There's an old gambling expression that goes "Let it ride." This denotes letting all your winnings ride on the next bet. That expression pretty much sums up the theme for this episode.
It's been a while since I wrote Episodes #8, and #13, on building my 1921 Harley-Davidson replica racer. These two technical episodes get more page views than any of my history episodes.
While I have done a couple of updates on these earlier episodes, I've decided to start a new continuing episode on upgrading my racer.
Like most of my projects, this one begins with the delivery of a box. One day my wife told me I had a large box from Europe sitting in the garage. I'd been waiting for it for a couple months and was excited to see if it would work. Once I got the box down to my shop, and unwrapped, my earlier suspicions about the amount of work this conversion would take where confirmed.
The Mystery Box
For the most part, early Harley-Davidson racers, came without clutches, transmissions, or functioning brakes. That makes them nearly impossible to ride, except on the racetrack. I decided to Convert my racer so it can be ridden at antique motorcycle events, which will require a working clutch, and brake.
In 1912, Harley-Davidson introduced a single speed clutch built into the rear wheel hub. Known as a "Free Wheel Clutch", it allowed riders the ability to have the engine running, while the bike was stationary. This clutch setup was also an option for the factory produced racers.
Harley-Davidson Free-wheel Control Ad Motorcycle Illustrated - 1912
Replica Freewheel Clutch
When I compared the clutch setup I received, to the space between my frame's rear axle plates, I realized it would not even close to fitting my frame. I had been assured it would bolt on, but there was no way if would fit, as it was too wide. Fitting it to my frame would require removing the right-side drum brake, and re-machining the rear hub width to narrow it. Guess I should have listened to that little voice, told me not to go down this path.
I checked the function of the clutch assembly, and it worked fine. Several folks familiar with the overseas supplier, had warned me it would be a waste of time, to try and return it for a refund. That meant that I would have to do whatever was necessary to get this clutch to work on my frame.
My weapon of choice in taking on this task, was my leather belt drive vintage South Bend metal lathe. I think my wife's grandfather bought this lathe for the family lumber mill sometime in the thirties or forties. A few years ago, I became the caretaker of this family mechanical heirloom.
My Belt Drive South Bend Metal Lathe
I've never claimed to be a trained machinist, so this project really tested my machining skills. Most of what I learned about operating a metal lathe, came from watching my grandfather, who was a master metal worker all his life. After countless hours of measuring, and lathe work, I was able to fit it in the space available, and the clutch worked properly.
Clutch fit to my Keystone Frame
When my machine work was complete, and the clutch was fitted, it was apparent that the center line of the new rear hub, would not line up with the frames center line. This was caused by the worm gear clutch activator on the left side of the hub. The width of this mechanism could only be narrowed slightly, and still function. I would not be able to determine just how much the rear wheel was of center until the rear wheel had a rim laced to it, and tire mounted.
Lacing and truing spoked wheels is an acquired skill best left to professionals. I usually use Buchanan Spoke & Rim to build my spoked wheels. They did the original wheels on my racer, but that was not really an option in this case. I have only laced, and trued, a couple of wheels in my time, but that was many years ago. My first mistake was not photographing my original rear wheel before disassembling it for the spokes & rim. I laced, and re-laced, the rear wheel countless times, before I finally got it right. Pretty much, what I remembered of lacing the first spoked wheel 43 years ago!
Finished Rear Wheel Ready for Truing
The next step is truing the rim. This twostep process, and starts with horizontal truing, which allows the wheel to run true side to side.
Horizontal Wheel Truing
Once the wheel runs true horizontally, it's time to concentrate on vertical truing, which allows the wheel to run true, with no up and down hop.
Vertical Wheel Truing
After a couple of hours, everything was running true. Now comes another fun part. Mounting a modern tire to a 1.85" rim, without pinching the tube, is a real art. After about an hour of flying tire irons, and a more than few choice words, the rear tire was mounted, and held air.
