Wayne's Triumph Motorcycles

1912 Triumph Free Engine model joins the collection …. Part 4 of a 4 part posting … Triumph brochure details the surprising technical advances on this 100 year old model …

We were fortunate to locate a copy of the original 1912 Triumph brochure.

In that publication, Triumph highlights the impressive technical developments that the Free Engine Model brought to motorcycling. It also has some very interesting phraseology of the time in the Triumph “Constructional Details” which we have in quotation marks below …

1. Frame … Triumph was very proud of the strength of the frame on the 1912 models. Here is how they described it in their brochure … “No better evidence of the strength and suitability of the Triumph Frame than that it is quite an unheard-of thing, for one of these frames not to give satisfactory service. This is striking testimony as to the correctness of design, considering the very hard usage meted out to many, especially those on colonial roads, in which market Triumph is quite popular as at home.”

2. Triumph “Ball Bearing”Engine … “The cylinder itself is a perfect specimen of the foundryman’s art. The radiating fins are beautifully shaped, thin and deep, and provide ample cooling surface. It is cast in one piece, thus eliminating leaky joints – a fault inseparable when the cylinder and head are made separately.”

3. “Triumph Patent Fork Springs” … a large double purpose spring that was adapted by Schwinn bicycles on many of their higher end models through the 1950s.

4. “Patent Free Engine Plate Clutch” …”This is the most popular fitment ever embodied in a motorcycle, and entirely eliminates the run and jump method of mounting. The clutch of the multiple plate description is contained in the rear hub. These plates are made from a special grade of steel, and half of them engage with the hub shell, and the other half with the axle carrying the belt rim.”

5. “Patent Carburettor and handle-bar control” … Specifically designed for the Triumph Engine, “this is a most important factor in the satisfactory running of the engine – the two most important units working together in perfect unison. The piston valves controlling the throttle and air are operated from the handle-bar, and have a most sensitive adjustment which allows the driver to obtain a perfectly accurate mixture.”

6. “Variable Pulley” … “This is standard fitment to the Triumph Motor Cycle, and allows the gear to be varied from 4 ¼ to 1 to 6 ¼ to 1. This variable pulley has proved a great boon to riders living in hilly districts or touring therein, as the gear can be changed very quickly to suit varying road conditions.”

7. “Ball Bearing Magneto Ignition” … The contact breaker is connected by means of a short rod to a pair of miniature pedals mounted on the footrest socket. These pedals rock backwards and forwards – a forward position retarding, and a backwards position advancing the spark."

8. “Silencer, with patent Cut-out” … This device was opened or closed depending on location giving more power to the engine when open on rural roads. “This is connected with the exhaust port by a pipe of ample dimensions and gradual bend to enable the waste gases to get away freely. A patent cut-out is fitted working on the ratchet principle. The operating pedal requires to be depressed for either opening or closing.”

The Free Engine model had a list price of 60 pounds,10 (installment) and 55 pounds (cash) while the next highest priced model, the Tourist Trophy Roadster was 55 and 50 respectively. 60 pounds 10 is close to 5000 pounds ($7500 US) today.

Taken in 1915, a family outing on a 1912 Triumph Free Engine Model …

1912 Triumph Free Engine model joins the collection …. Part 3 of a 4 part posting … Peter Cornelius answers more of our questions …

In our last posting Peter Cornelius answered questions about our 1912 Triumph Free Engine Model.   

Here are the rest of Peter’s answers to our questions.

1. The other 1912 Triumph in the YouTube video                                        (http://www.youtube.com/watch?v=_mzDKNqWlF0) has a lever mounted on the left side of the tank.  Is this a gear shift or clutch of some sort?  Our machine does not have this ... maybe because of the pedals on the left foot rest? 
   
   “That's right. The TT models had the ignition control still as a tank mounted lever, as had been the case on earlier models. Of course, later all became easier when handlebar control via Bowden cables were more commonly used.”

2. There is also a two lever control, perhaps for the throttle or choke on the right side of the handlebars.  What is each lever for? 

“The longer lever is the throttle control, and the shorter lever is the choke (or more correctly 'air control'). It may be necessary to also apply some air control when riding, depending upon ambient air temperature and such. “

3. The video motorcycle has a single, very different control in its place.

 “That's because it has the wrong carb, and no air/choke control!”

