1942 HARLEY DAVIDSON UL80 FLATHEAD
Papa Jay spent seven long years restoring this beautiful machine. This bike will run 60mph all day long. Papa Jay has ridden this bike several times to Hot Springs, Luckenbach and Lake of the Pines. Many other trips have been taken on this fine machine and he loves to ride all over Texas bouncing up and down on his "tractor" seat. If you want to know what Papa Jay looked like as a four-year-old on Christmas morning --- watch him ride this bike and you'll see!!!
1958 ROYAL ENFIELD INDIAN
"Extremely Rare Indian" only made in England for 2 yrs (Previously made in Springfield, MA). Its all Original Motorcycle. I was told a Wealthy Newspaper editor had approx 100 of these motorcycles made in England during the 2 year period. The RE Indians were exported with the Indian badges begining in 1955 although Royal enfield motorcycles were being sold by Indian dealerships as early as the late 1940s. John Brockhouse ended up with control of the Indian Sales Corporation after he aquired it from recievership in late 1953. He contracted with Royal Enfield to build models similar to ones thay had already been making, only subtle changes to mudguards, handlebars, etc. to accomodate the American operated dealership's requirements. This arangement lasted till 1959 when AMC purchased Mr. Brockhouse's interest in the Indian Sales Corporation. The AMC owned Indian Sales Corp then started marketing there own Matchless brands for a while untill they became financially insolvent.
1962 NORTON 650SS
The Norton 650SS was a British motorcycle made by Norton Motorcycles between 1962 and 1967 at Norton’s Bracebridge Street works in Birmingham. Developed from the Norton Dominator, the Featherbed frame was altered so that the top rails were closer together to create what became known as the 'slimline featherbed'. A 650cc twin carburettor engine was installed which was capable of 110 mph. The 'SS' stood for Super Sports and the 600cc models were discontinued to concentrate on production of the 650SS, which quickly earned a reputation as the best of the Dommies.
Norton produced a touring 650 in 1961 for export, sold in the U.S. as the Manxman. In 1962 the 650SS was developed for the home market and in the same year Norton launched the 745cc Norton Atlas as the main export model.
The 650SS was developed from the model 99SS, with the stroke increased from 82 to 89mm. Fitted as standard with twin Amal Monobloc carburettors with the intakes angled downwards. Twin exhausts replaced the 99SS two-into-one and the headlight nacelle was replaced with a modernised speedometer and tachometer. The 650SS was finished in a black frame with silver fuel tank and optional chrome fenders.
Norton produced a touring 650 in 1961 for export, sold in the U.S. as the Manxman. In 1962 the 650SS was developed for the home market and in the same year Norton launched the 745cc Norton Atlas as the main export model.
The 650SS was developed from the model 99SS, with the stroke increased from 82 to 89mm. Fitted as standard with twin Amal Monobloc carburettors with the intakes angled downwards. Twin exhausts replaced the 99SS two-into-one and the headlight nacelle was replaced with a modernised speedometer and tachometer. The 650SS was finished in a black frame with silver fuel tank and optional chrome fenders.
1972 BMW 75/5
For the 1970 model year, BMW launched three new models having engine capacities of 500 cc (R50/5), 600 cc (R60/5), and 750 cc (R75/5). The R75/5 could reach 110 mph (177 km/h). The "slash-5" series came out just in time to meet the rising demand for sport bikes. All so-called "/5" models were manufactured at BMW's factory in the Spandau suburb of Berlin, BMW having transferred all motorcycle production there from Munich in the late 1960s. BMW had stopped production in Munich of the last “Slash-2” models, with their Earles forks, kick starters, 6 volt electrical systems, antiquated brakes, and frames descended from pre-war BMWs for use with sidecars.
The new, “/5” series of BMWs offered a 12 volt electrical system, electric starters as well as the retained kick starter, telescopic forks, and improved brakes. The sidecar was no longer factored into the design, allowing for better handling. BMW also introduced with this model non-metallic fenders and tail light housings for the first time. The use of plastic and other non-metallic materials resulted in a motorcycle weighing only 463 lb (210 kg).
Model year 1972 saw the introduction of the 15 L (3.3 imp gal; 4.0 US gal) “toaster” tank with chrome side panels, so named because of its resemblance to a kitchen toaster. For the second half of the 1973 model year, BMW lengthened the rear swingarm 2.5 inch (6.4 cm), resulting in that is known now as the “long wheel base” 1973½ “LWB” models. This improved handling and enabled a larger battery to be installed behind the engine while retaining the kick starter.
