VJMC #149

Y A M A H A R X 12 5 F I N GA L B AY RI D E 19 7 7 K A W A S A K I Z 1 0 0 0 ABC OF THROTTLE CONTROL

Quarterly Club Mag www.vjmc.org.au

ISSUE 149

VJMC INC AUSTR ALIA

VJMC Inc Australia The Australian branch of the VJMC is a registered association incorporated in the state of New South Wales.

Objectives of the VJMC: To foster the preservation, restoration, riding and enjoyment of older Japanese motorcycles.

Club Postal Address PO Box 254 Modbury North SA 5092 Membership Applications & Renewals VJMC Inc, PO Box 254 Modbury North SA 5092 Website www.vjmc.org.au VJMC Australia Committee President John McNair | johnfour750@hotmail.com Secretary Frank Wood | frankozzie10@gmail.com Treasurer Steve Phelps | steve.phelps@bigpond.com Vice President/Public Officer David Bernardi | mrdbernardi@gmail.com Area Rep Coordinator Dave Quinn | kwakka9@ozemail.com.au Membership Secretary Mick Godfrey | mgo22098@bigpond.net.au Merchandising Officer Peter Donnellan | peted@internode.on.net Committee Member John King | pir8@internode.on.net Committee Member Stephen O’Farrell | stepheno2812@gmail.com Committee Member (Rally) Paul Rowling | motopaulie@bigpond.com Librarian Lyndon Adams | lyndarra@gmail.com Editor Tom Calderwood | tom@pepperpublishing.com.au

QUARTERLY VJMC MAGAZINE This is a forum for members to exchange ideas and restoration tips, seek advice, share opinions and experiences, or anything else relating to the club’s objectives. Contributions are very welcome.

149 CONTENTS

President’s Report

4

Natcom In A Nutshell

6

Family Affair: RX125

7

Life With a Z1300

9

South Aus Update

12

Fingal Bay Ride

14

Western Vic

16

Throttle Control

17

My Ride: Suzuki GS1000

21

My Ride: Kawasaki Z1000

27

CX500 Restoration

30

Tiddlers By The Bay

34

Postcards From Japan

36

Member Profile: Andy Hemus

4-

Members Directory

41

Club Info

40

Club Permits/Registration

43

Membership Renewal

44

Please Contribute

45

PRESIDENTS REPORT

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PRESIDENTS REPORT

HELLO FOLKS. WELL IT’S R ALLY TIME AGAIN AND I HAVE BEEN LOOKING FORWARD TO THE 2019 EVENT. BELIEVE IT OR NOT THE COMMITTEE HAD A LOT OF TROUBLE FINDING A SUITABLE LOCATION IN SOUTH EAST QUEENSL AND TO HOLD THE R ALLY THAT WOULD COMPARE WITH CANBERR A’S 2015 LOCATION OR THE TAMWORTH PAR ADISE TOURIST PARK.

Most can’t hold the amount of people that we get at our rallies or are in a location that requires riders to negotiate lots of traffic and traffic lights to go on the rides. The Gold Coast Holiday Park fitted the requirements with easy access to the mountain area’s for rides and a capacity that would hold the people.

For the dinner we chose the spectacular Movie World venue as it is close the GCHP. Unfortunately it’s a bit more expensive but it’s the Gold Coast. Some have said the dinner is $30.00 more expensive than the 2015 Canberra. Well this is a great meal and that was four years ago. Most people wouldn’t even blink at paying $30.00 for a packet of cigarettes every couple of days let alone once a year for our National Rally Presentation Dinner. The Rally Committee devote many hours of time and money each year to find a venue and then fine tune it to cater for our members so come on and enjoy the Rally and appreciate the effort put into it by the volunteer committee.

Congratulations to Illawarra member Tony Deliseo on taking on the role of Area Rep for the Illawarra area. It’s

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been quite a while since we had an area rep in the Wollongong/Illawarra area. A Club Polo Shirt along with promotional banners and Marquee is on its way to Tony. The south coast of NSW has some of the most beautiful country in that state and some great roads to see it . Thank you Tony for your effort. The club will assist you in any way we can. With the closeness of Canberra and Sydney to the Illawarra area some meet up rides could be a good way to go. Have a talk to the area reps in these area’s Tony, and I am sure they will be happy to assist.

Don’t forget, our magazine editor will always welcome contributions for publication in the club mag.

Sometimes it is hard to find enough articles to fill the pages. It’s good to hear what’s happening in our interstate area’s as well as our local news. Don’t forget to send in some photo’s too as they help to make a story complete.

Above all else, keep safe and enjoy riding these wonderful classic Japanese motorcycles.

John McNair President

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NATCOM & AGM

NATCOM IN A NUTSHELL This has been in response to members asking for an abbreviated outline of what is happening at the National Committee without having to read through our monthly meeting minutes.

The Forum page went live over Christmas with the uploading of club guidelines around safe riding and risk assessments when running club activities together with other key information.

Following some great constructive responses, this document was subsequently updated and

HELLO MEMBERS, WE HAVE STARTED A FORUM PAGE CALLED NATIONAL COMMITTEE NEWS IN A NUTSHELL ON OUR CLUB WEBSITE AT WWW.VJMC.ORG.AU.

relaunched as Edition 2.

Similarly we have also announced the provision of first aid kits where required.

More recently we have also provided information on where your membership fees go and the costs of running a not-for-profit organisation.

If you don’t have a login to our website, then contact the webmaster on webmaster@vjmc.org. au and they will provide you with a login id and password to allow you to view this information.

AGM NEWS As you will be aware, we hold our annual general meeting on the National Rally weekend. This year it will be held on the Sunday morning (19th May) between 7.45 am and 8.45 am. The early start has been necessary as we have a full schedule of activities we wish members to attend.

AGM General Business Items Members are asked to consider any topics they wish to be discussed at the AGM as these need to be submitted prior to the meeting. Please send any business items to the Secretary on secretary@ vjmc.org.au for adding to the agenda.

National Committee Member Nominations The AGM is also the time to nominate individuals to undertake the various roles on the National Committee for the efficient functioning of the club. These positions will be spilled on the day and nominations sought to refill the positions

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for the coming year. A key vacant position is that of Treasurer. Steve Phelps kindly stayed on in 2018/9 in an acting capacity, however we do need a suitable candidate to continue his great input. If you would like to nominate yourself or another member for this or any of the Committee roles then please complete the nomination form.

A copy is on our website (under the National Committee in a Nutshell section) or by requesting a copy from the Secretary on secretary@vjmc. org.au. The complete form should then be sent to the Secretary for tabling at the AGM. These nominations can be made in absentia if you are unable to attend the AGM. We look forward to hearing from you and hopefully seeing you at the Rally being held on the Gold Coast 17-19 May 2019.

Frank Wood Secretary VJMC www.vjmc.org.au

FA MILY A FFA IR: R X125

FA MILY A FFA IR

YAMAHA RX125 VIC MEMBER SHANNON STRICKLAND TOLD US THIS TOUCHING STORY ABOUT A MAGNIFICENT LITTLE RX 125 THAT HAD BEEN OWNED SINCE NEW BY HIS GRANDFATHER.

This classic 1980 Yamaha RX125 was bought new and assembled together by my grandfather Joe Strickland. He loved cruising around with his wife Margery taking her to visit sites and have a picnic lunch in their saddle, ready for any weather.

This motorcyle is still in original mint condition with a low 5000km starting first time. The metallic royal blue, red and gold pinstripe,

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chrome fittings and leather still shine. It had been sitting under cover garaged in Airport West.

The Strickland family home where they had and raised their son Keith and daughter Mandy. Joe and Marge settled here after migrating from England. The bike was untouched and under cover in the same home for its last 30 years as they got elderly. He even kept the original owners manual and registration stickers.