4. There are two control levers on the end of the handlebars.  What is each for? 

“On the right should be the front brake, and on the left the decompressor for stopping the engine.”

           5. The belt from engine to rear wheel on our machine is not a smooth rubber band like the video machine.  I assume ours is more authentic?

 

            “No! The original belts were very tough composite rubber and material type smooth belts. I was fortunate in being able to come across a very short piece, so know what they looked like in cross-section. They were black on the outside. 

            No longer obtainable! Slightly different, green, smooth belts are obtainable but the sectional type is more readily available, cheaper, and links can be removed if the belt stretches, as it will in use. When I was enquiring about belts from a company over here who specialized in belts (not sure if they're still around since the earthquakes) and they said that the link type belts were only used, by serious users, as a stop-gap while awaiting the delivery of a replacement 'real' belt! “

            6.  Is that an acetylene tank on the right side near the seat?  If so, would it have had piping back to the tail light?  I found some old broken up red rubber piping in the tool box. Could this have been part of the piping to the tail light?

             “Yes, that's the generator that held the lumps of calcium carbide, when having water dripped slowly onto them produce the flammable acetylene gas. The one on your bike looks to be more 'modern'. A more genuine black  painted on is as depicted in the video.  More often mounted on brackets on the handlebars, with the other end of the brackets supporting the headlamp, although for one or two years Triumph provided a bracket on the side of the forks for mounting the acetylene generator.

            Yes, the reddish tubing is what is used to convey the gas. I've no idea what the original colour might have been.”

             7. There are problems with the cables to the handlebar controls so we probably want to repair/replace the cables.  

             “Cable outers and inners are obtainable (don't ask me where, nowadays) but the Japanese marking on the outside will need to be scraped off!

            Alternatively there is someone in Britain who makes cables up to order. Try a search on the Web.”

             8. We'd like to pipe the acetylene correctly with new piping.  We need advice from you on what type of piping it should be, how it lays along the frame and how it is attached.

             “Obviously obtainable from somewhere. Simply rubber tubing. Don't use anything plastic! It would have been laid along frame members by the most direct route and held in place by the equivalent of today's cable ties, which was thin tin about 1/4 inch wide with one end cut almost to a point and the other end having s slot for the 'pointy end' to pass through. The surplus after passing though the slot was then bent over to secure it.

            Generally not reusable as being thin tin the end fractured on being straightened or attempting to bend for a second time. Hence, generally only seen on original and unrestored bikes, and to my knowledge no one is restamping them.”

            We plan to keep this motorcycle very close to its current condition.  We do not want to restore it as we think most of it is original and we don't want to lose that originality. 

            What else do you recommend we do to the bike?  We do not plan to run it as we just plan to put it on display in our Triumph museum so we won't be doing any engine work.

            “The front mudguard is incorrect, there are no side valences and there's a funny upturned front. There is also no front stand that would have doubled up  as the lower mudguard support. (See attachment) The pedal chain wheel is not original as Triumph used the same characteristic pattern from their pedal cycle days. The toolboxes would have had no straps. I don't know what the metal is welded onto the frame at the rear left-hand side, unless someone added as a sidecar attachment. You can get rid of the reflector on the rear number plate!”

Looking for Triumphs for our collection ……

We have been searching for several Triumphs to fill in the gaps in our collection.  Here is a list and pictures of the ones we are most interested in finding. 

If anyone knows where we might locate one of these models, we would greatly appreciate your assistance by responding in the comments section to this posting …

 

1962 Triumph T120C

 

 

1963 Triumph T120C

 

 

1950 Triumph 6T Thunderbird

 

 

Triumph 6T “Blackbird”

 

 

1973 Triumph X-75 Hurricane

 

 

1967 Triumph TR6C

 

 

1949-58  TR5 Trophy

 

 

1957-65 3TA/Twenty One or 1957-65 5TA (bathtub model)

 

Any model Triumph 1910 and earlier ….

 

Again, if anyone knows where we might locate one of these models, we would greatly appreciate your assistance by responding in the comments section to this posting …

1912 Triumph Free Engine model joins the collection …. Part 2 of a 4 part posting … Peter Cornelius answers our questions …

After Peter Cornelius, the VMCC Marque Specialist for pre-war Triumphs, had a good look into his records and at our digital pictures, he provided us with the answers to the many questions we had about our new acquisition.

