Thursday, June 28, 2018

Corsa Motoclassica 2018

I went from Oklahoma City to just short of Albuquerque and visited an old friend, Hurley Wilvert, a factory Kawasaki and Suzuki rider from the 70's.  Hurley and I got to talking about injuries, as old racers do, and he mentioned breaking his ribs with his elbow.  The light bulb went off in my head.  I couldn't understand how I had hurt my back when I fell at Hallett, but the elbow made perfect sense.  When I tucked the front end, my elbow would be cocked holding the clip-on and the plastic elbow cup in the leathers would land in the upper side/back and transfer all the weight to a small area.
I arrive at Willow Springs Fri. and Gary Roper had already set up in the garage with Karl Engellenner arriving in the afternoon.  In Gary's first practice on his Indian, the front wheel locked while braking down from the Omega and he fell, breaking his collar bone.  He went to the hospital in Lancaster and I picked him up mid day.  With him out for the weekend, his Velocette MAC was available and I readily agreed to race it.
Gary Roper's '51 Velocette MAC
Karl arrived with his and my ex-Mike Bungay Aermacchis and we unloaded and set up the garage.  I had my ERTT there also, which I didn't intend to ride, but was there for backup.
My original ex-works ERTT in foreground, my ex-Mike Bungay Aermacchi behind, and Karl's Aermacchi behind that.
Walt Fulton, III arrived Sat. morning and in his first practice on Karl's Aermacchi, fell and did minor damage to the bike and himself.
Walt Fulton III getting ready to race my ERTT (left) after Karl's Aermachi broke it's gearbox
In his 2nd practice, his gearbox broke.  The bikes use a modified street 5spd. gearbox, with an aftermarket 5th gear set, which brings the first 4 gears closer to 5th, making a good set of racing ratios.  It was one of these after market gears that failed, which was quite disappointing as we've had this problem before and Karl found a new source for the gearset; but apparently no more reliable.
 My practices had gone fine and I told Walt to race my ERTT.  We took a guess at the gearing  and put Walt's number on the bike.
My first race was on the MAC in Class C foot shift in the 2nd wave behind F-250, 200GP, and Historic Production Lightweight and ahead of Class C hand shift.  The Velo ran great and I was able to pass both of the Prod LW.s and 9 of the 200GPs to finish 13th overall and 1st in class.
Walt did a scrub lap on my ERTT to get familiar with it as he got no practice on it, though he had ridden it many years before in a parade lap at Daytona.
For the 350GP race, we were gridded in the front with Vintage Superbike Lightweight behind us in the first wave and 350 Sportsman, Classic 60s and Classic 60's 650 in the 2nd wave.  I got into a great dice with Pete Homan on his VSL BMW.  He had a little acceleration  on me and I had top speed on him, being on a narrow bike with a fairing and he having two cylinders sticking out in the breeze.  We went back and forth several times.  Then we came upon a back marker in turn #8.  Pete went to the outside of the lapee and I was to the outside of Pete.  It seemed that Pete moved over into me as maybe the lapee moved over towards him, or maybe the brutal wind blew him my way or blew me his way.  But, anyway the front of my fairing contacted  the rear of Petes bike and I ricocheted off the track at what certainly had to be over 100 mph.  I held it up for a while, trying to scrub off speed, but then went sky/ground/sky/ground/sky/ground.  It's not the speed, but he sudden stop that hurts you, and I had no sudden stop and was virtually unhurt.  The bike however, was a bit dinged up.
crushed Cone Engineering muffler
bent right clip-on, in addition to broken fairing and windscreen and dirt in the motor.
My crash allowed Walt to win the 350GP race on my bike and finish 4th overall behind two VSL bikes and one 350 Sportsman.