Completed Freewheel Clutch Rear Wheel
With the rear wheel setup completed, my next task was to fabricate a clutch lever to activate the rear wheel clutch. I had previously ordered the rod that connects the clutch lever to the clutch, but the casting that mounts the clutch lever to the frame's seat support tube, is no longer available. After some trial, and error, I came up with a mount for the lever.
Clutch Lever in the Drive Position
Pushing the lever forward engages the clutch and drives the rear wheel. Pulling the lever back disengages the clutch, allowing the rear sprocket to spin on the rear hub, without driving the rear wheel. A quadrant gate on the lever mount, controls the available lever travel, and a spring-loaded tensioner holds the lever in place at either the drive, or non-drive setting. This video, shows the rear wheel clutch function with the engine running:
Live Engine Clutch Test Video
Now that all the fabrication was dome, and the rear wheel was mounted to the frame, it was time to determine how much the rear wheel was off from the frame's center line. This was done by checking the front and rear wheel alignment using a 6' long piece of angle iron as a straight edge.
Rear Wheel Alignment Check
The final verdict is the rear wheel is off center to the right around 3/8 of an inch. Really not as bad, as I first thought.
Front Wheel Shows a 3/8" Rear Wheel Misalignment to the Right
So, what lessons did I learn from this experience?
This has by far, been the most expensive motorcycle project, that I've ever built. Adding the clutch contributed significantly to the total cost and time involved in this project. I was also warned by people in the know, that the clutch supplier had problems, and that using his clutch would involve a lot of work. That was true, and knowing what I know now, I would probably not do it again. I've said before that building replicas of these old racers is not a job for amateur builders. This episode confirmed that. But in the long run, it will all be forgotten with the first blast down the road, and that's really what it's all about!
Barber Vintage Motorsports Museum - Birmingham, Alabama Wikipedia Commons
In 2014, the Barber Vintage Motorsports Museum in Birmingham, Alabama received a Guinness World Record Certification as the largest collection of vintage motorcycles in the world. There are some 600 motorcycles of a total collection of 1200, on currently on display at any time. The museum is a must do for all motorcycle serious enthusiasts.
The museum has published several of my episodes on early Birmingham motorcycle events, and personalities in their membership newsletter Vintage Inside News. A few months back, I was asked to consult with Brian Slark, and Kelly Stewart, of the Museum Staff on their new exhibition Motorcycles in the Magic City - as Seen through the lens of O.V. Hunt.
O.V. Hunt was an early Birmingham photographer, who took many early iconic photographs of Birmingham landmarks. He was also an early motorcycle enthusiast, and a close friend of the Birmingham Indian dealer Robert Stubbs.
Motorcycles in the Magic City - as Seen through the lens of O.V. Hunt Barber Vintage Motorsports Museum Collection
Barber Museum's O.V. Hunt exhibit features photographs of early motorcycle competition events, as well as various motorcycling personalities of the time. I have over the last few years been able identify many of the people in these photographs. Working together, we were able to caption the events, and identify many of the people featured in the exhibit's photos. The Museum was nice enough to acknowledge my contribution to the exhibit. It is a great honor to have played a small part in this important exhibit on Birmingham's early motorcyclists.
Motorcycles in the Magic City - as Seen through the lens of O.V. Hunt Barber Vintage Motorsports Museum Collection
I have been invited to assist in a presentation on the new exhibit for museum members, sponsors, and the general public: Here is then Barber Museum Press Release of the event:
"Motorcycles in the Magic City"
Join us on Wednesday, December 3rd, from 6:30 - 7:30 PM, for the first of two events on "Motorcycles in the Magic City." Curator of the O.V. Hunt exhibit, Kelly Stewart, and museum consultant David Morrill will discuss how and why motorcycles played such an important role in people's lives and livelihoods in the Magic City a century ago, as seen in the images captured by Hunt in the early 1900s. Be on the lookout for information about our next "Motorcycles in the Magic City" event, which will take place on January 21st, 6:30 - 7:30pm, and will feature Motus Motorcycles. Both these events are free for museum members and volunteers, and $25 (per event) for non-members. To purchase tickets or RSVP, visit the Barber Museum or call 205.702.8713.