The /5 series was the first series to be manufactured completely in Berlin, as by 1969 all of Munich's production capacity was needed for automobiles. "Berlin with its well-trained workforce was an obvious choice. So in 1969 the Berlin Plant started production of the all-new BMW /5 Series, a completely new design and construction following a modular principle all the way from the suspension to the flat-twin power unit."
"With the motorcycle — which, in the 1960s, had been almost forced out of the market by the automobile — starting to re-gain popularity in the early 1970s, production figures at BMW Plant Berlin began to increase rapidly. In 1970 no less than 12,287 units came off the production line and by July 1973, when the /5 model series reached the end production, a significant volume of 68,956 motorcycles had left the Berlin Plant, production increasing five-fold within just three years. Another highlight celebrated at the time was the completion of the 500,000th BMW motorcycle in the history of the Company."
The new, “/5” series of BMWs offered a 12 volt electrical system, electric starters as well as the retained kick starter, telescopic forks, and improved brakes. The sidecar was no longer factored into the design, allowing for better handling. BMW also introduced with this model non-metallic fenders and tail light housings for the first time. The use of plastic and other non-metallic materials resulted in a motorcycle weighing only 463 lb (210 kg).
Model year 1972 saw the introduction of the 15 L (3.3 imp gal; 4.0 US gal) “toaster” tank with chrome side panels, so named because of its resemblance to a kitchen toaster. For the second half of the 1973 model year, BMW lengthened the rear swingarm 2.5 inch (6.4 cm), resulting in that is known now as the “long wheel base” 1973½ “LWB” models. This improved handling and enabled a larger battery to be installed behind the engine while retaining the kick starter.
The /5 series was the first series to be manufactured completely in Berlin, as by 1969 all of Munich's production capacity was needed for automobiles. "Berlin with its well-trained workforce was an obvious choice. So in 1969 the Berlin Plant started production of the all-new BMW /5 Series, a completely new design and construction following a modular principle all the way from the suspension to the flat-twin power unit."
"With the motorcycle — which, in the 1960s, had been almost forced out of the market by the automobile — starting to re-gain popularity in the early 1970s, production figures at BMW Plant Berlin began to increase rapidly. In 1970 no less than 12,287 units came off the production line and by July 1973, when the /5 model series reached the end production, a significant volume of 68,956 motorcycles had left the Berlin Plant, production increasing five-fold within just three years. Another highlight celebrated at the time was the completion of the 500,000th BMW motorcycle in the history of the Company."
1972 BSA FIREBIRD SCRAMBLER
Conceived in 1968 as a dual-sport scrambler, the Firebird had morphed into a standard road bike by 1970. It was dropped from BSA's lineup in 1972.
Dual-sport bikes are hardly new. By some accounts, BSA launched the category in 1965 with its offroad-styled 500cc A50 Wasp and 650cc A65 Hornet. Three years later, the company introduced the Firebird Scrambler, its latest — and arguably best — variation on the theme. Trouble is, they forgot to market it, and the Firebird stalled.
Every old motorcycle has some history: sometimes it’s benign, and sometimes it’s not. Sometimes the story is written in service notes, title documents and repair bills. Sometimes it’s oral, passed on from owner to owner — although many sellers seem to prefer saying as little as possible!
Then there are the stories told in the metal: the patina of worn paint from leathers rubbing on a gas tank; rounded-off nuts attacked by mis-sized wrenches; telltale boogers of silicone oozing from a hastily fitted primary cover. All these speak to the past indignities suffered by our old iron.
Dual-sport bikes are hardly new. By some accounts, BSA launched the category in 1965 with its offroad-styled 500cc A50 Wasp and 650cc A65 Hornet. Three years later, the company introduced the Firebird Scrambler, its latest — and arguably best — variation on the theme. Trouble is, they forgot to market it, and the Firebird stalled.
Every old motorcycle has some history: sometimes it’s benign, and sometimes it’s not. Sometimes the story is written in service notes, title documents and repair bills. Sometimes it’s oral, passed on from owner to owner — although many sellers seem to prefer saying as little as possible!
Then there are the stories told in the metal: the patina of worn paint from leathers rubbing on a gas tank; rounded-off nuts attacked by mis-sized wrenches; telltale boogers of silicone oozing from a hastily fitted primary cover. All these speak to the past indignities suffered by our old iron.
