Owner`s Club of Southern California

Owner’s Club of
Southern California
Established 1978
A Monthly Journal
September 2014
Our Newly Re-elected President and 1st Lady,
Burt and Barbara Barrett at the Cool Ride .
The Piled Arms is a publication of The BSA
Owner’s Club of Southern California.
We are a member driven publication and rely
solely on your participation. Technical articles,
photos and “Member Experiences” and opinions
are essential
Meet Our Directors
Burt Barrett (661) 742-5539…..…….….…………....President
Steve Ortiz (951) 245-5287………….Membership/Secretary
Barry Sulkin (310) 569-1383………………………….Treasurer
Barbara Barrett (661) 832-6109……………..Events/Director
Clive Brooks (714) 771-2534……Piled Arms Editor/Webmaster
Randy Ressell (714) 502-4502 …………….Regalia / Facebook
Jody Nicholas (714) 730-9257...….……………….…...Director
Piled Arms Production Staff
Clive Brooks (714) 771-2534…[email protected];
Contributing Members and Named Sources
The Piled Arms, 820 South Esplanade St. Orange, Ca. 92869
Please submit your articles by E-Mail or direct mail.
Deadline for submissions is the 10th of each month.
Members may place Non Commercial “4-Sale” or “Want”
Ads in the Piled Arms Free for 90 days, without renewal.
Contact Editor for “Commercial Ad” rates and information.
Librarian….John Gardner….310-920-3393
BSAOCSC Regalia… Randy Ressell….714-502-4502
BSA Owner’s Club Web Site
www.bsaocsc.org
Front Cover Photo Barbara Barrett
Rear cover; BSAOCSC
2
President’s Page by Burt Barrett
The Rim of the World Ride was quite interesting. We had to get up early because
Douglas Motorcycles in Berdoo (San Bernardino), is a long way from Bako (Bakersfield).
When we arrived we found the Douglas Motorcycle parking lot quite jammed with Rim of
the World riders, most of them BSA Clubmen. I finally got the bikes unloaded, and
parked the truck and trailer in a corner. I had brought a spare battery for the Commando,
as I thought the one in the bike was going bad. The Commando usually starts on the first
kick, but as of late sometimes it takes several kicks, and the turn signal flasher is very
slow. As the battery had been in service a couple of years, I figured it was going bad. I
removed the side panel, and immediately noticed the battery was hooked up backwards.
(the negative side was grounded instead of the positive) I was quite surprised because I
had replaced the battery several months ago myself. Still cant believe I did that. I wondered if the battery had discharged and charged backwards. So I replaced it, being sure to
ground the positive side. The Commando started on the first kick, and the indicators
blinked normally. Hummm? I use mostly sealed batteries, and lately they have been very
durable. When they first came out I had several failures, but none recently.
Barb and I were among the last to leave the parking lot, and continued on the ride. I
have enjoyed this ride for several years, and would hate missing it. The closer we got to
the lunch stop, the more it looked like rain. When we arrived at the lunch stop, Barb and I
both left our helmets and jackets on the bike, as I just couldn’t believe it was going to rain.
Ha-Ha. We enjoyed lunch, and upon finishing up, noticed that it was raining quite
hard. Barb dashed out to rescue our coats and helmets, while I paid the bill. It was still
pouring when I got done, so we waited till it stopped. Again we were among the last to
leave, and a couple of Clubmen got black plastic sacks from the restaurant to use as raincoats.
Barb and I have some new Bilt mesh jackets, and they were soaked, least on one
side. But we put em on anyway, and I rung out my leather gloves. The Commando started on the first kick, although quite wet, and we set out, fully expecting to get soaked
again. Well, it didn’t happen, and although quite muggy, our gear was dry by the time we
got back to Douglas Motorcycles.
When we got back to Bako, I checked the battery removed from the Commando, and
found it to be fully charged, and having correct polarity. Those batteries are very sturdy!
As most of you remember, I had broken the back axle of the Commando on the NorthWoods Ride a few weeks earlier. I replaced the repaired axle with the new one piece axle,
and the Rim Of The World Ride was the first time I had it out. When I changed it I also
changed the bearing in the brake drum. Installation was easy and the spacer correct. The
Rim Of The World Ride was great!
