Wanderings International

Wanderings International
North American JAWA/CZ Register Newsletter
Mike Thomason, Editor
1548 Deerwood Dr. E.
Mobile, AL 36618
September 2016
Phone (251)343-0726
Contents:
© North American JAWACZ Register
email: [email protected]; [email protected]
internet home page: www.JAWAczregister.org
From the Editor
Our annual Gathering will be held in Lemont, IL on September 18. New location and new date but we will
be among friends, Czechs and Slovaks and the Double Cross Riders who have prepared food and beer at
Ervin Bittner’s for the past several Gathering. They will do so again! Because there is so much to get into
this newsletter, I will cut this short. Support the Register; come to Lemont September 18!
More about the Gathering
Preliminary Schedule of events:
Our organization, Double Cross Riders, will come early morning at around 7am and start cooking and
preparing for the picnic.
Around 10-11 am outside Holy Mass will be held (no bike tuning or running during the Mass please,
respectful manners are expected)
JAWA show preparations, bike set ups and tent set ups should be done before the Mass or finished after the
Mass or quietly during the Mass.( very important so no one complains)
Shortly after the Mass fun begins.
Organization will cook and sell the food and the beer to the public.
JAWA people are responsible for transportation of bikes, bikes and tents set up and keeping the spot safe
and clean during and after the show.
The spot must be clean as it was before.
Closing time of this event is open so far but we expect people to start leaving around 7pm or so.
All depends on weather and amount of beer and goulash is left ! Hahaa - big grin.
Profit from this event will cover the rent, insurance and all prep expenses.
I will talk to someone from the Register shortly before event just to tell or show the place and your spot for
bikes to set up and tents too.
Donations are welcome!
Contact me on this matter at 847 489 7497.
Wanderings 2016
Frank Tutoky
Page 1
You can also contact me at 251-343-0726 before Sept. 15 or after that cell 251-327-4669.
For more information see below; I expect we will leave Don Kueny’s early Sunday morning and
arrive at the site around 9-10:AM and leave by 4-5:00 PM. All very laid back, come and go as you
like. Please bring your JAWA or CZ so we can show everyone who we are! When you arrive at the
Slovenian Catholic Center you will be directed to our area.
Editor
Location
Slovenian Catholic Cultural Center
14252 Main St, Lemont, IL 60439
www.slovenian-center.org
(630) 243-0670
For more information check out the sites below.
http://www.ilivelemont.com/
https://www.facebook.com/SlovenianCC/
https://www.facebook.com/DoubleCrossRiders
www.google.com/maps/@41.6811651,-87.9647478,613m/data=!3m1!1e3
14th JAWA/CZ/Yezdi Day July 10, 2016
Well, the JAWA/CZ/Yezdi Day was a blowout in India, and riders all over the world participated. Most
reported on their rides at www.Facebook.com/JAWAday You gotta see these reports, especially those from
India. Yezdi was the JAWA manufactured in India until the early 1990’s. Below is just one: Bangalore
JAWA/Yezdi Club. The JAWA/CZ people in the UK and throughout Europe also participated. Our members
rode, too, but the portal to report their rides was down.
JAWA/CZ/Yezdi Day in North America
Bill English and Jack Terpstra rode in Canada and Ed Allyn and Eugene Volynsky rode in the Up State New
York Rally on July 10. Eugene lives in New Jersey and reports that he rode 250 miles on JAWAday with no
problems at all. His beautiful bike once belonged to me, but I never rode it (or any JAWA) that far in one
day. Perhaps the problem with our JAWAday website is the reason….
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Eugene Volynsky and his JAWA 354
Ed Allyn’s Californian
Three JAWAday Register riders. If you rode please
let me know at [email protected] and we will run
your picture and story in the December issue of
Wanderings.
I could not ride because of an accident thirteen
months earlier. After surgery on my lower back I am
doing much better and will be at this September’s
Gathering. I hope to see many of you there.
Both my surgeon and wife advise strongly against
my riding ever again. At 74 I am in no position to
argue. However I will continue as editor of
Wanderings and Register coordinator.
Bill English and his Perak and Eaton’s Road King
It's JAWA Day Every Day for this Family
MYSORE: When owners of JAWA/Yezdi of yester-years kick-start their motorcycles only on special
occasions like JAWA Day, here is a family which owns almost all JAWA models and rides them every day
to their workplaces.