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FA MILY A FFA IR: R X125

Joe was holding on to it for something special, his oldest grandson Shannon, Keith’s son for when he got married. Shannon was excited and thankful and got his licence as soon as possible.

This became possible as Shannon met his wife Sheena and Joe had the opportunity of attending his grandsons wedding, at 90 years of age he still wouldn’t of missed it for the world.

When the time came, Shannon got his mates over with there van to take it to its new home, Joe even helping loading it up. Shannon got the bike going again with a few lifts to the work shop from Keith and gave the bike the love it needed as this was his first bike to practice on. He would ride it back to his grandparents and show it off with his matching helmet, the 2 stroke sound not missing a beat.

It’s now registered and insured in classic motorcycle clubs. Shannon would hold on to it for his two younger brothers if they ever obtained their licence too. Sheena is now pregnant and and they are building there first home, it looks like the have a new owner and place for it. Unfortunately Joe is in hospital and Marge is no longer with us, may they rest in peace.

Shannon’s grateful they were around for this, it is definitely an experience and memory that will be cherished and never forgotten. Sheena and Shannon occasionally ride around like his Nanna and Pa did when they were young too. It’s an invaluable and priceless piece of history that will remain the the Strickland family for future generations.

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K AWA SA K I Z1300

LIFE WITH A

KAWASAKI Z1300

BY JEFF EELES

IT’S 1988, AND I’D HAD MY BEAUTIFUL, TIDY 1980 Z1000 MK2 FOR A FEW YEARS. IT HAD 96,000+KM ON IT, BUT STILL RAN AS STRONG AS EVER. However, as one tends to do, I began thinking it was time for something else.

I’d spotted a dealership with two of the 6-cylinder Z1300s for sale. From memory, both were 1983 ‘A5’ models. One had 14,000km on it and the other maybe nearly double that, but both in quite good condition.

Sitting in a corner together, in an age when big, heavy UJM’s were no longer sought after machines, they looked a tad sad.

Anyway, one day I turned up and asked to take the low-km bike for a test ride.

My now 30-year old memories are ... yes, it’s heavy; and, you need to think about stopping a fair bit before I did on the Thousand, due to the extra weight.

But, getting back on the Z-thou to ride home, my very clear memory is of thinking to myself, “Geez, these 4-cylinder bikes aren’t that smooth!”

It transpired that the Z1000 was traded in, and the Z13 became my new ‘big’ bike (I had - and still have - a ‘72 Mach 3 and a ‘77 KH125 at the time too).

The Z13 is still in my fleet. It’s clocked 101,200+km now, and it has just returned from the 2019 round of the World Superbike weekend.

The 13 has been to Phillip Island every year since the track reopened for the 1989 GP. Usually for both the Supers and the GP, but sometimes only one of those events (ya gotta give one of the others a run occasionally).

Had not my collection expanded to as many as 24 www.vjmc.org.au

bikes for a while, then it’s likely the 13 would have racked up even more mileage!

The old girl has done some good service, not the least being a two-up, 3-week Outback tour from Melbourne to Hay, to Mungo National Park, Menindee, Broken Hill, Flinders Ranges, Adelaide, Melbourne.

It did sooo much dirt that trip, occasionally in horrendous conditions, yet it just took it all in its stride.

You’re possibly thinking, “Why take a Z13 two-up into the Outback on dirt?”

Simple answer ... plain, blind stupidity! I had a big touring bike, I wasn’t afraid to ride on dirt roads, so why not! Truth be told, I didn’t even give it even that much thought!!

Together, we’ve toured a fair bit. Kangaroo Island once. Several VJMC National Rallies, including 3 in Canberra, one at Victor Harbor, two to Healesville, and two to Warilla. There may be more. Plus weekend rides, Club rides, commuting etc.

Has it always been ‘smooth sailing’? No. 13’s are known for an appetite for fork seals. And, they will chew through the genuine clutch actuators a small banana-shaped metal arm that the engine end of the clutch cable hooks into. Having said that, ever since Club Member Max Scorer made me up a sweet-looking bespoke item, my factory one hasn’t spat the dummy ... Murphy’s Law! Rather oddly, around the mid-75,000km mark, it developed a serious habit of running out of fuel. Well, that’s what it felt like and, in essence, that’s what was happening. Not vapour lock, it was simply a case of not being able to keep the fuel supply up to the motor’s demands. I never knew whether I’d get 20km up the road, or 220km, VINTAGE JAPANESE MOTORCYCLE CLUB

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K AWA SA K I Z1300

before it would just splutter to a halt. Wait a few minutes, and enough fuel would be available to get you going again. The big mystery for me was, why did it wait for 70,000+ to start doing it?!

I’ll admit that on one ride to a Warilla Rally, I just wanted to burn the bloody thing.

I did some internet searching and, eventually found a US site called KZ1300.com. Sniffing around there, I discovered others with the same problem. One owner had the issue from the day he picked up his new bike!

The cure was though, to fit a fuel pump from a ZZR1100 and, I have to say, having done that, the 13 has never looked back, never let me down.

Speaking of fuel, the 13 has a simple gravityfeed fuel tap with regular ‘on’, ‘off’ and ‘reserve’

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settings. Between the tap and the carbs though, is an electronic fuel valve. Basically an electronically triggered shut-off valve. Trouble is, it’s not that reliable, and a couple of times I’d jump on the bike to come home from somewhere I’d ridden to, only to find that the fuel valve wouldn’t open, so I had no more fuel than what was in the carby bowls.

As you might expect, not too many of those are still in service, having either been removed or bypassed!

Thankfully, I guess, 1984 and fuel injection took care of those matters.

That’s my negatives of the Z13. Would it put me off owning another one ... definitely not. And the reason for that is ... The power and the comfort!

The ‘carby Z13’ was rated at 120bhp (130 for the injected) and despite a smidge over 300kg’s wet, a 13 can still get up and go when you ‘twist the wrist’.

The power is almost like an electric turbine, in that it just builds. Out on the open road, overtaking is just a moments thought away. By the time you’ve thought about it, it’s done, and as smooth as you like!

I’ve done a number of 750-800km-a-day rides, and never been fatigued. That’s on a completely unfaired, naked version too.

The US market, full-dress Voyager model must be a hell of a cruiser.

My Z13 is damn near factory original. The handlebars, grips, indicators, even the mufflers and geaders, are those that it wore out the factory door. I can’t believe that the headers and mufflers have lasted this long. It’s probably down to the fact that the Z13 predominantly did longer runs whenever I used it. I’m not complaining though.

Some have said that I should put the standard system away in the shed and save it. But hell, I’m 64yo now, the Z13 will turn 36 this month, and has clocked over 100,000km., it deserves to wear it’s original bits for as long as I continue to ride it.

The eagle-eyed will spot a non-genuine seat cover.

I just remembered that the original did crack up a number of years back, and was replaced by a nice www.vjmc.org.au

K AWA SA K I Z1300

time, the dealer I’d bought it from had a very good, low mileage ZZR1100 on the floor. Some hard negotiating had us very close to a deal, but just not close enough for me.

I walked, the ZZR stayed where it was, and I held on to the Z13.

Another time, I advertised it for sale, a guy test rode it and we agreed a price.

That evening, I rang him back and said I’d changed my mind. Sorry, too many good memories to part Kawasaki-pattern cover from the lads at Z-Power UK. At the time, no one was doing a cover in the original pattern. They are available now, but this one looks like lasting longer than the original.

The paint is as applied in Japan. It has a few blemishes as you would expect a bike of its age and mileage, but it does polish-up quite nice when I spend a bit of time on it. So, overall, it has stood up quite well.

Maintenance has been down to oil changes around every 3,000km, with a fresh filter each time.

Before the Outback trip, it had ‘the full monty’, but it’s probably time I had the shims checked again, seeing as how I don’t recall when they were done last.