We learned that at $8000, our 1912 was a terrific bargain.  Peter says these models are going for much more in Europe right now.

Peter confirmed that our bike was indeed a 1912 model, assembled in June or July of that year.  It has a 3 ½ horsepower, 499 cc single cylinder engine and has the correct carburetor, which is particularly difficult part to find on such an old motorcycle.

Here are my specific questions and Peter’s answers in quotes …

1.  I assume the front cap on the tank is for oil and the rear is for petrol?  

               Should they be wired as they are now?

               “The front cap is opposite the hand pump as the oil compartment is at the front

                of the tank. The wire between the two caps was to prevent one getting lost when 

                removed for filling with fuel and oil."

          2.   I see three pumps on the tank.  What is each for?

               “No you don't! You see one pump and two 'taps'. A 'tap' is a long rod with a thread

               and point at the bottom end. It passes through the tank and screws into a 'receiver'

               at the bottom of the  tank. The point then closes the aperture (valve). When the

               rear valve in unscrewed at the top of the tank the needle point rises and fuel passes

               from the tank to the carb (i.e. a 'tap').

               The centrally mounted 'tap' has an open ended pipe underneath that will turn to

               position the outlet over the priming tap at the top of the cylinder head.

               In those early days of internal combustion engines no suitable oil had been 

               developed for them. The closest was 'steam oil' and used with steam engines.

               Steam engines, by their very nature are warm beasts and the oil was fine when

               warm, as it was also in a motor cycle when warm. However, overnight the oil

               thickened up so that it was virtually impossible to turn the engine over in order to

               start it. Solution - Open the priming tap at the top of the cylinder head and run

               some petrol from the tank onto the piston. After a short while the petrol will have

               seeped past the piston rings and thinned the oil. Close the priming tap and

               (attempt) to start the engine.”

3.   Here is a YouTube video of a 1912 Triumph that also has a round fuel gauge      

      like ours has.  You said ours could have been a 1913 because of that gauge. 

      Might the video bike also be a 1913?

                http://www.youtube.com/watch?v=_mzDKNqWlF0



                “Although the 1913 sales catalogue made a big thing of the new Cox Patent fuel

                gauge on the new models it looks as if it had actually been introduced during

                1912.”

 

4.   Is our license plate number AN 1306 an accurate license number for this machine

      and if so can we determine its origin?


 
      “Yes, I believe it is.  I had this bike in my records, simply recorded by the

      registration when it was advertised for sale, fully restored, in the Veteran
     

       and Vintage magazine of December 1972.  AN was a London registration

      and the London offices destroyed all their paper records when ordered to do so

      at the time that records were started to be computer held in the 1970s. 

      (Fortunately many of the other area records offices didn't!) So we shall never

      know who the original owner was, and precisely when.”

         5.    The YouTube video of the 1912 Triumph didn’t seem to have the bicycle pedals

                and chain which I thought would be necessary to start the engine.  Is this accurate?

                “In 1912 there were four models, all with the same engine. One of those was

                the TT (Tourist Trophy) Racer, and for those so inclined there was a more suitable

                road TT Roadster. Both of these models needed a 'racing style run and jump'

               method of starting as they didn't have pedals. (The regulations for the Isle of Man

               TT Races had banned the use of pedals as it gave an unfair advantage to be able to

               assist the engine by peddling up hills!)   The video bike is a TT Roadster.

                                                A clutchless 1912 TT Roadster ...

               Of the other two bikes there was the 'Fixed Engine' model, which really meant

               'fixed drive' for there was no means of releasing the belt drive between engine

               and rear wheel. Hence the engine was started and warmed up on the rear stand,

               and then stopped. With the rear stand then clipped up the bike was pedaled off in

               the hope that the engine would restart due to the rotating rear wheel now turning

               the engine over.

               The top of the range was the 'Free Engine' model. (As your bike!) Inside the large

               rear hub were 49 metal to metal plates that when separated allowed the engine to

               run with the rear wheel rotating - a clutch; Triumph's patented 'Clutch Hub'.

               The technique of starting the engine and moving off was then much simplified.

               Start engine and warm up with the bike on the stand. Operate and separate clutch

               plates, so that the engine will continue to run, but the rear brake can be applied to

               stop the rotation of the rear wheel while the rear stand is clipped up. Remount,

               engage clutch slowly while opening the throttle and move off as on a modern bike.”