There was one race between this and the last race of the day, the 500 Premiere race and we quickly took Walt's numbers off the ERTT so I could race it.
The race was all one wave with the Motards in front of 500 Premiere and  500GP, Historic Prod. H.W. and 250GP behind.  I rode an uneventful, somewhat subdued race to finish 2nd in class behind Jeff Elings on a G-50 Matchless and 4th overall with the Motard winning overall and Jim Neuenburg, on  Fred Mork's KRTT Harley between me and Jeff.  My arch  nemesis and good friend Andrew Mauk ran out of gas on Keith Lieghty's CB450 Honda based Premiere bike.
Sunday, the wind was even more brutal than the typically windy Will-blow Springs.  I just  did one short practice on each bike.
In the Class C foot/hand shift race, I got into a duel with Ralph Wessel on his Indian.
Ralph Wessell's Indian Scouts
He had a little motor on me, but I could close up in the corners.  On the fifth lap of the 6 lap race, I was finally able to get underneath Ralph in the turn #5 downhill left after the Omega.  The track then goes to the right and over a rise onto the back straight.  I would shift into 4th right at the peak of the rise, making the front end light.  This is also where one would be exposed to the incredible wind coming out of the shadow of the hill behind the Omega.  This put the bike into a horrendous tank slapper that I couldn't save.  I got pitched over the front of the bike, with the bike then landing on top of me and grinding my right knee into the pavement and then the dirt.  When I finally came to a stop, the bike was on my left ankle and my right leg was hung up on something on top of the bike and it took me a long while to get out from under it.
The Velo MAC post crash
The race was redflagged and the ambulance came and picked me up.  We were able to get my tattered leathers off without cutting them.  I had a very, very deep abrasion/laceration just inboard and above my right knee cap.  The EMT asked if I wanted pain meds and I initially said 'let's wait, the endorphins are kicking in'.  But, when we got on Rosamond Blvd., I thought that they are going to really have to scrub this wound and I'm definitely going to need the opioids.  So, they put some fentanyl  in the I.V. drip.  15 minutes later, as we were arriving at the hospital, they gave me another dose of fentanyl.  In the emergency room, they did CAT scans and X-rays, which confirmed that I had a minimally displaced fracture of the left 8th rib from the Hallett crash, but no new fractures.  Then they gave me some morphine and injecting Lidocaine around the knee.  Then they gave me some more morphine and started scrubbing.  The nurse told me to 'breath in through your nose and out through your mouth', which she had been taught in labor.  It was still pretty intense.  When they were quite sure that they got the wound clean, the started stitching me up at two different depths.  They bandaged me up, gave me some antibiotics and oxycodone, some crutches and discharged me.  Gary Roper picked me up at the hospital that I had picked him up from two days before.  He took me to the motel in Lancaster at which AHRMA was having there board meeting the next day.  Monday, Mabel Haynes borrowed Luke Conner's rental car and drove me to the track, where my van had already been loaded by Lou Lebland, Kevin Burns and Art Kowitz and I was pleased to find that I could actually drive it, albeit with frequent stops to rest and elevate the knee.  So, I carried on with my original itinerary up the coast visiting friends and then back via I-80.
So, within 8 days, I had three days of racing and I crashed each day.  Not good.  I average about 3 crashes a year and this year I did that in 8 days.  I hope that means that I'm done crashing for the year.
We weren't the only ones to have problems at Willow as these thoroughly broken crankcase  from a British  twin show