1974 NORTON COMMANDO 850CC ROADSTAR
The 850 Commando was the last new machine from medium-sized Norton Villiers before the firm endeavored "ostensibly with British Government assistance" to assume control of the bankrupt BSA Triumph Group, which, with two large equally outdated factories, was an altogether bigger enterprise. It is a much labored tale, of course, but one that impacts on certain models, for no sooner were Norton and Triumph under way in the joint operation than it was felt the management's former sharp focus upon Norton who, until then, had traded profitably was seriously now diluted. BSA, as we know, failed to survive the merger, and the hiatus with unions at Triumph's old Meriden factory ensured that newly created NVT didn't produce any new models until 1975. Norton's 1974 build, therefore, was arguably the last of the pure Nortons! The original 750 Roadster, with options for 7 colors of fiberglass fuel tank, hit the market in 1970, proving an instant success in USA and elsewhere. Steel fuel tanks and front discs were added for the 1972 season and, given its momentum, there was little reason but to continue the Roadster, unchanged, but from 1973 fitted with the sturdier 850-motor. The 850, which actually displaced 828cc, employed the same transmission as before, but the motor itself was strengthened to give even better low down performance. In recalling that the 850 had originally appeared as a 500, designed by Bert Hopwood in 1948, contemporary magazine road testers were amazed with how little stress the 850's huge torque was delivered.
The Roadster's classic styling has regularly prompted two schools of thought. Folk either leave bikes stock, or go down the enhancement route. The Corbin Commando was entrusted to Colorado Norton Works who, to date, have earned an enviable reputation for the exemplary workmanship applied to dozens of individual Nortons. In this instance the menu to which they have adhered has resulted in one of the most balanced looking Commandos ever seen! A Corbin Smuggler seat and tail section is truly compatible with the horizontal lines, while upswept megaphone-mufflers, and flattish handlebars, contribute the necessary sporting flavor. Bob Trigg was the designer responsible for styling the Roadster; one of his several trademarks is a forward inclined engine. In Trigg's view the ungainly gaps resulting from a poorly positioned motor can destroy the looks at a stroke, but who'd disagree the 850's iron cylinder and alloy cylinder head fill the center of the frame to perfection? The black front fender, a mere blade, assists in weight reduction, as do smaller diameter alloy rims, although the wheels now wear larger section tires. In some further modifications from stock a single large-diameter disc, and Brembo caliper, take care of front end retardation, and the pair of late series Amals are a logical improvement upon the original Concentrics. Certain components carry a black finish, but Norton's magnificent polished alloy foot-peg carriers are retained.
The Roadster's classic styling has regularly prompted two schools of thought. Folk either leave bikes stock, or go down the enhancement route. The Corbin Commando was entrusted to Colorado Norton Works who, to date, have earned an enviable reputation for the exemplary workmanship applied to dozens of individual Nortons. In this instance the menu to which they have adhered has resulted in one of the most balanced looking Commandos ever seen! A Corbin Smuggler seat and tail section is truly compatible with the horizontal lines, while upswept megaphone-mufflers, and flattish handlebars, contribute the necessary sporting flavor. Bob Trigg was the designer responsible for styling the Roadster; one of his several trademarks is a forward inclined engine. In Trigg's view the ungainly gaps resulting from a poorly positioned motor can destroy the looks at a stroke, but who'd disagree the 850's iron cylinder and alloy cylinder head fill the center of the frame to perfection? The black front fender, a mere blade, assists in weight reduction, as do smaller diameter alloy rims, although the wheels now wear larger section tires. In some further modifications from stock a single large-diameter disc, and Brembo caliper, take care of front end retardation, and the pair of late series Amals are a logical improvement upon the original Concentrics. Certain components carry a black finish, but Norton's magnificent polished alloy foot-peg carriers are retained.
1972 BSA ROCKET III
On March 18, 1969, Birmingham Small Arms Ltd., once the world’s largest motorcycle manufacturer, crated up three new BSA Rocket IIIs and shipped them across the Atlantic to McBride Cycle in Toronto.
Introduced in 1968, the 750cc, 125mph three-cylinder Rocket III was crucial to BSA, whose future hinged on the bike’s success. Those were dark days for BSA, caught in a tsunami of new bikes from Japan that were flooding the market and eroding BSA’s once dominant position. The Rocket III was critically acclaimed by the motorcycling press, which labeled it the world’s first Superbike. But then in 1969 Honda released its revolutionary CB750 Four, and a new Superbike era was born.