It is a great honor to have played a small part in this important exhibit on Birmingham's early motorcyclists. For more information on the career of O.V. Hunt, check out O.V. Hunt -Birmingham's Photographer Episode #25:
Alabama State Fairgrounds Raceway - Birmingham, Alabama O.V. Hunt - October 1914
On October 5th, 1914, a little-known event in early Harley-Davidson racing history took place in sleepy little Birmingham, Alabama. Along with Atlanta, Georgia, Birmingham had become a center of professional motorcycle racing in the South. The motorcycle races on the one-mile dirt oval track at the Alabama State Fairgrounds in west Birmingham drew large crowds, that came to see top riders from around the country.
Leslie, "Red" Parkhurst was Harley-Davidson's first factory rider, and came to town to compete in the One Hour F.A.M. National Championship Race at the Fairgrounds. The race was meant to be another test of the newly introduced Harley-Davidson 11-K "Stripped Stock" racer. The bike had been introduced at the Dodge City 300 Mile Race on July 4th but had not fared well. At the end of the 300-mile ordeal, only two of the five factory bikes were still running, and they were not in contention.
Harley-Davidson took a much lower key approach to the Birmingham race, sending just Red Parkhurst from the factory team. They also provided semi-retired racer Arthur Mitchell, who was now living in Birmingham, along with Atlanta Harley rider Johnny Aiken, with a bike for the race through the new Birmingham Harley-Davidson dealer William Specht Jr.
As the green flag dropped that day, Parkhurst's chief competition came from Excelsior rider Joe Wolters, and local Indian riders Gail Joyce, and Gene Walker. To the thrill of the Birmingham crowd, Walker led the first couple of laps, and set a new track record. In the end though, Parkhurst overcame his competition, and led by a comfortable margin at the end of the race. Joe Wolters finished second, and Joyce came in third.
After the race, two protests were filed with the F.A.M. referee by the Excelsior, and Indian teams. The results were not confirmed until the following week, at the Chicago Motorcycle Show, when Parkhurst was presented the Birmingham trophy, along with his prize money. Shortly after the awards ceremony, an 11-K racer was rolled out the Harley-Davidson display, along with a billboard touting the Birmingham win.
Leslie "Red" Parkhurst Bicycling World and Motorcycle Review - October 1914
Red Parkhurst's 1914 win at Birmingham went down as Harley-Davidson's first race win in a National Championship event and played a major part in Harley-Davidson's advertising program for the upcoming 1915 model.
1915 Harley-Davidson Ad
Fast forward one hundred years, and just a few miles east of the old Fairgrounds Raceway, to the Barber Motorsports Park. In October each year, the Park holds the Barber Vintage Motorcycle Festival. Over the past ten years the Vintage Motorcycle Festival has become one of the premier vintage motorcycle events in the country, and the Century Race for 100-year-old motorcycles, is highly anticipated.
Joe "Slojo" Gardella has won the race several times on Harley-Davidsons he rebuilt by hand. Joe is and incredibly talented machinist/fabricator and has competed in several of the cross-county Motorcycle Cannonball Runs for antique motorcycles on his restored Harley-Davidsons. He is always a serious contender in the Century Race, having won the event several times.
Start of the 2014 Barber Vintage Motorcycle Festival Century Race
When the green flag dropped on this year's Century Race on Saturday October 11th, Joe Gardella jumped to the lead, and maintained that led the race wire to wire. His immaculately prepared 1914 Harley-Davidson, known as the "Gray Ghost" didn't miss a beat. As Joe crossed the finish line, I couldn't help but think back to Red Pankhurst's 1914 win in Birmingham one hundred years before. Well done, Joe!
Slow Joe Gardella and The Gray Ghost - Barber Vintage Fest 2014
It seems some moments in motorsports are just meant to be. Surely Red was smiling down on Joe that day, as once again Harley-Davidson was victorious at Birmingham.