a side view of the broken crankcases
Steve Arnett's 750SS Ducati upon which he won the F-750 class each day.
Virgil Elings had a very interesting twin cam 250 Moto Guzzi in what looks like a Norton featherbed chassis
it has a small outside flywheel
looks like a crankcase repair from a thrown rod
Sears Allstate Puch and Kawasaki G-3 90cc pit bikes

Tuesday, June 26, 2018

Hallett 2018

It's been ages since I've updated the blog for reasons that I'll explain later.
For many years, AHRMA held their race at Willow Springs back-to-back with a race at Sears Point, aka Sonoma Raceway.  For 2018, apparently Sonoma Raceway decided that they wanted to do something else with that weekend, so AHRMA held a race at Hallett Motor Racing Circuit in Oklahoma the week before the Willow Springs event.  I had always flown out to Ca. for the back-to-back races and raced bikes that lived on the west coast.  But this year, I decided to drive out.  I hadn't driven across the country in ages and I had heard good things about the Hallett circuit.  I had raced the CT1 Yamaha built by Dennis Latimer, from Oklahoma City, several times at Barber and NOLA, and he was keen to race it without having to drive thousands of miles.
Dennis Latimer on one of his creations, a superb 175 Yamaha
 Dennis brought two almost identical CT1s and I tried them both in Friday practice.
The first had no tachometer and the suspension felt stiff and the front brake wooden.  The second CT1 had nicer suspension, but the motor felt more peaky and was geared too tall.  I went to go out on my H-D ERTT, but the end pulled off the throttle cable that I had just made.  Denny Poneleit and Paul Germain repaired it for me with silver solder and I was able to get out for the last practice and confirm that my gearing was too tall.
Sat. We had no on track activities because of rain. Not thunder and lightning, not a hurricane, just rain. The AHRMA rule book says “every attempt will be made to race in the rain”, but the wimps canceled the race because of rain. We sat around all day smoozing and watching the MotoGP qualifying and the first MotoAmerica race from COTA.
Sun., we got back on the track and I start to pickup the subtitles of the track.  Hallett is a short circuit (1.8 miles), but is challenging with 10 turns, a couple of which are blind, and a good deal of elevation change.
Dennis and I settled on which bike to race.  I finished the first round of practice and decided to lower my gearing again on the ERTT.  I went out for the second round of practice on the CT1 and on the second corner of my out lap, I lost the front end and fell on the slowest corner of my he track.  I guess I just hadn't let the tire warm up enough.  It seemed like a nothing crash with no damage to the bike, but my left pinkie got trapped under the handlebar and got torn up a bit.  Also, I was sore on my left upper back/side.  Later, I decided that I had at least cracked a rib.
The bike and I got quickly picked up and I was able to finish the gearing change on the ERTT.  I did several laps in the second round of practice and decided the gearing was very close.

The 200GP race was my first and we were gridded behind the sole 500GP entry and in front of Class C foot and hand shifters and Novice Production Lightweight.   I was 2nd going into turn #1 and leading going into turn #2, which I took very carefully.  I then led the field for the next 5 laps, but I could hear a four stroke close behind each time going into turn #2.  I had to go around a lapped rider in the last turn of the penultimate lap and didn’t get a great drive.  Then after taking the white flag, I went through turn #1 a gear too tall and Joe Koury Jr. came by on the run down to turn #2. I was able to out accelerate Joe into turn #4 easily and held him off by nearly 2/3rds of a second at the checkered flag, but he must have been really pushing on his 175 Honda, as I had a lot of power on him.  Our last lap was the quickest for both of us, with Joe’s more than a 1/4 second faster than mine, but I guess I started the lap more than that ahead of him.
A couple of races later there were several races with red flags, and an inspection of the track was made.  There were a few spots where water was seeping up through cracks in the surface and someone was claiming that the wind was causing ice to form there.  I think this was preposterous as the air temp was in the 50’s.  Eventually, what was decided was to have a sighting lap in addition to our warmup lap, and the races were left at full distance
Several races later was the 350GP race.  The 350s were gridded in front of Sportsman 500 and Formula 500 in the first wave and Vintage Superbike lightweight and Novice Production Heavyweight.  I think I was in the lead before the 1st turn and was never passed.  My fastest lap was the last, as it should be, but Pete Homan in VSL had the fastest lap of the race.
I had tracked down an old high school classmate who lives in Oklahoma City and he came out to the track Sun.  He helped me load up, as by this time that rib was starting to be a bit painful.  From the track, I followed Mark to his home in Oklahoma City and spent the night with him and his wife.  In the morning Mark gave me a bit of a tour of Oklahoma City, which I found to be a bit of a revelation.
Paul Germain cruises by on his beautiful TA 125 replica pit bike.
Jason Roberts rode his period correct TD-2 Yamaha and his son, Colton, rode a replica ERTT H-D
Joe Green, on the left, is a super fan and comes all the way from England to spectate at U.S. vintage events, here with Dennis Latimer
Dennis brought his 350 Ducati, last raced by Robert Bryson, which he's threatening to get back on the track.