Burt Barrett
Members please be aware that sometime in the next few months
we will be publishing our current Membership Roster, containing
your name, address, phone # and email address. If there is any
info that you DON’T want published please , call or email me .
Editor
3
Editors Page:- Oilyleaks by Clive Brooks
My Fellow Enthusiasts… lately we’ve had some well attended
events, thank you all who have attended. Due to the onset of my
1st summer cold in years, I missed the Rim of the World ride, I
heard we had about 35-40 bikes show up at the new start location
of Douglas Motorcycles in San Bernardino, and in spite of some
thunder showers, everyone seemed to have a good time. Thanks
again to Douglas Motorcycles for hosting the ride start and I hope
we can use this location for future Rim of the World rides.
I did make the “Cool Ride” this year and indeed once we spotted the ocean it did cool down to a comfortable about 70 degrees. I
rode my ‘61 Super Rocket which ran good, except for the appalling rear brake, (I’m still
working on that one). Again another well attended event, with a few younger riders, about
40—45 riders, Barry Sulkin and Jim Myers drove chase trucks, and I think on 1 BSA
needed a lift. The lunch stop was The Rustic Café, just about ½ mile from the Rock Store.
Coming up in September we have The Big Bear Dual Sport ride, followed by the annual “El Camino” swap-meet in Irwindale and then a week later, our BSAOCSC/BSAOCNC
Rally in Morro Bay, this year hosted by the Southern club. See page 21 for details.
I urge you all to send me your British Bike stories, photos and “Tech Tips”, they
don’t have to be about BSA’s, most of our club members own other makes and
marques, so they will be of interest to our membership, for us all to share, after all
this is your newsletter. Thanks again to those who have already contributed material
to the Piled Arms, and I hope you continue to do so. I desperately need fresh articles
to keep this going.
News Flash…. BSAOCSC is now on “Facebook”, look us up, if you
know how. www.facebook.com/groups/617790894977044/
BSAOC / SC members, we are updating our e-mail list in order to
contact you for any last minute changes in our calendar events, so
please contact Steve Ortiz at ; [email protected].
CHECK YOUR MEMBERSHIP RENEWAL DATE (see front of envelope)
MAIL CHECK OR MONEY ORDER FOR $25.00 U.S. ($40.00 Overseas)
Make Checks Payable To: BSAOC/SC
Mail To:
BSAOC/SC, 11125 Westwood Blvd, Culver City, CA 90230
4
Why Restore? By Kirk Sloan
Well folks, I asked Steve O not to do it as he snapped the shot but it happened anyway. I
got my motorcycle on the cover of the July 2014 Piled Arms. So why is it I feel the need
to do a little explaining? It’s my fault of course for riding it in a club event, and it’s ok
that it’s not the Rolling Stone so I don’t need to buy a copy for my Mom. But the bike is
Don Harrell, 1960 BSA
sooooo rough, and that must be where this story really begins. It was sometime in the
Spitfire Scrambler
late 70’s or early 80’s and I had just bought an ugly, raced to death basket case with no
paperwork for the token sum of $180.00.
Surprisingly, I did the
work back then to get papers in my name, and gave
it a new place to rest in the
back of a shed. (See photo) And that was that,
mostly. I located a few
better parts for it here and
there, and even went to
England and brought back
more bits in a big suitcase,
and did enough reading to
realize it was actually pretty rare as Goldies go. You
know, the first year of the
swing arm frame, and several other interesting differences besides the small fin head and
barrel. I even learned that the frame and one of the engines was a factory pair.
And life went on. I built an airplane and learned to fly in it, went back to school and got a
degree, got married, bought a house, had two kids, and the Goldie continued its nap, quietly waiting, prime spider habitat, nurturing generations beneath its tarp. It was no beauty
sleep and it was outside now, more in the way but my boys knew better than to mess with
it.
Dreams can be a fine thing to keep a man looking to the future but I had been mulling
this one around for over 30 years and it was starting to get a little worn. And I was getting older; those goalposts were starting to show in the distance.
Then an email came. It was an invitation to a party, actually a work party by another old
guy with a dream. His was fresh and better focused. He had just bought two Matchless
G80 desert sleds from the estate sale of a Santa Barbara local. They dripped with neglect
but the possibilities were impressive and he wanted to ride them again. Restoration was
the farthest thing from his mind. The idea was to relive the old days on some old bikes,
riding free in the desert. Yes, I know. Ambitious, unrealistic, even nuts, but I was interested. It certainly wasn’t over yet.