Gavin Wilson, Assistant Professor in English, and his family members, including his mother, have been
riding JAWA and Yezdi motorcycles through the years. His father Gladstone Wilson rode Yezdi bikes for
many years, mother Marie Wilson, a Step Thru 60cc Colt, his son, 11-year-old Jaden Wilson, also has a
passion for bikes. Ainsley Wilson, younger brother of Gavin, too is passionate about JAWA and Yezdi
bikes. Though they ride their JAWA and Yezdi bikes every day, they all celebrate International JAWA Day
on the second Sunday of July every year with their close pals.
"In 1974 when the collaboration ended with JAWA, the Yezdi model came in and my dad who worked for
29 years with the JAWA Company first bought an Yezdi 60cc Jet and subsequently we bought a Yezdi
175cc, Colt and other models," said Gavin.
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''My passion for JAWA and Yezdi has made me collect and restore 15 bikes. My philosophy is the 'more
you look after your bike, the bike will look after you', and it depends on how we maintain our vehicles. As
long as we maintain them systematically, they will be eco-friendly and free of trouble. Small maintenance,
like regular de-carbonizing of silencer and cleaning of the carburetor which is like the heart, keeps vehicles
smooth. I undertake small repairs on my own," he said.
Gavin said Yezdi models are known for stability and reliability and for rough rides. ''I have been taking long
rides to Kochi, Wayanad, Kodaikanal and Ooty.'' In 2003, when the factory was closed, his passion made
him collect most JAWA models---JAWA- 50cc, Pionyr to Yezdi-350 Twin.
Marie Wilson, mother of Gavin, and his wife Maria also participated in the rally held on Sunday. Gavin said
his mother had been riding Yezdi Step thru 60cc Colt to the Ideal JAWA Rotary School, nearly for 15 years
until she retired as headmistress.
To mark the International JAWA, Yezdi Day, Gavin's family and few close friends rode to Tonnur Lake
near Pandavapura. On their way back, they visited an orphanage nearby. Recalling the year 2007, he says he
and two of his friends, Azam Shariff and Ajay Kumar, organized a rally for the first time in Mysore to mark
the International Day. ''We started CZ JAWA Yezdi Owners Club in Mysore. My dream is to have an Ideal
JAWA museum in Mysore,'' he said.
Ranjith Kandya, Swindon Smoke Signals, August 2016
Installation of a VAPE Electronic Ignition and Alternator on a JAWA Engine
What It Is
The VAPE is a complete electrical system. It replaces the stock JAWA system with a self powered
breakerless CD ignition and a brushless alternator with solid state rectifier/regulator.
A battery is not needed for the system, but recommended. It will provide current for the ON/ OFF relay
needed to allow use of the stock ignition switch, the parking light and the charge light. It also improves the
operation of the horn and turn signals at idle RPM.
An SLA (sealed lead-acid) battery is preferred, as it completes a full-function and completely maintenance
free electrical system. Available on-line as a camcorder battery.
What is needed for installation of the VAPE:
No special tools. Depending on the specific
fasteners supplied, you will need a 10 mm. socket
wrench, 4 mm. and 5 mm. Allen Key, #1 and #2
Philips screwdrivers, a pair of pliers and a pair of
wire cutters, and an M8 x 100 mm. bolt. You will
also need Locktite Threadlocker Blue 242
You may also need some wire, preferably in
gauge and color to match the bike’s wiring, plus
crimp connectors, wire stripper and crimping
tool.
Depending on supplier the kit should contain
everything needed. Some sources may not
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include a relay for use with a battery, and/or a kill switch for operation without a battery. Whichever method
is selected, if not included try to get these parts from the kit supplier to be certain they are correct.
Disassembly
Disconnect the battery, being careful to mark the wire polarity as these will be reversed on reinstallation.
Remove the seat, side panels and fuel tank.
Remove the right side engine cover.
Remove the ignition coil(s).
Disconnect the ignition and generator output wires from the dynamo.
Remove the voltage regulator. Location varies depending on motorcycle model.
Remove two M6 bolts and slide the stator off.
Remove the center M6 bolt and remove the breaker point cam. It may be necessary to pry this off using a
thin blade.