Joe Gardella, along with a group of 2014 Motorcycle Cannonball Event Riders, also participated in the Parade Lap of bikes and riders from the 2014 event.
Acknowledgments: A special thank you to the staff, and volunteers of the Barber Motorsports Park and the Barber Vintage Motorsport Museum for hosting this event. Also, a big thank you to my friends David Lloyd, and the folks at the Confederate Chapter of the Antique Motorcycle Club of America for organizing this event, and to my friends Jim Dohms of Dohms Creative Photography, and Rebecca Cunningham of Running Rabbit Films for sharing their incredible talents.
Aladra Adam's Star Lite Riders Shirt Charlie and Aladra Adams Collection
I've said before that many of my stories begin with a single photograph. That's the case with this story. I was scrolling through Facebook one morning, and came across a post by Dennis Adams, in an Orlando, Florida looks back group. It was a photo of the old Puckett Harley-Davidson dealership on South Orange Blossom Trail in Orlando. The photo showed some kind of awards ceremony. I contacted Dennis to get permission to use the photo in my story on Orlando racer Dexter Campbell.
Not only did Dennis Adams give me permission to use his photo, but he also shared the story of his parents, Charlie and Aladra Adams, who were members of the Star Lite Motorcycle Club in the 40s, and 50s. Dennis also arranged for me to contact his father, who along with Jesse O'Brien, provided the details for this story. Without their held, it would have not been possible.
The story if the Star Lite Riders Motorcycle Club, begins with groups civilian motorcycle riders formed into Motorcycle Troops in the early 1940s. It was anticipated that if the United States became involved in the second World War, these troops would be an invaluable asset in patrolling Florida's long coastline. The American Motorcyclist Association (AMA) supported, and encouraged, the formation of the Motorcycle Troops, as a way to bring a positive image of motorcycling.
In Orlando, Florida Sidney Crenshaw formed the Orlando Troop. With the entry of the United States into the World War at the end of 1941, many of the male troop members were drafted into the service. Many used their riding skills as dispatch riders for the various armed services. Some of the female troop members continued the troop activities, until they were drawn into jobs producing war materials, and the civilian motorcycle troops folded.
Sidney Crenshaw - Orlando, Florida Guy Ann Sheffield Collection
After World War II, Sidney Crenshaw, who was now a member of the Orlando Police Department Motorcycle Unit, was involved in the formation of the Orlando Motorcycle Club, along with Orlando Harley-Davidson dealer Lewis Puckett. The club was run out of Puckett's shop on South Orange Avenue in Orlando. Charlie Adams became one of the original members of the Orlando Motorcycle Club.
Charlie & Aladra Adams Collection
Charlie Adams began racing in AMA sanctioned flat track, and TT motorcycle races on a Harley-Davidson WR carrying his competition A.M.A. # 211C. The WR was prepared in Lewis Puckett's shop. He competed in races at St Petersburg, Sarasota, Ft Meyers, Ft. Lauderdale, Orlando, and Daytona Beach, Florida. While Charlie did not win any races, he often finished second, or third.
By early 1948, the membership of the Orlando Motorcycle Club had dropped significantly. A new club was formed named the Star Lite Riders, and several of the Orlando Motorcycle Club Members, including Charlie and Aladra Adams joined the new club.
Charlie & Aladra Adams Collection
The new club received and AMA sanction, and was run out of Lewis Puckett's Harley-Davidson shop, which had moved to 2801 South orange Blossom Trail in Orlando.
Puckett Motors - Orlando, Florida Eric Smith Collection
The AMA sanctioned these riding clubs, which often adopted club uniforms, which the wore during rides, and club social events. These were not 1% motorcycle gangs, which drew negative publicity to the sport, with their antisocial behavior. They were groups of average riders, often referred to as the 99% of motorcycle enthusiasts, who didn't cause problems. These riding clubs participated in reliability runs, field games, social events, Promoted safe riding, and sponsored A.M.A. competition events.