Continued on page 6
5
So, this guy Tom Sawyer’d a willing group of mostly old guys with various useful skills to
replace his chains, do mag work, change oils and indulge in some carb twiddling. Easy
enough, and we loved it. Both bikes actually ran by the end of the first work party.
Rounds two and three addressed other needs but the patina was carefully preserved, and
even added to if possible. And I pondered. If he was doing this, why wasn’t I? Don’t restore, just prod some kicking and backfiring old thing back from the graveyard, and make
it fun! Kind of like what you did when you were a kid.
So out came the BSA. It was incomplete, ugly and in my name but somehow the DMV
didn’t care. It was out of the system and the crisp title in my hand meant nothing. I had to
do the whole paperwork deal again complete with CHP VIN verification. Later, the mechanicals got looked at and freshened up a bit but it got no visible cleaning or dressing of
any injuries. You see, I wanted to be on this ride too, and the bike needed to, well you
know, fit in. So I did it just like that. A registered, insured running barn find discovered on
my own back patio complete with 40 year old dirt on it.
So the riding began and I got a surprise. I had forgotten how nice the pre-unit swing arm
frame is and the gearbox too if you aren’t in a hurry. Even the clutch was agreeable but the
lusty old engine was the real shock. It really liked to roll and made the coolest sounds.
Like artillery on the overrun. Triumph never really offered that feature, but then Triumph
wasn’t a gun company either. So I ventured to take it on a club ride. It went well. The International rally went even better. It even finished this year’s Frazier Park ride after a little
coaxing. You see, it was damp after sitting in the sprinklers for around an hour the night
before. Toward the end, Burt Barrett was sure someone had been shooting at him most of
the way.
By now, it has over 600 miles on it when it was really only intended to go the 25 miles or
so from the Jawbone store to Randsburg. And I’m starting to struggle with the idea of
keeping it ugly while I’m still waiting for those Matchlesses to get ready.
The reality is, it is nice to get to know a bike before committing to a restoration, and as
more of the proper stuff is fitted up and finds its way back on, originality will improve.
There has been plenty of valuable comment from club members on many details which is
much appreciated. There is nothing worse than restoring some part only to find that it fits
poorly, and then have someone tell you it isn’t right anyway. So get your nitpicking done
early when it is easier and more satisfying to do something about it.
So that is my explanation and I’m sticking with it. The editor will have to explain why the
lovely Commando and Triumph got stuck on the back cover. But behind all this lies a
truth. There are many ways to enjoy an old bike and all those ways have pros and cons. I
don’t have to worry too much about the first scratch or the odd leak right now, and folks
really seem to enjoy having the thing around, from a distance anyway. It’s amusing. Members can place bets, or make jokes about who is riding back in the sweep truck. So, join in
the fun. Go ahead and get that old bike running whether it is pretty or not. It’s just one
more way to enjoy the sport. Especially when you find out that the old thing actually
works pretty well.
Kirk Sloan
6
Twin Engined Triumph… by Nick DiBenedetto
I bought my first Triumph at age 16 from a
high school buddy Willie
Eisele (also a BSAOC
member). It was a 500cc
twin that I loved. Though
a year later I traded up to
a 650 Trophy and eventually a Bonneville. During those early high
school years the Triumphs were my transportation.
After high school and
military service, I bought
a 1964 Bonneville
around 1971. About that
time the Honda 4 had
come out and the mighty Bonneville was no longer one of the faster bikes. Having a
summer off from college and a basket case Triumph engine, I decided to do what the
top bike drag racers where doing, add a second engine.
The two engine bike came together pretty easy and drew a lot of attention. While driving down PCH in Malibu in 1972 I was stopped by a guy riding a new Kawasaki 900.
He introduced himself as Cook Neilson, the editor of Cycle Magazine and asked if he
could test ride my Triumph down PCH. We traded bikes for a few miles and he must
of liked it because he did an article in the November 1972 issue.
Kicking two engines
over with both on
compression at the
same time was a bit
of a chore. Additionally the vibration
was doubled. The
solution was to time
the crankshafts opposite. But that
doesn’t work with a
chain drive connection. So sometime in
the mid 1990’s I
changed the drive
from chain to gears.