Saturday, April 7, 2018

Carolina Motorsports Park 2018

At the previous race at Roebling Road, sound testing was conducted and my bike was one of many that were deemed too loud.  I had been through this with my other Sprint in California at Sonoma  Raceway and Karl Engellennner fitted a Cone Engineering muffler megaphone and we were impressed with how much it cut the noise.  And, while dyno testing showed it knock a tiny bit off of peak power, it gained a lot in midrange.  So, I got one of these for my ERTT and hoped it would do the same for this motor.  While I haven't had it on the dyno, it definitely cut the noise and seemed to pull from lower revs and be strong in the mid range.
The Cone Engineering muffler I fitted to my ERTT
1st practice I started to re-familiarize myself with the circuit when, on the 2 lap, the motor died coming out of turn #7.  I pulled off and found that the ground lead had pulled off my AGM battery with push terminals.  Luckily, this was at a place with quite a wide, downhill grass verge and I was able to push the lead back on and bump start the motor well off the track surface, then re-enter the track with a good sight line to oncoming traffic.  I got in another 3 1/2 laps with the bike working well and the gearing good..  I checked the plug and realized that it couldn't tell me much as it was well used, so I put in a new one.  While doing this, Scott Dell asked me if I wanted to take his Vincent Comet out for a spin.  He had broached the subject at Roebling Road four weeks earlier when I had admired his bike.  The only Vincent I had ever ridden was a twin on the road more than 30 years earlier.  I immediately took a liking to the Comet.  I had asked Scott what the redline was and he said 5-5500 rpm, but the tack was marked 5000 so that's what I used and it pulled well.  It had good brakes and steered well.  I didn't get much time to get into it as we got a red flag when somebody crashed and he and the bike were right in the impact zone.  This was one of an inordinate number of crashes and red flags we were to get over the weekend.  Fellow Comet racer David Tomkins followed me out on the track and later told me he got a lot out following my lines.  He finished ahead of Scott both days, winning the Class C foot shift class on Sunday.
My 2nd practice was red flagged on the out lap when my problem child, Stu Carter, high sided in turn #4 and was hit by John Jewett's Triumph Thruxton when he couldn't avoid him.  Stu was quite beat up; no broken bones but possible ligament damage in a knee and the other knee, heel, hip and hand very sore.  In no shape to race, Stu headed home that afternoon.  Another arch nemesis and good friend, Jack Parker, had crashed starting his 2nd lap of practice and his hand was very swollen and he also decided not to race.
The practice session resumed and my motor started to stumble as we entered turn #4 and I realize that I hadn't turned the fuel on.  I was able to turn it on before the motor died completely and was able to carry on and put in 4 laps.  As at Roebling Road and Barber last year, the new plug showed no color even though I was running as big a main jet as I had ever used.  I took the plug to the Hall brothers, Jake and Rob, of Hall Custom Vintage.  Rob thought he could see a little ring of color at the very bottom of the insulator, but though it was on the edge and advise me to go up at least a jet size.  I went from a 182 to a 185 and raised the needle a notch.
Rob Hall reads my plug while Jake gets ready to go out on their Bonneville. Julianne Johnson photo
The HCV Triumph Bonneville that the Hall bros. run in Classic 60s 650
This is the HCV Goldstar the brothers run in Classic 60s.  Several years ago, they converted it from plunger rear suspension to rigid to improve the handling!

My first race was my bump-up class 500 Premiere.  I was the only entrant in the class and on pole with 500GP gridded behind me in the first wave, Sportsman 750 and Formula 500 in the 2nd wave and Vintage Superbike Lightweight and Novice Production Heavyweight in the 3rd wave.  I got a good start and led overall for more than a lap, then Alex McLean came by on his 500 Manx Norton.  Next by was Nick Hargis on an XS650 based 750 Sportsman bike from the 2nd wave, who went on to pass Alex and finish 1st overall.  Nick's dad, Jeff, was next to come by also on a XS650 base Sportsman bike.  Finally, Danny Miller came by on his RD 400/TR3 Yamaha, but his bike seized on the last lap and he pulled off at the kink on the back straight.  So, I was 4th overall, with probably had about the 10th quickest fastest lap, but I was happy with that as I was probably on the smallest bike in the race.
My 2nd race was the 350GP, gridded behind Bears in the 1st wave with 500 Sportsman and Vintage Superbike Lightweight in the 2nd wave.  I muffed the start a bit and several 350GP bikes were ahead of me going into turn #1, but I passed them all, the last being Alex McLean on a short stroke, 6 speed, Drixton Aermacchi, by turn #7, and chased three Bears bikes.  The race was shortened from 8 to 6 laps due to previous delays from a bunch of red flags, including an air lift to the hospital for John Miller.  Dan May won the overall on his 750 BMW with Stan Keyes, 750 Norton 2nd, and Clay Land 3rd on a 750 Triumph.  I was 4th over all and 1st 350GP with the 4th fastest lap of the race.
Sunday was similar in results and with way too many crashes and red flags.  We just had one round of practice and my sparkplug still looked lean and I put in the biggest jet I own, a 190 as I don't have a 187.  Again, I got a good start in the 500 Premiere class and this time Alex McLean didn't come by.  In fact, apparently he pulled off after 2 laps.  And again, Nick Hargis came by first, then his dad Jeff and I was 3rd overall.
Before the 350GP race, Alex McLean crashed his Classic 60s Norton Manx and apparently the following rider's foot rest hit his helmet.  This knocked Alex out and he was airlifted to the hospital.
So, I had one less competitor in the 350GP and I chased the same three Bears bikes, though they finish in a completely different order with Stan Keyes winning, Clay Land 2n,and Dan May 3rd.  I finished some 11 seconds behind Dan.
I have no explanation of why there were so many crashes.  The track seemed fine to me.  People have suggested that it was the full moon and I have no better reason.  The word is that both riders who were airlifted are going to be alright.
While my lap times weren't as quick Sun. as Sat., which I put down to different wind direction and strength, they were still faster than I went last year at CMP.  That quite possibly is due to the muffler, though I also had a fresh rear tire, where as last year the tire was very worn.
John Rickard's 500 Norton Dominator which he got from Stan Friduss who raced it in the 1965 USGP at Daytona.  Notice the G-50 Matchless front brake.