Back in the ‘90’s, I nearly sold it – twice! First

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with it!

Since the first GP at Phillip Island, and the World Supers rounds there, I’ve been riding down with the same small group of mates and, as I said earlier, the Z13 has been a yearly regular. While I’m usually on the same bike, they have been updating their rides every few years …… and it annoys the crap out of them when we park up, and riders hover around the ‘old bike’, ignoring their ‘latest and greatest’.

What’s the future for my Z1300A5 Kawasaki? For now, to keep riding it. I don’t find the weight a problem, I’m well used to it as we clock our 31st year of togetherness. It’s still reliable and running great, so why change it now.

I’ve thought of ‘parking’ it in the shed and getting something like a ZRX1100/1200; even have occasional thoughts of a ZX12-R, or a ZX-14, but can’t bear the thought of the Z13 sitting forlornly in the corner. Looks like we’ll be knocking up a few more K’s together after all.

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SA UPDATE

SOUTH AUS UPDATE

BY MICHAEL GODFREY

WE HAVE HAD A VERY BUSY START TO THE YEAR HERE IN SA. WE HAVE STARTED A PLEASANT SUNDAY MORNING MEETING AT TWO BAKERIES A MONTH, WITH SOME DAYS BEING THE START OF AN ORGANISED RIDE. WITHOUT A SET RIDE WE HAVE, SO FAR, AVERAGED A HALFA-DOZEN MEMBERS GETTING TOGETHER AND USUALLY DECIDING ON A BIT OF A RIDE.

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SA UPDATE

Our first ride of the year was a short notice Friday event (January 4th) from Aldgate to Uraidla for lunch with a couple of hours ride in the Adelaide Hills. This was led

by Derek Maclucas and attracted a dozen members for the ride with a few more just getting to the lunch.

The first Bakery meet on January 6th at Prices Bakery in Golden Grove was only attended by a few members and about half a dozen took a ride through the northern hills and around towards Mount Lofty and home. The second Bakery meet at Becks Bakehouse in Port Noarlunga was a set ride led

by John Treen, with 17 bikes going down the peninsular through Victor Harbor and stopping for lunch at Goolwa. From there it was back through Strathalbyn and Meadows.

February saw a very hot day at Prices Bakery so nobody was game to go for a ride and the Becks Bakehouse was not a set ride but about a half a dozen took themselves through the southern hills.

Our usual Sub-250 Ride on February 9th was well attended in spite of the cool wet weather with about a dozen taking the ride, following Nathan Webster along the coast and back for lunch.

We have now had two Social Evenings at our new venue of the Buckingham Arms and the room we have is a lot better than our previous venue in that we can close a couple of doors and have a private chat. We are expecting great things for the year to come.

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LOWER HUNTER

FINGAL BAY RIDE

BY CHRIS HELLYER

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LOWER HUNTER

WITH OUR FIRST LONG RIDE FOR THE LOWER HUNTER GROUP OF NEW SOUTH WALES THIS YEAR BEING ON SUNDAY 27TH JANUARY, IT WAS DECIDED BY BILL KEEVERS , WITH OUR SUPPORT, TO POSTPONE IT FOR ANOTHER WEEK DUE TO THE HEAT AS THE FORECAST FOR THAT DAY WAS GOING TO BE 37 DEGREES.

As it turned out the ride took place the following Sunday with a much cooler temperature of 35 degrees! With the ride leaving at 8.30 sharp from Speers Point Park, it was great to see such a large line up of bikes on the day and once again we were joined by some regular members from the Upper Hunter Group. We travelled west over Mount Sugarloaf then onto Buchanan which leads through Louth Park, which is a great ride through the old farmlands, although like many of the farms these days they are slowly being sold out to developers for residential purposes.

The first break was at Morpeth which is an extremely old settlers town on the side of the Hunter river which was a very active port on the river back in the 1830s ( lot of history there ).

Onwards to Raymond Terrace, where Bill Keever’s faithfull old Honda CB450 decided it needed another rest on the side of the road after blowing a fuse. That’s the beauty of riding with groups such as ours; as so many guys jumped in to diagnose the

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problem and we were back on the road in minutes (not sure just how many spare fuses Mr. Keevers carries with him).

A quick fuel stop at Raymond Terrace so Barry Corby could top up his lovely little Yammy 350 two stroker and off again towards Williamtown, onto Nelson Bay road, but turned off at Bobs Farm onto Marsh road which runs along Tilligerry Creek. It’s a road I had never ridden before along the edge of the mangroves and a little bit rough in parts but the bonus being no traffic.

Back out on Nelson Bay road again then through Nelson Bay then stopping at Fingal Bay lookout being our ride destination. The B.B.Q. supplies were then retrieved from the front compartment of the Can-Am Spyder ( I get to ride the chuck wagon on B.B.Q. rides) and there was no problem getting volunteers to get lunch going. All in all it was a great ride on a great day with a magnificent view from the lookout.

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WEST VIC RIDE

WESTERN VIC RIDE WESTERN VICTORIA REGION CLUB RIDE WAS HELD ON SUNDAY, JANUARY 26.

HAVING BEEN CONTACTED BY CIARAN KEEGAN, NEW MEMBER IN WARRNAMBOOL, WE DECIDED TO RIDE OVER AS THE MONTHLY CLUB RIDE DESTINATION AND SAY “HELLO AND WELCOME”.

Nine members departed Ballarat, later joined

by Ciaran and two others in Lismore, Victoria.

Ian Bradshaw took us on back roads as this is his neck of the woods, all of which we never knew existed. Thanks Ian! Having never spoken to Ciaran, turned out he’s Irish! With Keegan as last name, I had him down as coming from Mumbai!

Ciaran’s mate, AJ, led the rest of the way to Warrnambool. First stop was to visit the now famous Wombat drawing on the railway bridge, the ABC documentary of which has more than

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48 million views! If you haven’t seen it, Google “Wombat Warrnambool” for an example of true Australian behaviour and humour! Lunch right on the foreshore was excellent.

Return home was uneventful, down roads guided

by Google Maps took us past several pink saltlakes that put the one on the Western Highway between Dimboola and Nhill to shame.

The weather was perfect mid to high 20’s. Great day, can’s wait for the next one.

Mudd - West Vic Area Rep.

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THROTTLE CONTROL

THE ABC OF

THROTTLE CONTROL DEVICES ARTICLE BY ROB CARMICHAEL

REMEMBER YOUR FIRST TIME ON A BIKE? YOU FED IN THE CLUTCH TO REACH FRICTION POINT, ROLLED ON THE THROTTLE AND YOU DIDN’T KNOW IF THE BIKE WOULD STALL OR DO A WHEELSTAND! AS NOVICE MOTORCYCLISTS, ONE OF THE MOST IMPORTANT BASIC SKILLS WE CAN LEARN IS HOW TO USE THE TWIST GRIP TO CONTROL A MOTORCYCLE’S VELOCITY.

Then, after a while, it all becomes intuitive and we cease to think about it, so even experienced riders may not be aware of the range of different devices designed to help riders control their throttles. For most VJMC members the devices referred to below did not even exist when our bikes were built 25 or so years ago, so let’s go back to some basics.

For the purpose of this exercise these devices fall into three distinct categories: A, B & C.

A SSISTS Usually made of plastic and costing less than AUD $10, these devices assist the rider by supporting the wrist and increasing the amount of force it is possible to apply when turning the wrist against the pressure of a spring-loaded twist-grip. An example of this ‘cramp-buster’ type of device is shown. It consists of a scroll that fits around the twist grip and a tab that the palm of the throttle hand rests on, which increases its leverage.

Assists – simple manual devices that help the rider to manipulate the twist grip Blocks1 – mechanical devices designed to hold the throttle at a particular setting Controls – sophisticated electronic devices that can be programed by the rider to take over control of the throttle – ‘cruise-controls’.