It solved the starting
and vibration problem but the gears
Continued on Page 8
7
were very noisy. I knew the alignment of the
crank cases were not perfect resulting in the excessive gear noise. The solution was new cases
welded in a jig to keep everything straight. I put
that job off for a while.
Well 20 years later, I finally got around to rebuilding the engines with new cases. The bike is back
on the road, and with no gear noise and a lot easier
to kick over. I would guess it produces over
Club
member Pat Hennessey’s new acquisition
100hp with its 1500cc from Routt’s 750 kits.
The
bike weighs in at 475 lbs.
I hope to ride it again in the All British Ride coming up next April. I say again because I rode my
two engine Triumph on that same ride in 1972.
Hope to see my fellow club members on that ride
or one sooner.
Nick DiBenedetto
BOOK REVIEW
HISTORIC MOTORYCLES, 1885 – 1985 (Caxton Press: Richard Renstrom, 2013)
Back in the stone age of the vintage motorcycle movement here in the USA, a book
appeared titled “Motorcycle Milestones, Volume 1”, by Richard Renstrom. I had to
have it, and got carried away staring at the photo of a 1957 Matchless G3LC in there.
Even my young son picked up on that image, with no prompting from me. The G3 is a
350cc trials bike, and like all machines that are truly functional, they are also truly
beautiful. Competition bikes are great in that regard. Author Renstrom has produced a
similar work this time, but with a bit more heft. Comparing the two reveals that the
introductory historical material is based on the earlier book, expanded somewhat, and
about eight or nine of the bikes presented are included in the new volume. But there
are a lot more bikes.
This time, the author provides a rationale for his selection of the machines presented.
You can agree with it or not, but it does give the collection a certain definition, which is
usually missing in the coffee table illustrated histories. Bikes after 1985 are omitted
because, well, they are still around us, and therefore not yet truly “historical”. Are
there bikes selected from every year in that 100-year span? No. Are they all historically significant? I would say yes, although full disclosure is in order here: as an Anglophile, I can’t vouch for the relative significance of the several other marques represented. Does the presentation include all models that could be considered historic? No,
because the author’s 50-year photo collection wasn’t originally compiled with that goal,
and the photos were taken primarily in the habitat of historic machines – vintage bike
rallies and shows. The Honda Gold Wing, for example, just doesn’t appear.
8
Each bike presented is accompanied by a page explaining the context of its origins, design, and manufacture; its physical specifications; and an assessment of its historical
significance. Personally, I was somewhat distracted by some of the photographs, since I
had attended many of the same events “back in the day”, and, being familiar with those
locations, found myself searching the background scenery, looking for people or bikes
that I had known then. So I got a secondary kick out of it. To get yours, contact Caxton
Press, www.caxtonpress.com). The price is $40.00 plus postage and handling (plus
$2.40 sales tax for Idaho residents only). Optionally, you can order direct from the author, for $45 (plus $2.40 tax for Idahoans – but no phone or credit card orders) at 2821
Dorman Avenue, Caldwell, Idaho 83605. Should you like the author to sign and date
your book, just spell out your request when ordering.
Don Danmeier
Harrington farms
Lunch stop
Richard Renstrom, 2821 Dorman Ave, Caldwell, ID 83605. Ph. 208-459-8786
9
Rim of the Word Ride Photos…..No Report Submitted
Photos by Steve Ortiz and Sandi Bilewitch
Dave Spilka with an
inflation issue
10
Our Riders “Chaining Up” for the Big Climb
It Never Rains In Southern California….much
Andrea Gros and “JRC” John Calicchio
11
The Cool Ride, Photos by Barbara Barrett, Jim Estes
and Steve Ortiz…..No Ride Report Submitted
Barry Sulkin Conducts the Rider’s Meeting
Rustic Canyon Grill
12
A Mulholland Hwy Pause
Continued on page 14
13
A W.T.F. Moment
Dan and Robyn Gehrs
With Dan’s Commando
14
Dave Destler’s ‘55 Golden Flash
A New Addition to
Our Regalia
15
A Personal Story From Malcolm Croxton
Now I like stock British bikes and would never dream of modifying one intone available
a bobber or flat tracker or, heaven forbid a chopper. The thought of taking that stock
painted sheet metal and removing it or hacking it around fills me with revulsion. But having said that I have often taken a bike from total chopper configuration and turned it into
something a bit more rideable.