I don't know anything about it, but I thought it was striking and assume from the 'RZ 421', trick heads and clutch and the beautiful expansion chamber that it must be potent
Pitted across from me was Mike Platt who had blown up his ZX7 so 'threw together' this S-2 350 Kawasaki triple in 6 weeks.
Aleksey Kravchuk's beautiful 1937 Mk VII KTT Velocette
The Hollingsworth's line up of lightweight H-Ds .  #73m is a 165cc that Jere Masters raced in 1965 in the Sportsman races at Daytona.  He took the riders school and raced it at CMP-- the same bike and rider 53 years later!

Sunday, March 4, 2018

AHRMA Roebling Road, 2018

The opening race of my 2018 season had a big turnout, helped no doubt by absolutely gorgeous weather.  Enjoying the sunny, 80 degree day with a light breeze were a number of people we hadn't seen in years, in addition to the regulars and new faces.
working on my H-D ERTT with my '69 TC200 Suzuki in the foreground.  Darleen Drehmel photo
I got to Roebling Fri. afternoon and quickly set up my pit, then rode my '68 TC 200 Suzuki to Pooler where I had been asked to speak at a gathering of the Low Country Chapter of the Antique Motorcycle Club of America.  It was a informal gathering of 10 or so at a restaurant and the interest seemed to be mostly of the Isle of Man.  It was good getting to know some of the local motorcyclist and several of them came out to the track over the weekend.
My friend Bill Himmelsbach had gone through my motor and thought it was in good shape and just required a valve job and new rings.  It seemed to run great in my first practice Sat., but the plug looked lean.  At the last race last year at Barber, the plug had looked lean and I kept jetting it up.  Bill agreed that it looked lean and said the underside of the piston looked like it had been hot.  When I installed the engine in the frame, I notice that the gasket between the intake manifold and head seemed pushed out.  I assumed that's why the plug looked lean and why I had to jet it up.  So I resealed the manifold and reverted to the leaner jetting.  But, now again it looked lean.  A couple of the two stroke riders told me that the air was quite dense and that they had to jet up.
Starting on the Works Mfg. starter rollers as Stu Carter plugs his ears.  Darleen Drehmel photo
So, I went from a 175 to 178 main jet and did my second practice.  At the riders meeting there was much talk of noise and they had been doing sound checks and my bike was one of many mentioned as well over the limit at 108 db, but it was far from the loudest as one bike was 122.5.  Again, there was no color on the plug and I went to a 180 for my first race, my bump-up class, 500 Premiere, in which I was the sole entry in the class.  Tim Joyce was there with Maurice Candy's 500 Manx Norton, but he decided to enter Formula 750 to try to find some competition (he won that class both days).
entering the track for race #8.  #372 & #304 are 350 Sportsman bike while #320, #55, & #1 are Bears bikes.  Darleen or Terry Drehmel photo
There had been a big delay in an earlier race when someone oiled the track when a oil fitting failed, so the subsequent races were shorted from 8 to 6 laps.  From the second wave, I passed a couple of Bears bike in the first wave and three 350 Sportsman bikes came by me so I was 8th overall.
Again the plug showed no color and I went to a 182 main jet for the 350GP race.  We were gridded behind the Motards in the first wave and the Vintage Superbike lightweights in the second wave.  I got a great start and led my class from flag to flag, but the jackals were not far away with Jack Parker on his DT1 Yamaha 0.169 seconds behind and Alex McLean on a Drixton Aermacchi 0.459 behind Jack, the two of them having a faster best lap than me.
I skipped Sunday's first practice in part to conserve my rear tire, which was quite worn.  There was a long delay in the first round of practices when a bike caught fire on the track and when the rider finally realized it, he bailed off and it burned.  I went out in the second round of practice and the plug STILL looked lean and I went to a 182 main jet.