This ABC categorization places these devices in order of increasing complexity and cost. Let’s now examine each category in a bit more detail 1) Usually they are called ‘throttle locks’ but here I use ‘Blocks’ to fit in with the ABC categorisation. It can be argued that Blocks is actually a more accurate description than Locks because on the road these devices cannot lock-in a set road speed, rather, when engaged, they can block-out large variations in road speed from occurring.

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THROTTLE CONTROL

BLOCK S There are two main types of throttle blocking devices: friction-based and cantilever (which is also friction-based). I use a cantilever throttle block because of an acquired medical condition that was causing my right arm to ache when holding a set throttle while touring.

FR ICTION-BA SED In a letter to the Editor in Old Bike Australasia magazine #74 John Wilford wrote: ‘Reading Rob Carmichael’s letter “How to Throttle Parkinson’s” reminded me of the friction screws that were found on the twist grips of what are now classed as vintage machines, BSA Bantam, AJS 16M, Norton Dominator etc…..The screw was tightened onto a brass clip which put friction onto the twist grip sleeve until it would slowly turn under the throttle sleeve spring and then the screw locked in position’. I do not know if any vintage Japanese bikes were fitted with a friction screw. Does anyone know of any that were?

Modern friction-based devices work on the same principle but use an adjustable bolt screwed into the end of the handlebar or a clamp around the twist grip.

Friction is applied by turning a knurled knob with your throttle hand (bolt type) or by pressing a button down with your thumb (clamp type).

CANTILEVER Cantilever devices are so called because they have an adjustable cantilever arm which is set with a thumbscrew to sit on top of the handbrake lever (see picture below), which then acts as a fulcrum or pivot-point when the device is engaged or disengaged. For example, if you want to set a higher speed, you roll on the throttle and push the cantilever down against the handbrake lever to set the desired speed; or when you apply the handbrake, this pushes the cantilever arm up and the device is automatically disengaged (i.e. no need to manually release the bolt or clamp as with a friction-based system). This all sounds complicated, but is easy once you see it demonstrated.

There are a number of different brands using the cantilever system. Below is the ‘OmniCruise’ throttle block which I use on my Honda Deauville NT 700 and GB500TT, but this device can be used on any bike (hence ‘Omni’), whereas bolt type friction devices are designed for specific applications and so may or may not be transferrable to other bikes.

The main advantage of a frictionbased device is that it is both secure and unobtrusive. The main disadvantage of the clamp type is that the device must be manually released each time the speed setting is to be altered and then retightened at the new setting. The bolt type is reported to be better in this respect.

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THROTTLE CONTROL

As indicated above, cantilever devices have certain advantages over other friction-based ones. Basically, speed variation is more fluid with a cantilever, but they are slightly more complicated to set and are more visually intrusive. But neither of these throttle control devices should be called a ‘cruise-control’ because that’s something they are not.

C RU I SE C ON T ROL S Just like in a car, a cruisecontrol is an electronic system that maintains steady road speed through the computerised engine management system, while a throttle lock is a purely mechanical device that sets the twist grip in a fixed position so there will be some variation in road speed dependent on whether you are going up or down hill, but speed is virtually steady when on the level. The other main difference is price, with an electronic cruise- control for my touring bike costing in excess of AUD $1,000, while the throttle lock that I can use on both my bikes costs less than AUD $100. But if you want to lock-in a fixed speed for highway cruising with certainty, get a cruisecontrol.

Unlike throttle blocks, an electronic cruisecontrol allows the rider to set or resume a particular speed and then either accelerate or decelerate in exact small increments, or turn the system on-or-off, all at the push of a button (see below). In effect, this means that the rider has passed over some of their control of the throttle to the cruise-control

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Note that these cruise-control buttons are located on the left handlebar, i.e. away from the twist grip.

Some motorcycle manufacturers now have models fitted with cruise-control: BMW, Honda, Indian, Triumph and Yamaha all have models fitted with cruise-control as standard equipment or as an option. And in Australia there is a company that specialises in making and fitting after-market cruise-control kits for a wide range of existing motorcycle models - MCCruise in Mt Waverley, Melbourne. MCCruise stresses the importance of safety when using cruise-control on a motorcycle, especially because of a bike’s sensitivity to throttle inputs, the need to control voltage spikes in order to prevent speed surging.

Any throttle setting can be disengaged by use of the brakes, the clutch, or by using the throttle to speed up or slow down.

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THROTTLE CONTROL

Finally, at least two motorcycle manufacturers have announced that they are developing Adaptive Cruise Control (ACC) systems: Honda and KTM. ACC automatically holds or varies road speed to maintain a safe distance from other traffic, with little or no input required from the rider.

‘Adaptive Cruise Control (ACC) is not designed as an emergency brake system but works when the machine is in cruise control above a designated speed. The system can detect a vehicle in front, ranging from the size of a motorcycle and above, and then locks on to maintain a specific distance by automatic throttle control and – if needed – gentle application of the front brake.’ (Source press release from KTM) But is this a good thing for motorcyclists and motorcycling?

I guess it depends on how a motorcyclist engages with their motorcycling. I suspect that children of the digital age will have no problem embracing technological innovation of this sort, while for old school riders the mastery of manual control and eternal vigilance when on the road will remain a higher order virtue than reliance on black box technological magic. But then again, on a long ride cruise-control and even a throttle block sure can provide relief for the arthritic wrists of those growing old disgracefully!

If ACC technology proves itself to be road-craft intelligent, reliable, risk-aware and safe, it can only help compensate for poor decision making by inattentive human beings, be they riders, car drivers, cyclists or pedestrians. But if reliance

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on ACC leads to novice riders not learning how to master basic throttle control; or experienced riders failing to maintain their throttle control skill level, then I would think that this is too high a price to pay for increased technological sophistication.

Interestingly, in Victorian Road Law there is no mention of the legality or otherwise of using any kind of throttle control device while riding a motorcycle on Victorian roads. And if you add in the following recent motorcycling technological innovations: throttle by wire; slipper clutch; Motorcycle Stability Control; ABS and Traction Control; switchable rider program menu; automatic transmissions, etc., it makes you wonder where it will all end - if we go down the same path as cars appear to be heading, in riderless bikes perhaps?

This last comment is only partly in jest as Yamaha has already developed an autonomously controlled ‘Motobot’ in the form of a humanoid robot that can ride. It can already ride at speeds in excess of 200 kph, but can’t yet beat Valentino Rossi’s lap times (but is getting closer as it learns to copy Rossi’s riding style).

I will conclude with an imagined conversation between two VJMC members in a few decades time: Member A: ‘Can you believe that once upon a time VJMC members used to actually ride their bikes to club meetings and bike events!’

Member B: ‘Yeah, but back in those days VJMC members’ bikes weren’t controlled by robots.’

www.vjmc.org.au

SUZUKI GS1000

MY RIDE:

1979 SUZUKI GS1000 A RT ICL E S A N D PHO T OS: DAV ID W IL L I A MS

HOW MUCH REMINISCING IS TOO MUCH? WHEN IT COMES TO MOTORCYCLES, THE OLD ADAGE OF ‘N+1’ BEING THE CORRECT NUMBER OF MOTORCYCLES TO HAVE IN ONE’S GARAGE IS SOMEWHAT CLOSE TO THE MARK.

Having some very fond memories of a 1979 Suzuki GS1000SN kept thoughts of acquiring another at some point in the future firmly in the mind.