Remove the rotor, which sets on a taper. Turn the M8 x 100 mm. bolt tight against the end of the crankshaft
while holding the rotor by hand. If the rotor does not pull free, retighten the bolt and tap the bolt head lightly
with a mallet.
If plastic connectors are preassembled to the stator wiring, it may be necessary to remove them to feed the
wiring thru some areas. Use a thin stiff metal wire or a thin sharp awl to retract the locking tabs on the wire
terminals. Do this carefully so as not to damage the wire terminals
Important
There is a small locating pin in the RH crank´s tapered end, where the rotor was. Its purpose is to locate the
rotor and in turn the breaker point cam to time the ignition. It serves the same purpose on the VAPE.
This pin is likely too long to allow the VAPE rotor to seat on the crankshaft taper. It must be shortened so
that it extends no more than 1.5mm. above the taper surface. This can be done with the pin in place or after
removal with the wire cutters. Use a small file or a Dremel tool with a grinding stone, being very careful not
to mar the crankshaft taper.
It is critical that the rotor sets firmly on the crankshaft taper. Check and check again that the pin is not too
high and holding the rotor clear of the taper. The video following this article does not make clear how
essential the pin length is!
Installation
Fit the adaptor ring into the crankcase to be sure it fits properly and sets down firmly. Remove any
aluminum that is interfering with this.
Remove the adaptor, and being careful to have the base plate oriented correctly, install all three parts –
adaptor ring + base plate + stator - at the same time. This makes it is easier to lead the wires through and
under the base plate.
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Using Locktite 242, install the countersunk M6 screws. Be sure there is adequate thread engagement for
these screws. There should at least 10 mm. of thread extending thru the adaptor.
Connect the two white wires to the sensor hold down screws. Don’t fully tighten, as the sensor position will
be adjusted later. Use the left pair of threaded holes for a 250 cc engine, and the right pair for a 350 cc
engine. Connect the yellow wire to the sensor.
Installing Sensor and routing wires thru grommet
Lead the new cable loom thru a suitable route, as close as possible to the original.
Be sure the rubber grommet between the drive chain compartment and the VAPE is in place. It is important
that dirt, grit and oil cannot get into this area. Modify the grommet and/or use oil proof silicone sealer as
necessary.
.
Place the stator onto the base plate center flange; install and tighten the three Allen screws, again with
Loctite 242. Be careful not to jam or pinch any cables.
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Tightening Base Plate
Tightening Stator
Install the Rotor. Match the groove in the hub of the rotor to the shortened guide pin, and feed the rotor on to
the crank end. Secure the rotor with the M6 bolt + washer.
Set gap between nose of sensor and the rotor at 0.4 mm. and tighten the Sensor screws.
To be certain, the ignition timing can be checked in the usual manner using piston position. With the piston
so set, the Sensor´s “nose” should just meet one of the notches on the Rotor.
In 99% of all installations, the rotor will be in its correct position, and the ignition timing
will need no further adjustment. A very few models require a different setting, as covered in Appendix A.
Appendix A is at the end of this article on page 10
Electrical Installation:
Study the wiring diagram for your specific motorcycle, and compare with the VAPE diagram.
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Some modifications will be required. You can reuse the remainder of the existing wiring if it is in good
condition.
Install the ignition coil. This usually goes on the frame under the tank, at or near the old coil(s) location. A
mounting may have to be fabricated.
Install the rectifier/regulator wherever there is room; in of the battery compartment or tool kit or under the
seat.
Battery or No Battery
VAPE will function without a battery, but at idle RPM the lights will be dim and the turn signals may blink
slowly or not at all.
To install without a battery:
1. Install the push button Stop Switch in the desired location, usually on the handlebar.
2. Connect the blue wire to the stop switch.
To use a battery and the existing ignition switch (recommended):
1. Install the battery, being certain that its negative terminal is connected to the motorcycle frame.
Wrong polarity will damage the electronics. Such damage will not be warranted.
Be sure to retain the fuse in the now positive side of the system, and carry a few spare fuses.
2. Install the ON/OFF relay. Near the coil is a good location. A mount may have to be fabricated.
To power the ON/OFF relay, use a wire from terminal 15 on the ignition switch (was used to
power the old coil(s).