 

         6.   I see a large pedal and a small one (back and forth) on the left foot rest. What are

               these for?  

              “You will see that the large pedal on the right operates a long rod going to the

              rear wheel, and is thus the clutch operating pedal. (Needs to be moved slowing in

              order to obtain gradual clutch 'take-up'. Not easy with the foot!)

              The small lever on the left controls the ignition advance and retard at the magneto.

              (The fuel and air mixture does not 'explode' in the cylinder in order to drive the

              piston down - it burns, and actually takes a finite time to do that. Depending upon

              the rotation speed of the engine the spark needs to operate and ignite the mixture

              so that maximum expansion is obtained just marginally after the piston has passed

              TDC - Top Dead Centre. All taken care of by electronics nowadays, but still

              necessary.

              Hence the rider needed to retard the ignition slightly when the engine was rotating

              slowly, as when going up a hill, and advance it when going down the hill on a large

              throttle opening.)

              One had to be pretty smart at juggling controls to ride a bike in those days!”

In our next posting … Peter Cornelius answers more questions about our new motorcycle acquisition …

1912 Triumph Free Engine model joins the collection …. Part 1 of a 4 part posting … acquiring a 100 year old motorcycle

At the January, 2012 Auctions America motorcycle auction we were able to purchase a rare 1912 Triumph Free Engine model for our collection.

This particular machine was one that we tried to buy in 2006 at the Midamerica auction but lost out to a collector from San Diego. 

Back then, we had just started our collection and probably didn’t have a clear understanding of the rarity and value of this model.  When the auction bidding vastly exceeded what we were willing to pay in 2006 (about $13,000), we allowed the bike to slip from our grasp, vowing to find another Triumph of this era at some point.

Six years later we were still looking.  Our oldest Triumph at that point was our really nicely restored 1927 Model W that was once part of the Mario Suerias collection in Guatemala.   As one of our goals is to have a Triumph from every decade, the 1912 would be the perfect addition to our collection.

When we saw that the 1912 was going back to auction in 2012, we were hopeful that this time
we could get it.  We had a couple of things working in our favor … it would be auctioned at the Thursday night dinner where typically many bargains are to be had … and it was going at no reserve so someone else would be owning the bike this time around.  Hopefully that would be us.

But first things first … before we would feel comfortable bidding on the bike we needed to confirm it was an accurate model.  For this we turned to our old friend Peter Cornelius in New Zealand.  Peter is the Marque Specialist for pre-war Triumphs for the Vintage Motorcycle Club in England.  In 2006, my wife Lynne and I had the pleasure of visiting Peter in New Zealand.  Peter not only knows more about this era of Triumphs than virtually anyone else in the world, he has kept a multi-decade database of every machine he has seen or heard of. 

Here is Peter's website ... http://users.actrix.co.nz/cornelius/Triumph/

Peter’s initial report to us was encouraging.  He said that from the limited resolution pictures we had sent him, it appeared to be an accurate version of the 1912 Free Model. Our problem was that until we got to Las Vegas and took more pictures for Peter, we wouldn’t know for sure.  With a Thursday night auction and the time differential to New Zealand, we knew we would have to take a risk on buying the bike without Peter’s full endorsement.

Fortunately for us, the bidding wasn’t as intense this time as it had been in 2006.  In the end, we landed the 1912 for the bargain price of $8000 plus commission.  That is $5000 less than it sold for in 2006.  But we wouldn’t know if we had scored a good deal or not until we were able to send Peter better pictures.  So after we won the bike, we snapped some digital shots and we sent them off to Peter. 

A few days later, after we returned to Arizona, Peter responded that from the pictures, his preliminary assessment of the bike was that it was an accurate model with a few items such as the front fender and drive belt being incorrect.  With minor exceptions, everything else appeared to be as it came from the factory in 1912.

Peter promised to send a full critique of the machine a bit later after he had had an opportunity to research his records and analyze each and every aspect of the bike. 

But at this point we knew we had a very respectable 100 year old Triumph to put on display in our collection.

Lots more pictures of this motorcycle in the photo album.

In our next posting … Peter Cornelius fills us in about our new motorcycle …

Terry Clark begins restoration of another 1938 Speed Twin! Part 7 of a multi-part posting … Assembled, awaiting the tank and fenders to come back from paint ....

