmer. Now that I can push the bike a little harder those cheap, aftermarket rear shocks are showing a lack of damping. I didn’t notice it before because the front was bouncing so much. The tires are skinny but feel like they grip well. I don’t road race on the street but if I did I could hustle the purple RD350 through the mountains pretty fast.

There’s more to do on the RD350 but I like riding the bike so much I don’t want to disable the thing. I have to fix a leaking oil tank sight glass, re-grease the steering head bearings, replace the rear brake shoes, clean the carbs, and on and on. All that can wait because the sun is out (in the morning before the monsoon rains) and I’ve got to ride this bike.


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ExNotes Product Review: The VJMC Magazine

The 1970s were the golden years of motorcycling. New and exciting motorcycles poured out of Japan at dizzying speed, so many new models that it was all the moto-magazines of the era could do to review them all. The surge of new motorcycles changed the focus and content of motorcycle magazines for decades to come. It was all motorcycle reviews all the time. Multi-bike shootouts became necessary as there weren’t enough pages or time to give each new bike a thorough review.

Expanding on the motorcycle-review theme, the magazine industry began to review more and more motorcycle accessories and motorcycle related products. You’d get a new moto-mag issue in the mailbox and the entire thing seemed like one big sales pitch: You must buy this! The hard sell made sense for an advertising-based income stream. Besides, who didn’t like reading about the latest and greatest motorcycles? I sure liked it.

We review a lot of junk here on ExhaustNotes; it’s an easy way to fill empty space with empty words that don’t require much creativity. The Internet has taken over written and video reviews for all topics, motorcycle or not. Those old style, review-heavy magazines failed and became unreadable Internet product shilling sites. It’s telling that two of the largest remaining paper motorcycle magazines, RoadRunner and Rider, focus more of their content mix on the experience of riding and owning a motorcycle.

Testing and reviewing motorcycle stuff is still a worthwhile occupation but as Revzilla-type, retail/editorial web sites become the new normal you have to wonder how unbiased a review can be when the publisher makes the lion’s share of their income from selling you the item they are reviewing. In a lesser way, ExhaustNotes makes a few pennies when you buy a reviewed product from that Amazon link we include in a story. Now, a few pennies won’t make us biased but what if it was thousands of dollars?

Which brings us to the VJMC magazine. The VJMC is a really well done club magazine that harkens back to moto-mags from the 1940s. Editorially, the VJMC mag sells nothing. The content mix is vintage event reports, how-to articles and nostalgic look-backs into those heady, Japanese motorcycle invasion years. In other words exactly the stuff I like.

The VJMC magazine uses premium glossy paper that is thick enough for gasket making. How-to stories are extremely detailed and if you’re not into that sort of stuff you may find them tedious and boring. I’m into that sort of stuff. Event stories have plenty of photos and lists of winners (typical club magazine stuff).

A big surprise for me was how many vintage Japanese motorcycle parts and service providers advertise in the magazine. Most of them were news to me and I spend a lot of time looking for parts. I’ll have to try out some of these guys that I’ve never heard of before.

Let’s face it, you don’t buy motorcycle magazines looking to read Hemingway and you’re not going to get Hemingway in the VJMC mag. You will get workmanlike prose that conveys the intention of the author. I’m guessing VJMC mag doesn’t pay their authors much, if anything. It’s more a labor of love. Still, the magazine works.

It’s been years since I’ve had a motorcycle magazine show up in my mailbox. It was quite a thrill when I opened the box and saw the VJMC mag inside. Kind of like the old days when Motorcyclist or Cycle Guide would show up. The paper motorcycle magazine is all a part of the vintage motorcycle experience and really sets the tone for a quick spin on the RD350 or RT1-B. To get the VJMC magazine you have to join the VJMC motorcycle (club? gGroup?) and you’ll get 6 issues a year for your $35 entry fee. It’s worth it to me, so you must buy it!


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A Colt Visit

The city of Hartford in Connecticut is Mecca if you are a Colt fan (as in Colt firearms), and I sure am a Colt fan.   I grew up seeing Colt .45 sixguns in western movies when I was a kid and I got my first Colt (a .45 ACP 1911 Government Model) when I finished college (and I’ve never not owned at least one Colt since then).  I have no tattoos, but if I were going to get one it would be the Colt logo.

My Colt 1911 has been sending lead downrange for 50 years.

I made a friend in the Colt company when reviving the MacManus award.   I had to be in Hartford recently for a symposium and I told my Colt buddy I’d buy him a beer.  He suggested a tour of the Colt factory.  That was an opportunity I could not let pass.


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The original Colt plant (the one built by Sam Colt) is a National Historic Site.  Time did not permit visiting it, but I could see the blue dome above the old plant from my hotel window.

The original Colt manufacturing facility on the banks of the Connecticut River. I didn’t get to it, but the next time I’m in Hartford I will.

The modern Colt factory is a few miles from downtown Hartford.  It’s what you see in the big photo up top, and it’s where I had the plant tour described in this blog.  The bad news is that photography is prohibited inside the plant (as a manufacturer of military rifles for the US and other countries, Colt can’t have photos of their production processes finding their way to the bad guys).  The good news is that I entered the inner sanctum.  I saw how the M4s, the M16s , the 1911s, the Single Action Armys, the Pythons, and all the other cool stuff are made.  As a manufacturing guy and gun guy with a defense industry background, it was one of the best days of my life.

More good news is that I could take pictures inside the famed Colt Custom Shop.  The Custom Shop is a small group of world class artists who assemble what are arguably the most desirable guns in the world.  Think engraved, gold inlaid, extremely expensive works of the gunmaker’s art.   Guns that are delivered to US presidents, wealthy collectors, and…well, you get the idea.  There’s a two-year waiting list for a Custom Shop Colt firearm, and when delivered, the ticket can exceed the cost of a new car.  On the secondary market, some have been known to exceed the cost of a new home.

Colt Custom Shop handguns, the stuff of dreams.
You can still purchase a brand new Colt 1903 through the Custom Shop. This one is exquisite. I owned one in the 1970s I bought it for $75 and sold for $200 a few months later, thinking I had done well.  Ah, the mistakes we make.
A Custom Shop Anaconda with an inlaid gold bear and extensive engraving.
A closeup of the above Anaconda’s engraving and gold inlay. It’s all done by hand with small hammers and tiny chisels.
An exquisite Single Action Army. The grips are giraffe bone.
A closer look.
Colt’s Custom Shop is producing a series of Single Action Army revolvers for the legendary Texas Rangers.  The Texas Rangers are the oldest law enforcement organization in America.
Colt has a process for making a new gun look aged.  It’s been applied to this Custom Shop Single Action Army.

This was my second visit to Hartford.  When I wrote The Gatling Gun nearly 30 years ago, I contacted Colt to ask if I could visit their archives (the original Gatling guns were built by Colt).   Colt referred me to the Connecticut State Library and Museum.  I went there and I was met by a Connecticut State Trooper who asked me a few questions, took my fingerprints, and ran a background check.   Satisfied I wasn’t a terrorist or a  KGB agent, he issued a laminated permit designating me an official Connecticut state historian.  That gave me access to the archives in a secure area of the Museum.  Poking around in there made for a fun day, and I used materials from those archives when I wrote The Gatling Gun.

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My visit to the Colt archives three decades ago was impressive.  I handled hand-written documents signed by Dr. Gatling and Samuel Colt.  It was a great day and a lifelong memory.   My recent visit to Colt factory and the Custom Shop (as described in this blog) made for an even better day.   A Colt tattoo….maybe that’s not a bad idea.


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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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