One such machine was an Ariel square four, ,my buddy Bernie from work and swap
meets approached me one day with the always very welcome question" Hey Malcolm
want to buy a bike?". It turned out that a buddy of his had an Ariel square four chopper
that he had owned for decades and now he wanted to get rid of it.
I never tire of hearing questions like that, they are music to my ears so I eagerly replied in the affirmative and began to stalk my prey.
It took 2 weeks of telephone tag and postponed appointments before I finally got to speak
to the owner, he said he had built the Ariel into a chopper in the chopper craze of the late
sixties after having the engine rebuilt. The most positive thing I find about choppers is
that they were usually so radical and unrideable that they were only driven for short distances and hence they have very fresh low mileage engines.
So the next weekend I drove to his house in the Hollywood hills in a state of pleasurable anticipation, I had always wanted a
Square four (along with almost every other interesting bike ever made) and the asking
price of 3 grand that had been mentioned meant that a cash offer in that vicinity would
probably take the bike. As usual I made sure I had the required amount of folding
green, it is one thing to offer money but whipping it out of your pocket to illustrate the
point usually gets the sellers undivided attention, it can also get you murdered so it’s best
not to flash the cash in the wrong neighborhoods here in L.A.
Arriving at the address the owner introduced himself, he was a building contractor,
which explained why I had so much difficulty getting hold of him. He needed both the
space and the cash so the bike and some other things had to go. The bike certainly was
chopped, there was not much left that was stock, only the oil tank the wheels and the engine unit, it must have been a real attention getter in its day.
The owner explained that he was riding the bike in the early 70's when somebody shot
him, he had been dabbling in the marketing and distribution of illegal pharmaceuticals at
the time and the attempt on his life was connected to a disagreement over that. I mused
that it might have been a hit ordered by the Ariel owners Club for what he had done to
the bike.
I examined the bike closer and saw that the frame had its frame tubes rearranged when
it was raked to blend in with the modifications, and longer girder forks and a skinny front
wheel in the chopper tradition. Topped off with a peanut tank and Bates seat with a smiley face patch strategically placed, the builder was obviously no fan of that once popular
60's icon.
The bike was what it was and my offer of 2 1/2 grand was finally reluctantly accepted
with the promise that if ever the chronometric speedo and some other bits surfaced I
would pay extra. They have not materialized in the nine years since so it looks like I'm
out of luck there.
I loaded up the bike which was not so easy given the length of the thing, and drove it
home, I took a few photographs of it as "before" ones. I waited a couple of weeks before
doing much with it. I got it running and it sounded like a fresh engine no leaks, rattles or
smoke everything worked as it should.
16
Every year around June there was a vintage flat track event at the Ventura Raceway,
for years I had either raced there (hopelessly badly) or provided a bike or two for more
talented riders. Over the years I had a XR 750 Harley and a Trackmaster Triumph as
well as a 650 BSA and also a Yamaha Wasp outfit that my buddy Vic Cohen drove and
I did the monkey work. Returning the Ariel to stock was not economically feasible, the
frame was so radically modified that it would need replacing along with sourcing all the
missing sheet metal forks, and other parts. So I decided to turn the Ariel into a Flattracker to compete in the "Hooligan Class" for over 1000 cc four strokes. This was a very
popular class with the crowd, Indians and Harleys were the usual contestants, this time
some British iron would flex its muscles!
I pulled off the girder front end and examined the raked area, it took 5 hrs with a
welding torch and chisels to remove all the bondo "sculpting" that surrounded it, as I
thought any hopes of returning the neck to stock were gone, so I cut through the mess of
welds and mislocated tubes and tack welded it back to a more normal angle .I took it
over to my buddy Bob Kee and he put it on his frame table, trued it up and expertly
welded it together properly. A Triumph front end in one of my shed was looking for a
home so it ended up on the Ariel after I made a few spacers on my lathe. Connecting the
brakes was unnecessary as the Hooligan class did not allow them.
A Trackmaster tank lurking in my rafters was fitted over the top tubes and crudely
painted with a brush as the race date was fast approaching. A few other minor mods total
loss ignition from a small 6 volt battery, saw the ends off the mufflers some decent handle bars, and she was ready for action.