A casual discussion at a car and bike show a couple of years ago led to the discovery of a red/ white (and some say rust) 1980 ST stored in a semi-rural property shed in the Perth hills. A discussion with the owner, whom I had known for some years, led to it being loaded on a trailer and heading to a new home. www.vjmc.org.au

It was always intended to maintain the original ‘patina’, primarily due to the constant, and scary, thought of what maintenance cleaning is required when something is immaculately restored. I absolutely appreciate the time and effort others put in to presenting their bikes in showroom condition or better but I’m a bit more of a ‘rider restoration’ kind of owner. As long as they are mechanically sound and operate as their manufacturers intended, the visuals can tell many stories and provide onlookers many things VINTAGE JAPANESE MOTORCYCLE CLUB

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SUZUKI GS1000

with which to get their mental processes guessing the history that the motorcycle could tell.

Of course one isn’t enough so when an opportunity to secure another 1980 ST presented itself, a sufficiently justifiable excuse was made to the ‘Managing Director’ and a black one also rocked up in the shed at home. Of course Mr Suzuki didn’t send it from Hamamatsu in the colour black and some judicious investigation suggested it was originally blue and white. Jackpot, one of each colour scheme.

Further investigation then found them to both be 04/80 complianced in Australia, and then a very special moment when the frame numbers were discovered to be only 17 apart, with the engines 18 numbers different, albeit in the opposite direction. Nearly twins Basil!

A close past association with another iconic Suzuki led to a very nice Z1A 900 making way for a 1980 GSX1100E. Yes, sacrilege some say but

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with no real fond memories of the Z1 brand, and no desire to ‘stretch the matrimonial bonds’, the Z1 moved on.

So the two GS1000’s were joined by an original and standard 44000km GSX1100E, an 08/80 compliance, so very close in age to the 2 GS1000s.

This trio is also joined by a ‘blue-haze’ Suzuki of the water-cooled variety. A ’76 GT750A. Another in good mechanical order but not worthy of a concours entry, for the reasons mentioned previously.

Making sure they all go out regularly is one of life’s little challenges and it helps when some offspring and partners are also similarly bitten by the motorcycling bug and I am fortunate to be able to have 2 or 3 go for a run at the same time.

Life is good.

I’ll leave the Honda story for another day.

www.vjmc.org.au

K AWA SA K I Z1000 A 1

MY RIDE:

1977 KAWASAKI Z1000 A1 WORDS & ARTICLE: MARK CLARK

AFTER COMMUTING ACROSS MELBOURNE FROM 1960 WHEN I WAS 19, THROUGH TO 1985 ON VARIOUS BIKES WHICH RANGED FROM A T500 SUZUKI, A TS400 SUZUKI, ANOTHER T500 SUZUKI, A Z650 KAWASAKI AND FINALLY A GPZ1100 A1 KAWASAKI, I WAS PERSUADED BY MY WIFE TO GIVE UP RIDING TO WORK EVERY DAY AFTER I WAS TAKEN OUT BY AN UNINSURED P PLATER DOING A RIGHT TURN ACROSS MY PATH.

www.vjmc.org.au

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K AWA SA K I Z1000 A 1

Apart from a few scratches and a slightly bent front end on the GPZ, I was OK. I then borrowed my brothers GPZ 1100 B1 to get to work and after a stuck throttle at full noise on the freeway and then almost being taken out by an inept VW Beetle driver in the next week, I heeded her advice on the proviso that I could buy a Kwaka 900 to keep forever and use on weekends etc.

In the pre-internet days, all we had was the Melbourne Age newspaper on a Saturday morning or the Trading Post to find a suitable bike. I looked for around a year and all I could find was modified and thrashed Kwaka 900’s until I eventually found a 1977 Z1000 in the Age newspaper one Saturday morning in July 1986.

It was a one owner which had just over 8,000 kilometres on it, as was only ridden in the first two years. It had since been started every few months over the following 6 years which resulted in the rusting out the exhaust pipes from the condensation caused by it not getting hot enough.

When I got it home I did all usual recommissioning stuff including fitted a new battery, a set of second hand exhausts from a Z1000J and a set of flatter bars which are still on it, as I prefer the lower riding position.

JUST AFTER ACQUISITION IN 1986.

In 2003 I had it repainted in the original the Diamond Sky Blue due to the original paint becoming faded. I also has had a replica seat cover provided by Eldorado in S.A. due to splitting of the

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original cover, which is identical to the original and I am really impressed with their product.

One of the header pipes of the 4 into 2 Z1000 J exhausts eventually developed a hole so I purchased a set of new 4 into 1 headers from Brisbane and had Peter of Meercat Mufflers in Gympie make a stainless steel muffler to closely replicate one of the originals. I chose a left side exit so that the centre stand arm was not left exposed too much. I do have

www.vjmc.org.au

K AWA SA K I Z1000 A 1

a set of NOS original exhausts that I purchased from Bolton’s of Adelaide in 1988, however they are reserved for when I put the bike in the loungeroom when I am too old to ride it.

Over the years I have also had some zinc plating redone and general maintenance items like brakes etc. but the motor is untouched as the bike has covered just over 41,000k’s. I have averaged around a 1,000k’s per year since purchase in 1986. It actually still has the original set of points although they will need to replaced soon.

I have always put about 40 millilitres of 2 stroke oil in the fuel tank when I fill it up and I believe that this has kept the tank totally rust free as well as acting as an upper cylinder lubricant at the same time.

www.vjmc.org.au

Early Kawasaki’s were not known for their handling prowess and this old girl would get the high speed wobbles up through bends until I fitted a set of GP compound Dunlop TT100’s using a wider than standard 130/80/18 rear tyre. I’m not sure if it is the tyre construction, tyre shape or the wider section but I am now on the third set of these, with no signs of any speed wobbles, no matter how hard it is ridden.

It still has the original rear shocks on although the ball race steering head bearings were replaced with tapered rollers, but this was well before the TT100’s.

This Z1000 has been trouble free and never let me down in all the years I have owned it and is original except for the bars and exhaust. I still love riding it just as well as my other two bikes.

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CX500 RESTO

HONDA CX500 RESTOR ATION

BY CHRIS HELLYER

WELL YOU MIGHT RECALL I RESTORED A ’72 HONDA CB750 K2 “RUSTY RESTO” THAT WAS PREVIEWED IN OUR MAGAZINE NO. 137. THREE YEARS LATER AND I DECIDED TO TACKLE IT ALL OVER AGAIN SO AFTER SURFING THE NET FOR SOME WEEKS I CAME ACROSS A 1980 HONDA CX500 CUSTOM FOR SALE IN TOOWOOMBA QLD.

The bike looked very rusted every time I viewed it but the bonus being it was complete. After making contact with the owner the bike was mine so bike trailer on the rear of the car ready for an 8 hour drive from Newcastle, always love a road trip when it involves a motorcycle.

Arrived safely in Toowoomba after many coffee stops to pick the bike up and the owner told me it had been sitting in a barn on a large property for the past 20 years. We did the deal loaded it up on the

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trailer and headed back to the motel for a shower then off to the Meringandan hotel for dinner, the biggest lamb shanks I have ever seen.

Big trip home the next day and was greeted by my best mate terry Appleyard, who is also a club member, who helped me unload the bike, terry owned one of these in the 80’s so always good to involve someone who knows a little about the bike for future help.

The plan was a total strip down and rebuild the www.vjmc.org.au

CX500 RESTO

bike from the ground up but the first thing I always do is to have the bike running to get an idea of the condition of the motor. First up and a compression test showed very low compression on the right cylinder and zero on the left side. Removal of the tappet covers showed the valve stems stuck in the guides so….. heads off.

I removed and stripped the heads and took them to the “head man” at Maryville in Newcastle to get them chemically cleaned and skimmed.

New gaskets and valve seals fitted and all back together and what a difference it made with now great compression on both cylinders. Another attempt to start the bike but this time no spark.