Although faster and better handling than the CB750, the Rocket III failed to impress the buying public. Had it been introduced a few years earlier when it was first developed, it might have saved the company. Unfortunately for BSA, the new bikes from Japan continued to steamroll the market, and many of the new BSAs sat unsold in dealer showrooms. The last Rocket IIIs rolled out of the BSA’s Small Heath factory in 1972, when the company closed for good.
Introduced in 1968, the 750cc, 125mph three-cylinder Rocket III was crucial to BSA, whose future hinged on the bike’s success. Those were dark days for BSA, caught in a tsunami of new bikes from Japan that were flooding the market and eroding BSA’s once dominant position. The Rocket III was critically acclaimed by the motorcycling press, which labeled it the world’s first Superbike. But then in 1969 Honda released its revolutionary CB750 Four, and a new Superbike era was born.
Although faster and better handling than the CB750, the Rocket III failed to impress the buying public. Had it been introduced a few years earlier when it was first developed, it might have saved the company. Unfortunately for BSA, the new bikes from Japan continued to steamroll the market, and many of the new BSAs sat unsold in dealer showrooms. The last Rocket IIIs rolled out of the BSA’s Small Heath factory in 1972, when the company closed for good.
1972 TRIUMPH TIGER
Papa Jay found this 1972 Triumph Tiger "basket case" while at the 2010 Hot Springs Rally. This machine has been sitting under a tarp in a shed in Oklahoma for the past 32 years. Lots of work to be done here, but that's part of the fun Papa Jay has been finding "gold" in the hills of Oklahoma and Arkansas.
1975 NORTON INTERSTATE
The 850cc MK3 Commando was launched in March 1975. For the first time, it was fitted with an electric starter. At that time there were only two Norton models on the road, the "Mk.3 Interstate" and the "Roadster".
1978 LAVERDA JOTA (ITALIAN RACE BIKE)
the Jota was created by Roger Slater in 1976, using a tuned engine to raise the output to 90bhp at 8000rpm and top speed to a sniff under 140mph. It was definitely built for speed; the racing camshafts made trying to ride at anything under 3000rpm an unpleasant affair. The motor didn’t start to find its stride until 4000rpm by which time you’d passed the UK speed limit, and the stuttering exhaust grumble didn’t metamorph into a full-blooded bellow until 6500rpm or so.
Yet the Jota appealed to many riders who desired a European muscle bike. Its looks helped. ‘The Jota’s lines were almost universally regarded as handsome’ says Raymond Ainscoe in his Osprey Collector’s Laverda book of 1991. ‘There was an elegant three-into-two exhaust system. The paintwork was superb, and even the chrome was passable – both entirely uncharacteristic for Italian machines.
‘In 1976 this was the best sports motorcycle money could buy. But heavy, brutal and too much for many.’
At the time, Bike magazine agreed; ‘To get the most out of it the rider needs to heave the machine around with plenty of positive body language. Wring its neck down the straight, stick it into the corner and wrestle the beast down to where you want it. The long wheelbase makes the Jota understeer somewhat, widening the line through a bend. Don’t worry about that – just pull it down like you had your arms around its neck.’
Yet the Jota appealed to many riders who desired a European muscle bike. Its looks helped. ‘The Jota’s lines were almost universally regarded as handsome’ says Raymond Ainscoe in his Osprey Collector’s Laverda book of 1991. ‘There was an elegant three-into-two exhaust system. The paintwork was superb, and even the chrome was passable – both entirely uncharacteristic for Italian machines.
‘In 1976 this was the best sports motorcycle money could buy. But heavy, brutal and too much for many.’
At the time, Bike magazine agreed; ‘To get the most out of it the rider needs to heave the machine around with plenty of positive body language. Wring its neck down the straight, stick it into the corner and wrestle the beast down to where you want it. The long wheelbase makes the Jota understeer somewhat, widening the line through a bend. Don’t worry about that – just pull it down like you had your arms around its neck.’
1982 BMW R100RT
Papa Jay considers the '81-'84 range the "pick" vintage because in 1981 BMW introduced several key improvements including Nikasil cylinders, a new lighter flywheel/clutch assembly, and electronic ignition. The '81 thru '84's were also the last series of twin-shock models with all subsequent airheads featuring a monoshock swingarm and K-bike wheels and brakes.
1999 TRIUMPH TROPHY 1200
The Trophy with its option of three cylinder 885cc and four cylinder 1180cc motors has established itself as a definitive long distance tourer, offering the relaxed ergonomics essential in the class with outstanding weather protection. Yet the bike's sporting ability is still exceptional, making the Trophy the ideal choice for the rider who likes to push his machine hard as well as cover long distances.