I did have another entry in the 500 Premiere Class Sunday as Bob Birdsall decided that he didn't want to wait until the 350GP, the second to last race of the day, and changed his entry to 500 Premiere.  On the warmup lap, someone failed to make the last turn and rode into the woods.  It looked like it might be a medical problem as he didn't even start to turn for the corner and just rode straight off.  Apparently, he was dazed, but got into the ambulance under his own power.  But, this caused a delay and we were sent back to the pits and then called for another warmup lap.
Bob Birdsall wheeling at the start of Sunday's 500 Premiere race with Alex McLean's 500GP Norton Manx behind.  Darleen or Terry Drehmel photo
Birdsall wheelies again as he bangs 2nd gear.  The bike clearly has a lot of power, but wheelies don't move you forward and I'm already ahead of him.  The bike in the middle is Scott Turner's 350 Sportsman bike.  Darleen or Terry Drehmel photo
Here I'm exiting turn #4 with Scott Turner behind me.  Darleen or Terry Drehmel photo
Again, I passed a couple of first wave Bears riders, but this time no 350 Sportsman bikes came by but Alex McLean did on his 500GP Manx Norton and I was 6th overall.
The gorgeous weather was finally starting to turn with dark clouds rolling in and a big headwind down the straight picked up.
The Motards were moved to a different race and Vintage Superbike Lightweight was in the first wave and 350GP the second.  I didn't get as good a start and Jack Parker beat me off the line but I passed him before turn #1.  He came back by me near start/finish and then Don Hollingsworth came by us both on his 350 Sprint.  But Don ran off the track in turn#5 and I thought he was going to hit the bank.  Apparently, he didn't and got back on the track and worked his way back to 4th in class.  His brother Al told me this was cause by his throttle sticking with some grit in the slide.  The head wind was really killing my top end and I was definitely over geared and perhaps a bit tentative in the right hand corner because of my worn rear tire, but I thought I had a chance of passing Jack back.  But, all of a sudden we had a checkered flag at the end of four laps.  I'm told there was a sort of micro burst of wind that made the officials shorten the race and when I got back to my pit, I found my EZup was down as it had started to tip over and my pit neighbors had taken it down.  Alex McLean's sponsor, Rob McKeever told me that Alex had been blown off the track, but he again finished 3rd.  It never did rain and we were able to load up in the dry, thankfully.
It was a very good start to the season.
Here I try to tell my problem child, Stu Carter, the true path.  Darleen Drehmel photo
Rudy Schachinger equipe.  The Honda on the left was the record breaking loud bike to which he had added reverse cones on the megaphones after practice to tone it down.  The 1000 Laverda triple on the right has an Austrian made frame.
The fuel tank extends below the carb and therefore has a fuel pump run off of intake vacuum pulses.
Here I talk to Rudy about his latest project, a pre-war NSU.  Darleen Drehmel photo
Scott Dell working on his Vincent Comet with D. Tompkins working on his in the backround.  Tom Kerr, another Vincent owner, is on the right.
D. Tompkins Comet. Sorry about the shadow
The comet rear shock between the twin springs.
Jason Robert with his newly purchased Yamaha TD2B
It has all the right period mods with the Vesco fairing and front mudguard, Koni shocks, lengthen swingarm, and Krober ignition and tach. An early '70s time capsule. 
The Jim Towers/Ellen Yamplonsky pit with Jims 250 Ducati and their Norton outfit
J. Korn works on the slipping clutch of his A1 Kawasaki
Brad Phillips' ISDT replica BMW 750, a bike that he's been building for years, finally ready to dial in the suspension.  What a man!