Long time club member of our lower hunter group Bob Murphy suggested I go online and source some information from a site called “Australian cx forum” and this was an absolute blessing as I found out so much information and made many new contacts one of them being ray from rae-san electronics in Adelaide who was good enough to lend me what I called a magic silver box and with his wiring guidance included I hooked it up into the wiring hit the starter and the bike jumped to life and sat there idling after sitting lifeless for some

www.vjmc.org.au

20 years.

From that point on I totally stripped the bike to a bare frame and this time put more emphasis on the labelling process. I cleaned the frame and painted it, being careful not to paint over the gold sticker on the swingarm which was placed there from new being “Toowoomba motorcycles”.

I then started to pull the motor down and could not believe the amount of moisture that had collected inside it over the years from cold frosty mornings to bright sunny days. The bolt heads were rusted and even rust had developed between the clutch plates to the extent where it was if another plate had been added as the springs were fully compressed in the released position.

As I could see there was a lot of work in front of me it was time to get back online and start to source some parts that I knew I was going to need in the not so long future, one of them being a better seat as, like all others, are rusted in the pan underneath.

It was such a shock to find a seat for sale in the USA that had been removed from an ’80 custom from new and placed in dry storage after the owner had fitted a sports seat, as well as that I managed to pick up a “new old stock” wiring harness as mine had a

VINTAGE JAPANESE MOTORCYCLE CLUB

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CX500 RESTO

few hot joints at some time.

With the motor removed I degreased it and removed all covers and replaced the clutch pack, the timing chain and adjusted the oil pump drive chain. The rear end of the motor was where a lot of work was to be performed due to the amount of time sitting as the wiring to the sensor coils was in very poor condition and after I removed them I removed the stator and tested it and found that the trigger coils on the stator where also faulty explaining why I had no spark. It was then that I decided to opt for the full “rae-san hall effect electronic ignition system� which does not require sensor coils or trigger coils it simply draws it’s power from

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the battery and generates the timing pulses which tells the microcomputer where the crank is and when it is time to fire the spark.

I fitted a new G8 stator, as were fitted to the later tai models and are much more effective, which I purchased from the UK at a hefty price but I wanted the best I could get because this is a motor out job.

With the new stator in place I then fitted the new rotor, with magnet fitted, followed by the ignition hall advancer circuit. The next step is to set the timing which was quite simple just a matter of attaching the red and black wires from the advancer circuit to a bike battery being aware that there is no reverse polarity protection so care must be taken with the two terminals and with the timing mark lined up on the motor turn the advancer circuit board till the red led on the board luminates and tighten the two cap screws which hold it in place.

Perform the same for the second cylinder and share any discrepancies between the two cylinders and job done. The rest of the ignition system consisting of a CDI driver and CDI modules would later be connected and mounted behind the side cover.

After fitting a new mechanical seal and camshaft seal and assembling the motor I gave it a going over with my Dremel with a wire brush head, cleaned it

www.vjmc.org.au

CX500 RESTO

down with wax and grease remover and gave it two coats of dupicolour engine primer followed by three coats of duplicolour engine enamel with ceramic.

I love it when doing a project and a friend turns up with a heap of spares as did our member Brad John who arrived with a large plastic tub of left over parts from his earlier cx500 custom project. I certainly put some of those to good use.

With the radiator installed on the motor, after it had been pressure tested and painted, it was time to fit the motor into the frame and this was done with the assistance of members Terry Appleyard and Gary Odgers (thanks guys).

Another part of the rebuild was the dismantling and cleaning of the carburettors and this can be very time consuming but something you must be prepared to get right for smooth idling and acceleration and this was made easier with a book I purchased from the states called “Larry’s guide to rebuilding the keihin cx carburettors”.

www.vjmc.org.au

I found it difficult to purchase some parts to keep it original but you just have to make do with what you can find online, and being a pensioner, what you can afford to purchase, such as led blinkers or black after market mufflers but this does not mean I will stop looking for the correct parts to get it back to close as original as possible.

It is a feeling of great achievement assembling the bike in the shed with the radio on and no interruptions but there are many people to thank along the way and some of those are – Danielle Sessions, Japanese spare parts counter Frasers Newcastle who was so keen to help me with many parts along the way, Rads Hard Chroming from Rocklea QLD for the front forks, Hamilton chrome of Newcastle who take such pride in their work, Ray from Rae-san electronics S.A. and JC from WWW. motofaction who knows these bikes inside out.

Cheers, Chris Hellyer A2904 Member of lower hunter group New South Wales

VINTAGE JAPANESE MOTORCYCLE CLUB

33

TIDDLERS RIDE

TIDDLERS

BY THE BAY ARTICLE BY IAN ROYAL

AFTER A TOO-LONG HIATUS, THE MELBOURNE METRO TIDDLER TEAM HIT THE ROAD AGAIN, REPEATING A DOCKS RIDE FROM A FEW YEARS BACK TO TRAVEL AROUND PORT PHILLIP BAY ON JANUARY 20.

A group of 13 lucky riders arrived at Port Melbourne’s Station Pier for a long-overdue return to the road for the tiddlers.

Bikes from 50cc to 400cc ‘monsters’ rolled up, including Neale Binnion’s mighty Kawasaki AR50.

Another Kawasaki on show was presented

by Jeff Eeles whose very tidy AE80 made a

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welcome excursion from the shed.

The group rode around to Docklands itself, peeling off Harbour Esplanade for group and individual photos by the water. Smile boys!

Alan Jansen was aboard one of two immaculate Honda Z50s, with his later tied to Colin Kinsman’s Suzuki TS185 to prevent someone walking off with it!

www.vjmc.org.au

TIT DA DM L EWROSR R TH IDE

James Sepsakos won the honour for shiniest machine of the day, his red 1976 Honda 400 Four glistening under the summer sun.

The group wound its way through the city’s ports roads - beautifully quiet on a Sunday morning for brunch in Nelson Place, Williamstown.

www.vjmc.org.au

There’s talk of another tiddler turn-out soon.

“We should do this more often” was a common refrain on the day. Look out for a jaunt around Melbourne “boulevards”.

Thanks to Anne for the super photos and for making us look better than we are in real life!

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POSTCARDS

POSTCARDS FROM JAPAN -

T H E

N A K A S E N D O

WAY

-

BY JEFF EELES

DAY 4 Mostly around Tsumago. There’s dozens upon dozens of Tsumago pictures, because every turn, every meter, presents another opportunity.

Whether it be in rain, or in today’s glorious sunshine, the town is amazing. I don’t have space for more, except maybe a few ‘sunny’ shots from Tsumago in this morning’s sun.

That sort of brings me up to date, except for the walk to Nagiso.

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www.vjmc.org.au

POSTCARDS

DAY 5 Today, I walked from Tsumago to a town called Nagiso.

Nagiso had always been my final destination, though now I’m wishing I could go on a bit.

The sum total of my training for this walk has been a daily trek from my office desk to the coffee shop up the road!

Luckily, I enjoy walking. Some of this has been challenging ... particularly the constant steep uphill sections. But, my feet and legs have held out well, for an old bloke, and I could have easily gone on.

Today’s walk was in brilliant sunshine, through forrested sections, over rivers, but apparently outside the ‘bear zone’. I don’t think I saw a single bear warning.

www.vjmc.org.au

VINTAGE JAPANESE MOTORCYCLE CLUB

37

POSTCARDS

DAY 6 This was a cruisy day, spent in and around the town of Nagiso, not too far from another Post Town of Midono. Nagiso is on the magnificent Kiso River and, of course, provided so many photo opportunities.

Nagiso was also my first connection with a railway station since leaving Nakatsugawa days ago. That meant I was heading back to Tokyo, but at least I had a booking in my favourite hotel.

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www.vjmc.org.au

POSTCARDS

DAY 7 Now I’m back in Tokyo, and have a couple of nights at the incredibly friendly, pleasant and convenient Shiba Park Hotel.