The cylinder engines have proved themselves perfectly suited to the Trophy, with their high torque, more than adequate power and responsiveness to the throttle, making light work of heavy loads and mountainous terrain as well as offering hard acceleration and high speeds on demand. For 1999 the fairing upper and screen have been redesigned to reduce wind noise and buffeting without compromising weather protection, while the riding position has been subtly altered with new aluminium handlebars to put the Trophy at the forefront of touring bike comfort balanced against ease of rider control. A new, longer sidestand reduces the effort required to pull the bike upright, while longer gearing on the 1200 gives the bike an even more relaxed feel as well as improving economy. The fundamental appeal of the Trophy is unaffected - in addition to its class-leading touring credentials and sporting character, the mature single colour paint schemes finished off with chrome instrument and headlamp surrounds underline the sheer class of the machine. The purity of its uncluttered lines is unspoiled even by the pannier brackets, which are cleverly hidden even when the luggage is removed.
The cylinder engines have proved themselves perfectly suited to the Trophy, with their high torque, more than adequate power and responsiveness to the throttle, making light work of heavy loads and mountainous terrain as well as offering hard acceleration and high speeds on demand. For 1999 the fairing upper and screen have been redesigned to reduce wind noise and buffeting without compromising weather protection, while the riding position has been subtly altered with new aluminium handlebars to put the Trophy at the forefront of touring bike comfort balanced against ease of rider control. A new, longer sidestand reduces the effort required to pull the bike upright, while longer gearing on the 1200 gives the bike an even more relaxed feel as well as improving economy. The fundamental appeal of the Trophy is unaffected - in addition to its class-leading touring credentials and sporting character, the mature single colour paint schemes finished off with chrome instrument and headlamp surrounds underline the sheer class of the machine. The purity of its uncluttered lines is unspoiled even by the pannier brackets, which are cleverly hidden even when the luggage is removed.
2004 TRIUMPH BONNEVILLE
Few motorcycles are as evocative to so many as the Bonneville surely is.
For 2004 a new, crisp black engine finish adds a subtle counterpoint to the existing handsome, polished aluminium option. But no matter which way the Bonneville’s air-cooled 790cc twin-cylinder engine is dressed it combines a simple, timeless look with modern engineering techniques and materials. Both pistons rise and fall together – via a 360° crankshaft firing interval – so the classic feel and character of a British twin-cylinder engine is retained. To provide some modern-day civility, twin balancer-shafts add refinement.
Thus the present-day ‘Bonnie’ maintains a mechanical link to its distant forbears of the ’60s while at the same time providing a thoroughly modern engine with plenty of power. Its engine produces 62PS (61bhp) at 7,400 rpm. Ninety percent of peak torque – a very healthy 60Nm (44.3ft.lbf) – is delivered from 2,750 rpm and maintained through to the redline, providing smooth acceleration in any of the five gears.
Electrically heated twin 36mm carburettors feed the engine and are fitted with throttle position sensors. A pair of ‘peashooter’ style silencers deals with spent gases and enhances the traditional look as does the triangular engine cover and left-hand side clutch casing, which are quintessentially Triumph.
The Bonneville is an easy-to-manage motorcycle, thanks to a low seat height of 775mm – 30.5-inches – and similarly low centre of gravity. The tubular steel double cradle frame and box-section swingarm are immensely strong and the steering geometry (rake and trail are 29° and 117mm respectively) provides composure at speed as well as ensuring the Bonnie needs only light input at the handlebars. Manoeuvrability in an urban environment is excellent too.
Thoroughly modern tyres – the front is a 100/90-R19, rear’s a 130/80-R17 – and the braking set-up of single front 310mm disc and 255mm rear, both worked on by powerful twin-piston calipers, equates to thoroughly modern-day road-holding, handling and stopping. The Bonneville’s understated, single-tone paint schemes of Jet Black or Cardinal Red (polished engine only) adds an underscore of class to its classic lines. One thing’s for sure – Triumph’s twin matches authenticity and tradition to the needs of modern motorcyclists. And does it in style.
For 2004 a new, crisp black engine finish adds a subtle counterpoint to the existing handsome, polished aluminium option. But no matter which way the Bonneville’s air-cooled 790cc twin-cylinder engine is dressed it combines a simple, timeless look with modern engineering techniques and materials. Both pistons rise and fall together – via a 360° crankshaft firing interval – so the classic feel and character of a British twin-cylinder engine is retained. To provide some modern-day civility, twin balancer-shafts add refinement.