Install a pair of insulated spade terminals in the blue wire to terminal 30 on the relay where it is
out-of sight but reachable. In case of a dead battery, separating this pair of terminals will allow
the engine to start and run. Let out the clutch at idle in gear to stop the engine.
It is suggested to replace the spark plug wires and spark plug boots. The wires must be copper core as
carbon type wires cannot be screwed into the coil terminals.
Notes
If you are converting a 6 volt system to 12 volts, obtain and install a set of 12 volt lamps. Some 6 Volt turn
signal flashers will work on 12 Volts, some won’t. A 6 volt horn can take 12 volts, yielding a higher pitch.
You must use a proper rotor puller to remove the rotor from the crankshaft, or the rotor may be damaged.
The rotor puller is not unique to VAPE; it is used on many newer mopeds and smaller motorcycles. It should
be available from the VAPE supplier and at moped dealers.
Pavel Karasek Added the Following
I would mention that the disconnecting relay must be selected correctly based on the system voltage. They
sell 6V and 12V relays. Same with the regulator - they come as 6V and 12V. Any mismatch will cause the
system to not work correctly. Another thing worth mentioning is a charging control light (the red light that
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announces the correct function of your charging system). After you install the VAPE system, the light
obviously will not work. They are special made circuits to imitate the function of the red light. So the
control light is ON if the voltage is low, if you start the engine and voltage goes up, the control light
switches OFF. The circuits are available from VAPE distributors usually. I installed them on several
motorcycles, since it is a good way of keeping them "original".
WARNING! WARNING! WARNING! WARNING! WARNING!
WHEN YOU WANT TO USE AN ELECTRIC WELDER ON A MOTORCYCLE
WITH A VAPE SYSTEM INSTALLED, MAKE SURE ALL FRAME/GROUND
CONNECTIONS ARE DISCONNECTED AND ISOLATED! FAILING TO DO SO
CAN OR WILL FATALLY HARM SOME OR ALL COMPONENTS.
Appendix A
Youtube Video Showing Installation of Vape
To make yourself more comfortable doing this job, watch this video. Remember the importance of the pin
length described on the bottom of page 5 in the section headed Important.
https://www.youtube.com/watch?v=Ljj3dPkf-JU
This article was translated from the Swedish and edited by Don Kueny with help from Pavel Karasek who
also found the video.
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1954 JAWA 250 Perak Aluminum artistry from behind the Iron Curtain
Four views of this incredible Perak
By the early 1900s Czechoslovakia’s reputation for excellent engineering was already well-established even
though the country’s motorcycles were not well-known beyond its borders. That’s a shame because by the
1920s and ‘30s more than sixty Czech manufacturers, including ČZ, ESO and Böhmerland, were building
interesting machines. JAWA is probably the most familiar of the Czech marques and built the swoopy and
stylish 250cc Perak featured here.
From Bombs to Bikes
For better or worse, a lot of people have made a lot of money building and selling weapons. Between wars,
when business is slow, arms manufacturers have traditionally looked for ways to take up the slack and keep
the lights on. JAWA motorcycles, like those from BSA, Royal Enfield, Husqvarna, Fabrique Nationale
d’Herstal (FN), ČZ and others, were produced in factories that originally built armaments. František Janeček
was born in 1878 in Bohemia, part of what was then Czechoslovakia. After studying mechanics in Prague
and Berlin, he opened his own workshop and factory and patented a number of inventions, including an
improved hand grenade (nicknamed “The Janeček”) which became standard issue for the Czechoslovakian
army.
In 1929, Janeček decided to supplement his arms business by becoming a motorcycle manufacturer. Rather
than start from scratch, he purchased the existing motorcycle business (including design drawings and
tooling) from Winklhofer & Jaenicke, a German company that had been making cars and motorcycles under
the “Wanderer” name. Production was moved to Prague and the new motorcycle company was given the
name “JAWA” – combining the first two letters of Janeček and Wanderer. The Wanderer-based JAWA was
a 500cc single-cylinder OHV machine with unit construction - the engine and transmission sharing a
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common case. The bike had a pressed steel frame, saddle-type gas tank and shaft drive. It was fairly
advanced for the times but also relatively expensive – in fact, too expensive for most Czechs.