From here, I can walk to Tokyo Tower, and took the opportunity to visit the new Tokyo Sky Tree, basically a new, bigger tower set in the middle of what could be a whole suburb of its own.

I know I have to go home, but geez …… really!

The End!

www.vjmc.org.au

VINTAGE JAPANESE MOTORCYCLE CLUB

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ANDY HEMUS

M E M BE R

P ROF I L E

ANDY HEMUS D U R I N G 2018, A N DY H EM US O F WA B EC A M E VJ M C M EM B ER N U M B ER A 3 0 0 0.

H ER E’S A B IT A BO U T H I M ...

I’m 69 (now retired) and first learnt to ride in my mid-teens on of all things, a Bridgestone 90!

I’ve had several bikes of several makes over the years, and spent a lot of time mucking about with Yamaha and Kawasaki trail bikes when I was younger.

After moving from Carnarvon in the NW of WA to Perth in 1988, I had a couple of BMW road bikes but only recently got “into the saddle” again after a roughly 15 year hiatus from owning a motorcycle. A close friend and work colleague who restores classic/vintage bikes asked me to have a ride on his Honda CB750K1, and so the passion

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for riding was again rekindled, but this time my interest turned to the Japanese bikes of the 70s.

I ended up buying a café racer style 1972 Honda CB500K1 which, in the last 2 years, I have progressively restored to somewhere near stock.

Then earlier this year I took the plunge and bought the beautiful 1978 Suzuki GS750E. This bike is basically original, the major change being replacement of the OEM exhaust. And that’s where I am today! The sweet little Honda will soon be up for sale, and funds from that will go to bringing the Suzi back to even more original condition.

www.vjmc.org.au

IF YOU ARE A VJMC MEMBER AND YOU WOULD LIKE TO PROMOTE YOUR BUSINESS ON THIS PAGE, PLEASE EMAIL YOUR DETAILS TO ADRIAN DIXON AT ADIXON@CONTECHENGINEERING.COM Allen Sutton The Hydroblast Shop

Ned Vernon

3/ 41-43 Sinclair Rd, Dandenong, Vic 3175

Traditional trained metalsmith specialising in finely

0400 516 979

crafted motorcycle fabrication. Working in both

www.thehydroblastshop.com.au

aluminium and steel manufacture, specialist of tanks

Superior restoration of automotive, motorcycle and

fairing and crafting one off custom designs.

industrial components. We can make those engine

www.clavo-loco.com | nedvernon@gmail.com

casings, barrels, heads, carbies and intricate parts

0403 805 301

look like new again. Let our experience be a part of your next restoration project. Visit our website for

Richard Scoular Classic Bikes Direct

more detail.

41A Jarrah Drive, Braeside. Victoria 3195 0400 222 040 | www.classicbikesdirect.com.au

Tri-Spark Electronic Ignition Systems

Let our world wide network be your advantage when

South Australia, export world wide

buying a Classic to add to your collection, Nearly 40

sales@trispark.com.au | www.trispark.com.au

years industry experience.

08 8371 1664 Specialises in ignition systems for classic bikes.

Tony and Catherine Fresh as Bread Cafe

Our reputation for supplying a top-quality product

76 Aberdeen Road, Macleod Victoria 3085

and technical support is unmatched. We also stock

For VJMC members: your first coffee is

ignition coils, voltage regulators and accessories.

complimentary, great quiet location off main roads,

We are happy to hear from members about their

opposite park, with plenty of parking right in front

bike electrical requirements and answer their

of cafe. Good stop for group rides.

questions. Please visit our website and get in touch.

Alan Davis Abraham Lincoln Motel Alan Jansen Pals Automotive Services

343 Armidale Road. East Tamworth NSW 2340

11/42 New St, Ringwood 3134.

02 6766 1233 | info@abrahamlincoln.com.au

Motorcycle & car RWC inspections in Melbourne’s

www.abrahamlincoln.com.au

Eastern suburbs by ‘Vintage Friendly’ inspectors.

VJMC members can receive a 10% discount on their

By appointment only.

accommodation when they book direct with the motel,

www.palsautos.com.au | alan@palsautos.com.au

stating they are a current member of the VJMC.

03 9879 6044 Frank Van Den Broek Garage Door & Gate Solutions 23 Cantebury Roar, Braeside Victoria 3195 9587 4000 www.garagedoorsolutions.com.au

Bonnie Doon Hotel 1738 Maroondah Hwy, Bonnie Doon.

Steve Gittings Printforme

Approx 150km from Melb, our editor Tom Calderwood

03 5334 2605 | 0417 336 360

is the publican at this famous pub. Great meals

printforme@ncable.net.au

and accommodation available. There is a variety of

Design. Print. Finish. Offset and digital printing.

enjoyable routes to take on the way, and also while up here in the Gateway to Victoria’s High Country.

www.vjmc.org.au

VINTAGE JAPANESE MOTORCYCLE CLUB

41

CLUB INFO

REGIONAL MEETS

Meetings are open to both VJMC members and the general public.

Meetings will qualify as a Club Plate ride in most states and territories.

Please direct further enquiries to your local meeting convener using an email address below. Please enter VJMC MEETING in the subject line.

ACT / SOUTHERN NSW QUEENSLAND BELCONNEN: 7:30 PM - 3rd Wednesday of each month.

Belconnen Soccer Club.

Belconnen Way, Hawker. ACT. David Quinn – 0412 695 738 Meeting.ACT@vjmc.org.au

S.E. QUEENSLAND:7:00 PM - 2nd Tuesday of each month.

Belmont Tavern. Cnr Burstall Ave & Belmont Rd, Belmont. Qld. Brian Meeting.Brisbane@vjmc.org.au

NEW SOUTH WALES

SOUTH AUSTRALIA

LOWERHUNTER: 7:20 PM - 2nd Thursday of each month.

Club Macquarie. 458 Lake Road, Argenton. NSW. Bill Keevers – 0438 646117 Meeting.LowerHunter@vjmc. org.au

ADELAIDE: 6:30 PM - last Thursday of each month (except December) at the Elk Room, Buckingham Arms Hotel, 1 Walkerville Terrace, Gilberton.

SA. Mick Godfrey Meeting.Adelaide@vjmc.org.au

MID HUNTER: 7:00 PM - 1st Tuesday of each even-numbered month. Greta Workers Club. Cnr New England Hwy & West St, Greta. NSW. Allan Kensitt – 0405 492700 Meeting.MidHunter@vjmc.org. au SYDNEY: 7:00 PM - 2nd Wednesday of each month.

Prospect Hotel. Great Western Highway, Prospect. NSW. Paul Johnson - 0481 142 175 Meeting.Sydney@vjmc.org.au Paul Lenehan – 0408 825126 Meeting.Sydney1@vjmc.org.au TAMWORTH: 6.30 PM last Thursday of each month.

Tamworth City Bowling Club.

ANZAC Park. Brisbane St, Tamworth. NSW. Paul Rowling – 0411 696 852 Meeting.Tamworth@vjmc.org.au

42

VICTORIA CENTRAL VICTORIA: 10:00 AM - every Sunday morning.

Garlands Bakehouse & Cafe.

124 High Street, Kangaroo Flat.

Vic. Rodney Gilbert – 0439 327 283 or Meeting.CentralVictoria@vjmc. org.au

MORNINGTON PENINSULA: 10:00 AM 2nd Sunday of each month.

Balnarring Beach General Store. 181 Balnarring Beach Rd, Balnarring Beach. Vic. Dave Parker – 0416 154 056 Meeting.MorningtonPeninsula @vjmc.org.au WEST GIPPSLAND: 10:00 AM - last Sunday each Month.

Prior to ride at 11:00 AM. East Bound Caltex Service & Station.

Princess Hwy, Longwarry North.