Thus the present-day ‘Bonnie’ maintains a mechanical link to its distant forbears of the ’60s while at the same time providing a thoroughly modern engine with plenty of power. Its engine produces 62PS (61bhp) at 7,400 rpm. Ninety percent of peak torque – a very healthy 60Nm (44.3ft.lbf) – is delivered from 2,750 rpm and maintained through to the redline, providing smooth acceleration in any of the five gears.
Electrically heated twin 36mm carburettors feed the engine and are fitted with throttle position sensors. A pair of ‘peashooter’ style silencers deals with spent gases and enhances the traditional look as does the triangular engine cover and left-hand side clutch casing, which are quintessentially Triumph.
The Bonneville is an easy-to-manage motorcycle, thanks to a low seat height of 775mm – 30.5-inches – and similarly low centre of gravity. The tubular steel double cradle frame and box-section swingarm are immensely strong and the steering geometry (rake and trail are 29° and 117mm respectively) provides composure at speed as well as ensuring the Bonnie needs only light input at the handlebars. Manoeuvrability in an urban environment is excellent too.
Thoroughly modern tyres – the front is a 100/90-R19, rear’s a 130/80-R17 – and the braking set-up of single front 310mm disc and 255mm rear, both worked on by powerful twin-piston calipers, equates to thoroughly modern-day road-holding, handling and stopping. The Bonneville’s understated, single-tone paint schemes of Jet Black or Cardinal Red (polished engine only) adds an underscore of class to its classic lines. One thing’s for sure – Triumph’s twin matches authenticity and tradition to the needs of modern motorcyclists. And does it in style.
2006 TRIUMPH SPRINT ST
The Sprint ST represents the very pinnacle of sports touring refinement. It's a bike that has never made compromises - it's defied them. It's a sports bike that covers distance, a touring bike that carves corners. It possesses a truly usable mix of poise, power and all-round practicality.
The ST's 1050cc, fuel-injected, three-cylinder motor has huge reserves of torque for linear, effortless drive in any gear and ample horsepower for when it's needed. The Sprint ST has an engine to revel in, to explore and, most of all, use to the full.
The Sprint ST has proved itself a class mover - in more than one sense - and is undoubtedly the shrewd choice of any rider looking for a versatile, all-round motorcycle with a sporting edge and real sense of style and panache.
The ST's 1050cc, fuel-injected, three-cylinder motor has huge reserves of torque for linear, effortless drive in any gear and ample horsepower for when it's needed. The Sprint ST has an engine to revel in, to explore and, most of all, use to the full.
The Sprint ST has proved itself a class mover - in more than one sense - and is undoubtedly the shrewd choice of any rider looking for a versatile, all-round motorcycle with a sporting edge and real sense of style and panache.
2008 HARLEY DAVIDSON DYNA LOW RIDER
Papa Jay surprised Shirley with this beautiful motorcycle for her 50th birthday. Papa Jay made sure he got every detail she had talked about on this bike. This machine has been ridden many miles and will travel many more with Shirley. Notice the smile on her face in every picture posted here.
Many friends, family members and neighbors participated in making this surprise party and REAL SURPRISE for Shirley!!! This is one event that will never be forgotten. Thanks everyone for helping Papa Jay pull this one off!!!
2009 HARLEY DAVIDSON ROAD GLIDE
Well, the misses can't have a new set of wheels and Papa Jay not have a set too. So Papa Jay got this wonderful ride complete with "the works". Shirley can hear his music with her helmet on and several car lengths behind him. This couple knows how to have a great time on the road!
BASKET CASES IN PROGRESS. PAPA JAY SEES BEAUTY WHEN HE SEES A BIKE IN ANY SHAPE....
1967 NORTON ATLAS FINDS HOME WITH THE POPE!
Papa Jay had heart palpitations when he saw this 1967 Norton Commando in the shed. It look many styrofoam ice chests and 55 gallon drums to get all of the parts and pieces of this beauty home. Every thing is there including the original chain that was a Planters Peanut can (which kept falling off and hitting Shirley's foot). Papa Jay and Shirley enjoy finding and bringing home new basket cases to make their collection unique.
Rust, dirt, broken? So what? Papa Jay loves a challenge and can only see the end product in his mind's eye.
No matter the condition of the bike, Papa Jay will take it home and restore it to its oringal status. No detail goes over looked.