Janeček needed a new line of lightweight and more affordable machines. To lead this initiative, he recruited
G.W. Patchett, an engineer from England with prior experience as a motorcycle racer, having ridden for
Brough Superior and the Belgian firm, FN. Between 1930 and the outbreak of the Second World War in
1939, Patchett served as the Chief Designer for JAWA. When Patchett came to Prague, he brought a 175cc
Villiers two-stroke engine. The new lightweight JAWA was designed around this British engine, which
made about six horsepower at 3,750 rpm. By 1933, the new model was a sales success – it was the most
popular motorcycle in Czechoslovakia - and JAWA dropped production of the big 500cc singles.
During the 1930s, the factory began designing its own engines and additional models were introduced,
mostly based on 250cc and 350cc two-stroke engines. The factory also made sophisticated four-stroke racing
machines with overhead cams during this period in very limited numbers. These machines helped establish
JAWA’s reputation for sound engineering and good-handling bikes. The company even entered factory race
teams at the Isle of Man TT races in 1932, ’33 and ’35.
The Perak – Born in the Shadows
In 1938, just before the Second World War broke out, Czechoslovakia came under German control and the
factory was re-focused on production of warplane engine parts and stationary motors for generators –
working on civilian projects was strictly verboten. Nevertheless, in 1940, JAWA engineers began working in
secret; designing and building a new model that could be launched once hostilities ceased. Development
work on this new model took place alongside repair work being done at the factory on Wehrmacht
motorcycles - the new JAWA was painted army green to avoid German suspicion and carried fake “SS”
registration plates. When test riders were pulled over by army patrols, they explained that the machine was
an exclusive new prototype for the SS. Fortunately, no one discovered the ruse and by 1944 twenty of the
new JAWAs, all carrying German markings, had been made and secretly tested, some up to 60,000 miles.
Pre-war, JAWA was not competitive outside of Czechoslovakia and the company hoped the new model
would be of sufficient quality to enable them to expand their sales world-wide. When the war ended, JAWA
succeeded in getting a jump on the rest of the European nations by being first to launch an entirely new
motorcycle design. Unfortunately, Janeček died in 1941 and didn’t see his new model’s introduction to the
world at the 1946 Paris Motorcycle Show where it was awarded a Gold Medal.
The new model was named the “Perak” - Czech for “spring” - a reference to the sprung rear suspension. The
machine, designed by J. Josif and J. Krivka, was intended to be stylish, sturdy and comfortable. It was built
around a new 249cc two-stroke single with unit engine-gearbox construction. It had plunger suspension in
the rear, telescopic forks up front and a square-section steel tube frame. A novel design feature was a multidisk wet clutch integrated into the gearbox, allowing the rider to shift gears using only the foot pedal once
the bike was moving. Streamlining was a predominant design feature with the headlight contained in a
curvaceous nacelle and the entire engine/gearbox looking very aerodynamic – even the carb was shrouded in
a flowing, finned aluminum housing. Most of the wiring was hidden within the frame tubes, enhancing the
clean lines of the bike. Even though the engine was single-cylinder, twin exhaust ports led to a pair of
headers and mufflers.
The 250 Perak could reach 65 mph and had excellent fuel economy (95 miles per gallon). It was affordable,
comfortable and très moderne! Promotional literature in the US referred to the model as “The Streamlined
Powerhouse” and claimed the bike “was designed for comfortable, sensible transportation with all the z-zzip of a rocket”. Other small bikes at the time were pre-war designs with rigid rear suspension and bumpy
rides. Overall, the new model was met with rave reviews by moto-journalists of the day. The 250 Perak was
only produced from 1946 to 1954 but the basic design of the engine was so sound that it formed the basis of
various JAWA models for nearly five decades after its introduction.
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When Czechoslovakia came under communist control in 1948, its industries were nationalized and exports
of Czech motorcycles to the US through the Iron Curtain dwindled even although exports to third world
countries were booming. In those days, JAWAs were being imported into the US by the International
Motorcycle Company, founded in 1949 in New York by Ernie Wise, his son, Larry, and their cousins, Joe
and Mike Berliner. In 1957, the Wises parted ways with the Berliners and launched Cosmopolitan Motors in
Philadelphia where they continued to import JAWAs and several other European, mostly Italian,
motorcycles. Larry Wise recalls that when the supply of JAWA 250s dried up they shifted to a two-stroke
model from West Germany, the 250 “Super Saber”, made by Zundapp (another former weapons
manufacturer). Compared to the Perak, the Zundapp was heavy, clumsy and uncomfortable. According to
Larry, fewer than 1,000 JAWA 250s were imported directly to the US from the factory.