The small Trackmaster tank really showed off the bulk of the big four cylinder engine and although it was only breathing through a Monobloc Amal it sounded like a formula one car with its now open Megas.
Craig Furman of California Speedway Racing fame agreed to ride the beast and it
was wonderful to see the bike in practice sliding its way round the corners, so different
from the way the staid old British bike would normally be used.
Well folks, If this was a Hollywood ending then he would have led the pack from start
to finish and the paddock would have been full of cheering teary eyed supporters, Mary
Lou would have reunited with Bobby Joe, and little Timmy would have been able to
walk again, but sorry folks this was grim reality the dirt tracks of California are harsh
mistresses. Craig did lead the pack on the first lap but a rider went down and the race
was red lighted which meant a complete restart
A plug lead became detached in all the confusion and after a valiant tussle he only
managed a second place on the now three cylinder Ariel, still a very commendable conclusion to the race.
The races were cancelled the next year, trouble between rival motorcycle clubs leading
to a few murders at an out of state Casino made the after race celebrations in the local
bars a potential recipe for mayhem, so the local police and officials would not approve
the event.
So I never took my bikes again, the old Ariel sits in my garage looking a bit forlorn
now, still with its racing plates and the slight dirt residue of its last race visible, I
think it misses its glory days on the Ventura Raceway?
17
18
12/1/13
Members Only…...For Sale / Wanted
For Sale: 2010 Triumph Bonneville T-100 1850 miles (trading up to a more comfortable
Thunderbird) Scalloped black and white paint
scheme. $8,300.00.
Located in Lake Elsinore, Ca.
Ken Ballantyne - 951-6784-7625
Many accessories since buying, including,
retro round mirrors; Triumph TOR exhaust
(keeping the old school pea-shooter look, but
much throatier Triumph sound); custom painted bag (to match paint scheme); rear luggage
rack; center stand; Rentek (looks much nicer
than Triumph original) engine dresser bars; clear signal light covers with amber bulbs;
Triumph headlight cowl/fly-screen (virtually impossible to find now in black), long reach
seat removal screws. This bike is in perfect condition. It had 500 mile check about 7
months ago and is barely even broken in yet.
8/1/14
19
Members Only….For Sale / Wanted
For Sale: 1960 BSA A10 Iron Head Motor runs good, with custom sidecar Lights &
horn need to be wired. $6000 Russ Smith 818 780 5542
8/1/14
Wanted - 1966 Triumph Bonneville 650 T120TT Special. Bone stock preferred, however, will accept one that needs a bit of work as long as it’s possible to make it stock i.e.,
no “bobbers” or Ceriani’s, please. In all cases frame and engine numbers must match
and be between DU24875 and DU44393 i.e., no T120C’s.
Please contact Jim at 408.605.2010
8/1/14
Wanted: I am looking for a BSA DBD34 to purchase for restoration. It really does not
matter what year or condition as long as it is all there (well as much as possible). Please
4/1/14
contact Julian at 760-815-7356
Wanted: Useable 4 plate clutch with cush drive hub to fit Royal Enfield 700,
750 twins and 500 singles. Please call Dave Spilka, at (661) 965-1102.
7/1/14
For Sale: 1988 Matchless
G80 with 600cc electric start
engine and orig500cc Rotax
engine spare. Excellent cond,
only about 200 made. Ca.
licensed and reg. $5000.
See walk around at :
http://www.youtube.com/
watch?v=pDOqgxGyNuQ
Barry Sulkin 310 398 6406
4/1/14
20
Calendar of Events 2014
Sept. 14 (Sun) * BSAOCSC BIG BEAR DUAL SPORT RIDE Meet at 9 AM at
Big Bear Airport Parking Lot, 501 West Valley Blvd, Big Bear City, Ca.
Info: John Gardner (310)920-3393 or Mike Haney (760)365-9191
Sept 14 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 – 4pm
Sept 20 (Sat) “EL CAMINO” located at Irwindale Raceway, located at 500 Speedway
Dr. Irwindale, CA. 91706. Info at “classiccycleevents.com”
Sept 25 -29 (Thurs-Sun) ** CALIFORNIA BSA CLUB“NORTH / SOUTH” RALLY.