Vic. Mick Gunn – 0439 537 901 Meeting.WestGippsland@vjmc. org.au WESTERN VICTORIA: 9:30 AM - every Sunday followed by ride last Sunday of each month at 10:30 AM. Krooze In Cafe 1/4 Boak Ave, Mount Helen VIC. Vic Muller – 0429 160 856 or Meeting.WesternVictoria@vjmc. org.au

GOULBURN MURRAY: 10:00 AM - 1st Sunday of each month.

Kyabram. 135 Allan St,Kyabram.

Vic. Garry Lennie – 0459 233020 Meeting.GoulburnMurray@ vjmc.org.au MELBOURNE: 7:00 PM last Tuesday of each month.

Grandview Hotel. Cnr Station Street & Heidelberg Rd, Fairfield.

Vic. No contact

VINTAGE JAPANESE MOTORCYCLE CLUB

www.vjmc.org.au

VJMC INC AUSTR ALIA

HISTORIC REGISTRATION VJMC Members may apply for historic registration, however, please note the club objective: To foster the preservation, restoration, riding and enjoyment of ownership of Japanese motorcycles.

Historic registration is aimed at preserving historic vehicles, as a result modified or customised motorcycles may be ineligible for historic registration in your state. Please check the links to documentation for Club Permit/Registration in your state or territory to check your bike’s eligibility.

The N.S.W. RMS is now trialling a 60 day log book scheme. The VJMC is registered as a participant in that trial.

Provided below are the websites in each state that will be of assistance. You will need to enter “historic vehicle registration” or similar into the search bar.

A number of VJMC email address are also provided for further enquiries.

AUSTRALIAN CAPITAL TERRITORY: www.accesscanberra.act.gov.au.

QUEENSLAND: www.qld.gov.au

Email: ClubRegistration.ACT@vjmc.org.au

Email: ClubRegistration.Qld@vjmc.org.au

NEW SOUTH WALES: www.councilofmotorclubs.org.au www.rms.nsw.gov.au vjmc.org.au Club Registration (Sydney) email: ClubRegistration.Sydney@vjmc.org.au Club Registration(other): ClubRegistration.NSW@vjmc.org.au

NORTHERN TERRITORY: nt.gov.au Email: ClubRegistration.NT@vjmc.org.au

www.vjmc.org.au

SOUTH AUSTRALIA: www.sa.gov.au ClubRegistration.SA@vjmc.org.au

TASMANIA: http://www.transport.tas.gov.au ClubRegistration.Tas@vjmc.org.au

VICTORIA: www.vicroads.vic.gov.au vjmc.org.au Email: ClubRegistration.Vic@vjmc.org.au

VINTAGE JAPANESE MOTORCYCLE CLUB

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VJMC INC AUSTR ALIA

AREA REPRESENTATIVES VJMC Area Representatives are available to assist with

Please enter VJMC ENQUIRY in the email subject line.

any aspect of the VJMC they can but particularly club

More Info on becoming a regional rep: Contact Alan Stork

membership activities local to them. If they are unable to

on 0401 995 061 if you are interested in getting VJMC

assist you directly, they will do their best to direct your

happening in your area.

enquiry to the best available person or resource to resolve it.

ACT / SOUTHERN NSW Canberra David Quinn – 0412 695 738 Canberra@vjmc.org.au

Mid Hunter Allan Kensitt – 0405 492 700 MidHunter@vjmc.org.au

NEW SOUTH WALES

Mid North Coast Stephen Wardle – TBA MidNorthCoast@vjmc.org.au

Armidale Greg Inglis – 0408 669 986 Armidale@vjmc.org.au

North West NSW Garry Hennessy – 0418 496 538 NWNSW@vjmc.org.au

Broken Hill Samuel Muscat – 0412 208 898 BrokenHill@vjmc.org.au

Orange Peter Ezzy – 0427 663 246 Orange@vjmc.org.au

Central Coast Andrew Johnson – 0417 654 461 CentralCoast@vjmc.org.au

Sydney David Bernardi – 0431 661 769 Sydney@vjmc.org.au

Far North Coast Rob Andrews FarNorthCoast@vjmc.org.au

Sydney Inner Stephen O’Farrell – 0434 066 966 SydneyInner@vjmc.org.au

Illawarra Vacant Illawarra@vjmc.org.au

Sydney South & West Allan Dykstra – 0418 866 917 SydneySW@vjmc.org.au

LowerHunter Bill Keevers – 0438 646 117 LowerHunter@vjmc.org.au

Tamworth: Paul Rowling – 0411 696 852 Tamworth@vjmc.org.au

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VINTAGE JAPANESE MOTORCYCLE CLUB

www.vjmc.org.au

VJMC INC AUSTR ALIA

NORTHERN TERRITORY Darwin: vacant Darwin@vjmc.org.au

East Gippsland Steve Millikan EastGippsland@vjmc.org.au

Queensland

Geelong Alistair Elliot – 0400 109 124 Geelong@vjmc.org.au

Gold Coast Graham Heise – 0401 046 531 GoldCoast@vjmc.org.au

Kyabram Garry Lennie – 0428 542 479 Kyabram@vjmc.org.au

Mackay Peter & Helen Douglas – 0408 186 439 Mackay@vjmc.org.au

Melbourne Phil Scorah – 0412 162 863 Melbourne@vjmc.org.au

S.E. Queensland Brian Gainsford – 0413 904 270 SEQueensland@vjmc.org.au

Mornington Peninsula David Parker – 0416 154 056 MorningtonPeninsula@vjmc.org.au

Sunshine Coast vacant SunshineCoast@vjmc.org.au

N.E. Victoria Ian Brightmore – 0419 888 020 NEVictoria@vjmc.org.au

SOUTH AUSTRALIA

N.W. Victoria Robert Traeger – 0418 145 393 NWVictoria@vjmc.org.au

Adelaide Mick Godfrey – 0401 196 922 Adelaide@vjmc.org.au

TASMANIA

West Gippsland Michael Gunn – 0439 537 901 WestGippsland@vjmc.org.au

Launceston John Murray – 0413 452 341 Tasmania@vjmc.org.au

Western Victoria Victor Muller – 0429 160 856 WesternVictoria@vjmc.org.au

VICTORIA

WESTERN AUSTRALIA

Central Victoria Rodney Gilbert – 0429 327 283 CentralVictoria@vjmc.org.au

Perth and W.A. David Williams – 0418 687 855 Perth@vjmc.org.au

www.vjmc.org.au

VINTAGE JAPANESE MOTORCYCLE CLUB

45

VJMC INC AUSTR ALIA

Annual subs VJMC Inc I f your fees are due, please complete and send this renewal slip with payment.

Direct Credit is now available. If paying by direct credit, please complete and send this renewal as confirmation.

OFFICIAL USE ONLY Received Renewal Date Received $

Member No Cash / Cheque / MO / Direct Debit Name Receipt No Due Date Reply Sent Cost: $40 single, $50 family.

Additional Info (address/contact change etc)

Email I give the VJMC Committe and Reps permission for my contact details to be provided to other members on request.

(Name, phone, email and locality only).

Signed Date Cheques / Money orders payable to VJMC Inc, or Direct Credit: VJMC Inc Australia BSB 062-801 ACC 10-240-688 (Commonwealth) Please include your member number as detail.

Send to: VJMC Inc PO Box 254 Modbury North SA 5092

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VINTAGE JAPANESE MOTORCYCLE CLUB

From ANNUAL FEES Australian Residents Family (member + 1 other) New Zealand Overseas

1/6/19 1/7/19 NEW RENEW $45 $40 $55 $50 $50 $45 $55 $50 www.vjmc.org.au

PLEASE CONTRIBUTE Email contributions to: tom@pepperpublishing.com.au

NEXT ISSUE DEADLINE: JULY 1 ST