The Resurrection of “Ann”
The machine featured here is believed to have come from Indonesia to the US, eventually finding its way to
Texas. In August 2013, Vincenzo Murphy first heard about a neglected JAWA looking for a new home. He
was familiar with the marque since he already owned a 1970 JAWA 350 Californian with a JAWA Velorex
sidecar.
Vincenzo recalls: “I assumed it was going to be another 350 Californian since that’s what came to the US in
the greatest numbers and I figured I could use it as a parts bike. As the back-and-forth conversation
developed, I realized that it was actually a 250 Perak - one of the prettiest post-war JAWAs ever made, with
much of its Deco styling cues coming from the pre-war era. This made me want it even more.”
Four months passed before Vincenzo finally went to see the bike in December 2013. The Perak was sitting
in the back of an old school bus parked on a piece of property in the Texas Hill Country outside Austin.
Vincenzo liked what he saw: “All the sheet metal and major components, while in need of restoration, were
there. The deal was done and we loaded her up and brought her home”. The bike was green when found but
Vincenzo had a vision: “The original color of the bike, a deep maroon, reminded me of the fiery red hair of
Ann Margret so I named the bike ‘Ann’.”
“I began to go over everything to assess what needed to be done. I was very happy to discover a nearly
perfect gas tank - this was very important because it would need to be re-chromed. Amazingly, I got the bike
running again with very little difficulty. The gears shifted but the shift shaft was stripped and the clutch
slipped something terrible. The electrical system needed total replacement from the points to the charging
system to the harness. All the other bits were in an overall state of long-term general wear.”
The ten-month restoration was comprehensive with nearly every system on the bike receiving attention. New
wheel parts included rims (with Buchanan spokes), tubes, rim strips, front and rear brake arms, brake shoes,
wheel bearings and Heidenau tires.
Attention to the front end included new fork bushings, steering damper and friction discs, new handlebars,
grips, cables and high/low horn switch. The clutch and brake levers, headlamp glass and trim ring, fork
boots, fork boot clamps and speedometer (with new rubber gasket) were all renewed. The exhaust headers,
collars and mufflers were also replaced. The fuel tank got a new gas cap/gasket and petcock. The ammeter is
new and the rear shock covers were replaced.
The kick start lever, shift and kick rubbers, clutch plates, primary drive chain, counter-shaft sprocket, shift
shaft, rear drive chain are all new. The cylinder was honed and the existing piston reused as it was still good
– a new head gasket was installed.
New frame and electrical components included new footpeg rubbers, wiring harness, tire pump, seat, seat
friction dampers and seat spring. The horn, center stand, and cable guide/shield (located on front down tube)
were also replaced. A German Powerdynamo system upgrading the bike to 12-volt electrics and electronic
ignition was installed and a brake light was added to the system.
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A new shift shaft was sourced to replace the stripped one. According to Vincenzo: “A neat aspect of the
engine design is that the cases do not have to be split to replace the shaft - the machine is easy to work
on. The clutch assembly was completely worn out - luckily a new clutch basket came along with new plates
and springs and now it’s good as new.”
The rate-limiting steps in the rebuild were the paint work and the tank re-chrome. “The re-chroming was
done by Browns plating and the quality is top shelf as is the paint work by Jon of Jacks Paint Place.” says
Vincenzo, “Much of the tinware was beat up, badly rusted and pitted, making the finished product even
more remarkable.”
Surprisingly, for a relatively uncommon machine, replacement parts are readily available and reasonablypriced. Two very comprehensive sites based in the Czech Republic: JAWAmarkt.cz and “JAWA Shop”
(www.jawashop.com) offered most everything needed for the rebuild which significantly reduced the time
needed to complete the job. In addition, the North American JAWA/CZ Register, founded in 1996, currently
has about 100 members, publishes a monthly newsletter, hosts a website (www.jawaczregister.org) and is
an excellent resource. Finally, a good person to know about is Pavel Karasek, a JAWA specialist in Jupiter,
Florida.