This year is hosted by BSAOCSC. Location, Morro Bay again. Rally HQ Sea Aire Inn, 845
Morro Ave, Morro Bay CA. 93442. Info: Burt Barrett 661-742-5539 (South) , David James
510-562-6769 (North)
Sept 28 (Sun) Long Beach Motorcycle Swap-meet. Info: http://www.socalcycleswapmeet.com/
Oct 5 (Sun) * BSAOCSC MT BALDY STREET RIDE Meet at Buchanan’s Spoke and
Rim, 805 W. 8th Street, Azusa, Ca., at 9:30 AM, ride at 10:30AM. Info: Barry Sulkin
(310)398-6406 or Barbara Barrett (661)703-9249
Oct 11-12 (Sat, Sun) Melo Velo Rally. Info: ?
Oct 12 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 – 4pm \
Oct 12 (Sun) Griffith Park Sidecar Rally 9am -3pm. Info: Doug Bingham 818-780-5542
Oct 18-19 (Sat, Sun) ** CALIFORNIA BSA CLUBS NC/SC SOUTHERN SIERRA
ROAD RIDE - Meet at Paradise Cove Steak House, Hwy 178, just north of Lake Isabella,
at 8 AM, Ride at 9 AM. Info: Frank Forster (831)688-2120, Burt Barrett (661)742-5539
Oct 26 (Sun) * BSAOCSC “AFTER THE GOLD RUSH” DUAL SPORT RIDE California City Info: John Gardner (310)920-3393 or Mike Haney (760)365-9191
Oct 26 (Sun) Long Beach Motorcycle Swap-meet. Info: http://www.socalcycleswapmeet.com/
Nov 16 (Sun) * BSAOCSC “ELSINORE GRAND PUTT” DUAL-SPORT RIDE - Lake
Elsinore, Ca. Ride starts at the Steve Ortiz home, 133 s. Ralph Road, Lake Elsinore,
Ca. Arrive at 9 AM, for coffee, ride at 10 AM. Dinner afterwards. Info: Steve Ortiz (951)
440-3521
NOV 23 (Sun) * BSAOCSC SWAP MEET” & BI-MONTHLY MEETING Steadfast
Cycles, 26516 Ruether Ave. Unit # 210 – 211, Santa Clarita, Ca., 91350 BRITISH MOTORCYCLES ONLY! Begins @ 7AM to 11 AM. Seller fee $20.00 Pre-Registration
required-Steve Ortiz, (951)440-3521 BSA Meeting Info: Barbara Barrett (661)703-9249 or
Steve Ortiz (951)440-3521 or Barry Sulkin (310) 398-6406 (Tentative date )
Nov 23 (Sun) Long Beach Motorcycle Swap-meet. Info: http://www.socalcycleswapmeet.com/
Dec 7 (Sun) BSAOCSC ANNUAL HOLIDAY PARTY Barry Sulkin’s residence, 11125
Westwood Blvd, Culver City, Ca., Info: Barry Sulkin (310)398-6406 or Barbara Barrett
(661) 703-9249 Location to be determined **
Dec 14 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 – 4pm
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BSA Owners Club of Southern California
Email & Phone Directory
Specialists
Gold Star/Winged Wheel: Dick Newby
No Email (714) 839-7072
**********
Pre Unit Twin: Clive Brooks
[email protected] (714) 771-2534
**********
C10, C11, C12, C15: “Position Open”
To any willing volunteer, contact Editor
**********
Unit Singles/B50: Jack Faria
(805) 551-4982
**********
Rocket III/Trident: Burt Barrett
(661) 742-5539
**********
Triumph/Sidehack: Russ Smith
(818) 343-8045
**********
BSA Unit Twins: Bill Getty
[email protected]
**********
Specialty Tool Consultant: Craig Rich
Questions: (562) 868-9389
**********
Please make calls between 9am and 9pm
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BSA Owners Club Regalia
Sweatshirts $25 —$28
+ $5
S&H
Official BSA Owners Club “T” Shirt. Comes in Blue, Red, Grey and
Black. Large, XL and XXL. Price is $20 for short sleeve and long
sleeve $25. BSA Club sweat shirts are available in limited colors
and sizes. Price includes shipping and handling. Take delivery at a
Club gathering and save $5. Sizes and colors are limited, so place
your order quickly!
Contact—Randy Ressell: Regalia Coordinator
Hm. (714) 502-4502, E-mail: [email protected]
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