Star Light Riders Motorcycle Field Games
Star Lite Riders Field Games Charlie & Aladra Adams Collection
Star Lite Riders relax after their weekly Reliability Run
The Star Lite Riders sponsored the local flat track and TT motorcycle races. These races where first held at the Casselberry, Florida harness track, and later at Orlando's Ben White Raceway. Charlie Adams competed in, and often won, these local races.
Charlie Adams shows off a trophy to Aladra Adams and a friend. Charlie & Aladra Adams Collection
In the early 50s, Charlie Adams was elected as president of the Star Lite Riders. This was a little unusual, as the club was run out of a Harley-Davidson shop, and Charlie had switched to riding a 1953 Indian, along with a 250cc Zundap he rode in enduro racing. Club members were not required to ride Harley-Davidsons, and Charlie like the new hydraulic forks, and non-pogo post seat. This was the final model of the Indian Motorcycle, as they closed the factory doors in 1953.
Charlie, Randy, and Sandra Adams - 1953 Indian Motorcycle Charlie & Aladra Adams
The July 1955 edition of American Motorcycling Magazine featured an article on 17-year-old club member Clyde Denzer.
American Motorcycling Magazine - July 1955 Dave Dobner Collection
In June 1956, the Star Lite Riders were awarded an A.M.A. National Safety Award banner, for the year 1955. The award was presented to club members by Orlando Chief of Police, Vernon Rodgers.
Orlando Sentinel - June 1956 Charlie & Aladra Adams Collection
And now for the story of the photograph that inspired this story:
Puckett Harley-Davidson Orlando, Florida ca. 1955 Charlie & Aladra Adams Collection
This photo shows and awards ceremony at Puckett Harley-Davidson for the Thanksgiving Turkey Run Enduro Race, which was sponsored by the Star Lite Riders. These cross-country races were meant to test the endurance of man and machine, by riding a difficult closed course laid out through the woods outside Daytona Beach, Florida.
Jesse O'Brien stated he is the person receiving his first-place trophy from Lewis Puckett's son Buddy. Lewis Puckett is crouched in the center of the photo, and Charlie, and Aladra Adams are in the back left of the photo.
But there's more to this story! It seems the prize for the race was a live turkey, Jesse received the turkey for his win, and took it to his brother Dick's house for the family Thanksgiving dinner. Dick's wife took the turkey outside to prepare it for cooking. The turkey took one look at the knife and escaped the scene. The turkey was last seen running down Orange Blossom Trail, and Dick had to drive down to Winn Dixie to get another turkey.
The annual Daytona Beach Motorcycle Races were known as the Handlebar Derby. The premier event was the 200-mile road race. It was run down a section of Ormond Beach, at low tide, and then back up Highway A1A.
1958 Daytona Motorcycle Race Program Cover Charlie & Aladra Adams Collection
The weeklong event featured both amateur, and professional Road Racing, Flat Track, Scrambles, Hill Climb, Drag Racing, Time Trials, and Endurance Run competitions. There was also an International Motorcycle Show at the Daytona Beach Armory.
1957 Daytona 200 Motorcycle Race Charlie & Aladra Adams Collection
By 1958, the Star Lite Riders were sponsoring Formula A motorcycle scrambles races. Dick O'Brien, the shop Racing Manger, had developed hop up parts for the Harley-Davidson 165, which had become popular with lightweight class scrambles racers. Puckett had two riders, Jesse O'Brien, and Dexter Campbell racing the shops 165s, and they dominated races throughout Florida. Tommy Seagraves raced for Puckett in the Heavy Weight Scrambles Class.
Lewis Puckett Motors Hop Up Instructions www.harleyhummer.com
The October 1958 edition of the A.M.A.s American Motorcyclist Magazine reported a crowd of 3000 watched the August Formula A Scrambles race held in Orlando, by the Star Lite Riders. Dexter Campbell won the Lightweight Class, and Tommy Seagraves, won the Heavy Weight Class.