What are Vincenzo’s impressions of the little JAWA? “The bike’s not fast, but it’s fun to ride. The
suspension is primitive and one would think the ride could be harsh but, surprisingly, it isn't, due in part to
the comfortable seat that has an interesting cantilevered system that pulls a heavy spring combined with
friction dampers when you encounter rough roads.”
“The bike sounds very primitive, almost like a hit-and-miss motor. I think this might be due to its twin-port
dual exhaust set-up and lack of expansion chambers. The bike doesn’t build power like a conventional twostroke - it relies on flywheel momentum to build its power. I don't believe this bike was ever intended to be a
hot performer - more of a very dependable, easy-to-maintain-and-use daily workhorse that is really beautiful
to look at.”
In October 2015, Vincenzo’s JAWA 250 Perak was featured on promotional materials and t-shirts for the
annual Harvest Classic European and Vintage Motorcycle Rally in Luckenbach, Texas, a fundraiser for the
Candlelighters Childhood Cancer Foundation. The selection of the JAWA was a well-deserved recognition
of the excellent restoration job done by Vincenzo and a lovely way to raise awareness for a worthy cause.
The Motorsickle Outlasts the Hammer and Sickle
When introduced to the world in Paris in 1946, the 250 Perak got rave reviews and gave every indication of
being the bike that would open the world markets to JAWA - there was nothing else like it. Unfortunately,
two short years later, the new communist regime threw a wet blanket on the Czech motorcycle industry.
Former rivals JAWA and ČZ were consolidated, squelching competition, and access to the US and other key
Western markets was restricted. Politics put a hurt on JAWA’s aspirations for international market share.
The authoritarian Czech leader, Antonin Novotny, was even reportedly quoted as saying that socialists don’t
ride motorcycles!
Innovative design and engineering excellence are hallmarks of this classic JAWA and, with luck, the
beautifully restored machine showcased here will be appreciated for years to come. Though the 250 Perak
never realized its potential to be a world-beating sales leader, this pivotal model stands as a testament to the
company’s ingenuity, skill and courageous perseverance under adverse circumstances. Fortunately, the story
of JAWA didn’t end with the Perak. Through world wars, totalitarian regimes and competition from other
manufacturers, JAWA has persevered into the 21st century, launching new models and firmly establishing
its legacy on pavement and dirt. And when it comes to legacies, motorcycles are always preferable to hand
grenades.
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At a Glance
Engine: 249cc air-cooled two-stroke single, 65mm x 75mm bore and stroke, 6.25:1 compression ratio, 9hp @
4,250rpm (claimed)
Top Speed: 62mph (100kph) (claimed)
Carburetion: single 24mm Jikov
Transmission: 4-speed, chain final drive
Electrics: Powerdynamo (12 volt/150W)
Frame/wheelbase:Single-downtube cradle of square-section steel/51.2in (1,297mm)
Suspension: Telescopic forks front; Dual shocks rear
Brakes: 5.9in (150mm): SLS drum front & rear
Tires: 3.00 x 19in front & rear
Weight (dry): 253lb (115kg)
Seat Height: 27.6in (702mm)
Fuel Capacity: 3.4 gal (13ltr)
Price Then/Now: $509/$7,000
Corey Levenson
This article is from the September/October 2016 issue of Motorcycle Classics magazine. Check it out
at www.MotorcycleClassics.com”
For more of Corey Levenson’s Perak pictures see: https://coreylevenson.smugmug.com/Things-withWheels/1954-Jawa-Perak-250/
Sadly, I could not preserve the article’s original magazine format in the newsletter. It is quite beautiful,
however, buy Motorcycle Classics and see for yourself.
Editor
Classified Ads
For Sale: Last chance sale of 1954-1980 JAWAs, CZs and Eaton’s Road Kings, complete bikes, scooters,
new and used parts, good engines, manuals, restorable bikes. Can send pictures, descriptions, and prices by
e-mail. Contact: Attila Koppanyi, Winnipeg, Manitoba phone: 204-293-2417 email: [email protected]
Wanted: I have a 1969 JAWA 350 Californian in need of a motor. David W. Ross, a new member in White
Horse, TN Phone 615-654-4839 Email: [email protected]
Announcement: The Distinguished Gentleman’s Ride to raise money for Prostate research is scheduled for
September25. This is a great vintage motorcycle event. See their website, www.gentlemansride.com for
more details. Vintage machines (such as JAWAs and CZs) and riders in vintage dress. Great fun-good cause!
Is CZ Coming Back?
The Italian-Czech society, which has the headquarters in Slusovice, Czech Republic, is the owner of the
brand CZ. Alessandro Ferrari who is the owner of the company and a big fan of motocross has prepared a
300cc two-stroke bike with the CZ brand to compete the European Championship EMX300 in Loket.
The brand CZ will be back on the motocross scene after 30 years. This bike has Italian technology and it was
finalized in Czech Republic with Czech components. Between 1958 and 1983 the brand CZ was in the FIM
Motocross World Championship with the official Team ČZ Strakonice. The CZ was very strong with the
two-strokes but in 1958 the company started with the four-stokes, unsuccessfully.
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The CZ factory riders achieved a total of 7 world titles: In 250cc the Belgian Joel Robert won 3 titles in
1964, 1968 and 1969 and one title was won by the Russian, Victor Arbekov in 1965. In the 500cc’s, 3 titles
Is This the New CZ?
were won by the German rider Paul Friedrichs. In 1975 then the Czech Republic Team composed by
Antonin Baborovký, Jiri Churavý, Miroslav Novacek and Zdenek Velky won the Motocross des Nations and
that was the biggest success for Czech Republic in motocross.
The last time a CZ bike was competing in the FIM Motocross World Championship was in 1985 at its home
GP in Holice. The production of this bike stopped in 1991.
In those years big names such as Roger de Coster, Gaston Rahier, Sylvain Geboers, Jaroslav Falta, Miroslav
Soucek, Vlastimil Valek, Petr Buono, George Stodůlka, Otakar Toman, Vladimir Kavínová, Guennadi
Moisseev and many others rode a CZ bike.
In Canada, The CZ marque had great success in the 60’s & 70’s raced by Zoli Berenyi Senior and Zoli
Junior. (The bikes were sometimes referred to as “Chicken-zappers”).
Thanks to former Register member Roger Boothroyd who lives in Victoria, BC. He got this from a friend’s
website on July 21, 2016. http://outlawtrials.com/wordpress/?m=201607e
Asking for More Information, I contacted Maurice Jensen in the Czech Republic and got this reply on July
27 and his reply follows.
Editor
Mike,
I asked my friend in the local Honda shop about the "CZ new model" He said that he thought I was referring
to an off road machine made by an Italian firm -TM- for which certain parts were made by the engineering
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firm CZ. He went on to say that this amounted to plastics for tank and elsewhere, and one or two engine
parts.
As I know he is very involved with CZ competition machines, I asked him about the bike. He had ridden an
Enduro model and said the motor delivered power very high up the rev range-5000-and he found it
"unpleasant".It was also known by the name "TM" not CZ. There could be more on the net-I am just
passing along what I got half an hour ago.
One thing though, he spoke of this machine as if it was made in 2015, not last week. My Czech is not great
but I am fairly sure the little I got was correct.
Maurice Jensen
Since then I have heard nothing further and no announcement in the Czech Motor News, so I would be
skeptical. Has anyone heard anything else about this illusive CZ?
Editor
A CZ 477 Challenge
The CZ restored
After 44 miles this happened. Any repair ideas?
1975 CZ model 477 donor was a scrapped 700 mile unit 30yrs out of license in about2003 or 04.Some effort
spent then to re- arrange tank position etc. prior to disassembly (actually an awful ugly appearing little cycle
at that time). Ensuing years produced little. Plus, a northern move to Montana resulted in lots of misplaced
parts that stayed misplaced. Junkyard and personal inventory of available things provided the rest (also some
things faded and scratched of course). The following are some of the obvious substitutions I have made.
Front fork assy W/wheel, CB 175 Honda
H/Light CL77, Hon. (W H-4 bulb mod)
Taillight Honda
Speedo XR 500 Honda
Electrics improved with a power dynamo 150W Alt/mag pkg. VAPE(Germany)
Cyl Bore @"Bore Tech" (180 pist fit 50% clearance via carbide process)
Seat is wonderful oem pan with local cover, etc.
Rear shocks Emgo with 80 lb spg's. ½ inch longer than stock.
Carb=Mikuni 26/7 from Dt-1 Yamaha
2016 results from? "How do it ride?" are still pending.
Tom Stockstill
[email protected] (406) 728-7921
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