In November 1958, Charlie Adams competed in the Turkey Run Enduro, finishing second in the Class B Lightweight on his 250cc Zundap.
1958 Turkey Run Enduro Results Charlie & Aladra Adams
Club members also competed in unsanctioned Outlaw motorcycle races run by Bill France during the Nascar races held on the same Ormond Beach Course used for the motorcycle races. These races were held on the beach side of the course, to entertain the crowd between the Nascar races.
About this time, the Star Lite Riders became involved in another interesting piece of Florida racing history. Puckett Harley-Davidson, and the Star Lite Riders, sponsored motorcycle drag races on an old auxiliary airfield south of Orlando. Lewis Puckett was asked by an up-and-coming Ocala; Florida auto drag racer Don Garlits. He was making a name for himself drag racing a modified T Bucket Ford, and asked Lewis Puckett to build a Harley-Davidson to race against his T Bucket Ford.
Don Garlits 1927 Ford T Bucket Racer Don Garlits Collection
The crew at Puckett's race shop built a 74 ci. twin carburetor Harley-Davidson Panhead, which was named Big Bertha.
Big Bertha Custom Bike & Choppers Magazine - March 1982
The bike was ridden in several match races with Garlits, by Charlie Winslow, and later Dexter Campbell. The Puckett riders, and Garlits, each won several of the match races.
It appears the membership of the Star Lite Riders faded in the early 60s. Many of the members now had families, and careers, which left less time for riding. The final blow may have come, when Lewis Puckett lost the Harley-Davidson franchise for Orlando, and the Star Lite riders lost their clubhouse.
The A.M.A. sanctioned riding clubs across the country began to suffer the same fate. As these clubs faded into memories, the more notorious motorcycle gangs were left to take their place, casting a negative light on the sport through the 60s and 70s.
Epilogue:
Charlie and Aladra Adams eventually divorced. Charlie Adams later remarried, and left Orlando in 1967. He had a long career in the music business, is retired, and living in Tennessee. Aladra Adams passed away in Orlando in 2011.
Charlie & Aladra Adams Collection
Dexter Campbell continued his racing career but was killed in a racing accident at the A.M.A. National Dirt Track Race at Atlanta's Lakewood Speedway on May 15, 1966.
Clyde Denzer was hired by Harley-Davidson Racing Team Manager, Dick O'Brien in 1959. For the next 24 years, Denzer served as the number two man in the Racing Department. When O'Brien retired, Clyde Denzer took over as the Harley-Davidson Racing Team Manager.
Clyde Denzer (left) and Ralph White - Daytona 1963 www.DadsVintageAds.com
Dick O'Brien left Puckett Harley-Davidson in 1957 to become the Harley-Davidson Factory Racing Team Manager. Under O'Brien's management, the Harley Racing Team became one of the most successful racing teams in the country, vitally dominating American dirt track racing. He Retired in 1983 and was inducted into the American Motorcyclist Association's Hall of Fame in 2001.
Jesse O'Brien retired from racing in 1957. In the early 80s he returned, and one of the driving forces behind the A.M.A. Battle of the Twins Road Racing Class.
Patrolman Sidney "Big Sid" Crenshaw Guy Ann Sheffield Collection
He was struck by a car, and seriously injured, while working a traffic accident on West Colonial Drive in Orlando on July 7, 1965. Patrolman Crenshaw died of his injuries on November 22, 1966.
Orlando Sentinel - November 22, 1966
"Big Daddy" Don Garlits went on to become a multi time National, and World Championship drag racer. He won a total of 144 National events in his series of "Swamp Rat" Top Fuel racers. He currently operates the Don Garlits Museum of Drag Racing in Ocala, Florida.
"Big Daddy" Don Garlits - Ocala, Florida www.dragracecentral.com
Tommy Seagraves continued his racing career but was killed in a racing accident at the A.M.A. National Road Race in Watkin's Glen, New York on August 14, 1960.