Just a quick update that Terry Clark has the '38 Speed Twin almost complete.  He is now just waiting for the tank and fenders to come back from Dave Wedlake, who is doing the painting.

Here are a few current pictures of the bike on the bench ...

Terry anticipates that he will have the motorcycle finished in the next month and we will be sharing great pictures of this terrific restoration with you shortly after that. 

 

 

The Sixth Annual Friends of Steve McQueen Car and Motorcycle Show ... May 31 and June 1

Mark you calendar and make plans for your own great escape to The Sixth Annual Friends of Steve McQueen Car and Motorcycle Show.

This year the show will salute The Great Escape and one of the King of Cool’s most well known characters, Hilts, “The Cooler King”.

The event will benefit the Boys Republic of Chino Hills and take place May 31 and June 1, 2013 on the beautiful Chino Hills, Calif. campus.

The 2013 show will highlight motorcycles and German cars.

The 2012 event showcased more than 300 cars and motorcycles with 3,200 attendees and proceeds exceeded $150,000 net - all for a worthy cause. The beneficiaries of those dollars, the students of The Boys Republic, played their own integral roles by participating in varied aspects of the show.

The program will kick off Friday evening, May 31, with a dinner featuring automotive journalist and author, Matt Stone as Master of Ceremonies. Besides a delicious repast, prepared and served by students, festivities will include a silent auction, a display of memorabilia and a live auction.

The main event will take place Saturday, June 1 from 8 a.m.-3 p.m. Pre-registration is available at the website after January 1, 2013.   Arrival for pre-registered cars will begin at 6:00 a.m. and end at 8:00 a.m. on the day of the event.

1907 Boys Republic Drive Chino Hills, CA

www.stevemcqueencarshow.com

Contact:      Ron Harris Telephone:  562-755-8405

1965 T120R Bonneville .... sold and now in Florida for a Happy Birthday surprise... $15,000!

Leroy Turner completed a full restoration of a 1965 Bonneville for our collection that was highlighted in the our last posting ...

Since we never like having more than one example of a model in our collection, last November we made the decision to sell the Dave Wedlake restored '65 Bonneville that we had on display for the past seven years and we entered it in the January 2013 Midamerica auction to be held in Las Vegas.

One week before the auction took place, we received an inquiry on our website as to whether we might be willing to sell our '65 before the auction.  Of course, we had already committed the bike to the auction and had to take it there.  However, since the bike was to be auctioned with reserve, we could agree to the sale if it didn't sell in Las Vegas.

The potential buyer had a compelling reason to buy the '65. It seems that his father's 70th birthday was approaching and it had been decided this motorcycle would make a perfect birthday present for his dad.   All their young lives, the potential buyer and his siblings had heard stories about their dad's 1963 Bonneville and how he had reluctantly sold it when their family had started.  They had searched the web for a suitable present for their dad and found our website, where we had announced that our '65 would be going to Las Vegas.  It wasn't a '63 but it was darn close ...

We agreed on a price of $15,000 which, at the time, we felt was fair for both parties based on the current market.  We made the stipulation, of course, that the bike still had to go through the auction in Las Vegas and if it was sold there ... our agreement was null and void.  I asked that the bike be paid in full beforehand but we would not cash the check until after the auction if it wasn't sold.  The check would be returned if it sold in Las Vegas.

 

We set a very high reserve for the '65 in Las Vegas, much higher than we've ever seen one of these models go for in the past.  

In the end, it didn't hit reserve but it came really close.  The bid ended at $17,000, which meant someone was willing to pay about $18,200 for this bike, including buyer's premium!  We could have released our reserve and we would have cleared considerably more than $15,000, but we really wanted to see the bike go to Florida as a birthday present even if we didn't get as much for the bike.

So we brought the bike back to Arizona and had our local expert mechanic Tom Hull install a new battery and set the bike up to ride which is what the buyer wanted.  We cashed the check and few days later, the beautiful 1965 Bonneville was on its way to Florida via our preferred carrier Federal.  It would arrive with only a few days to spare before the birthday party which was scheduled for February 2nd.

It has now been reported that the birthday surprise party was a big success.  The party was held on the second floor of a yacht club and the '65 T120R was wheeled into the ground floor foyer.  Dad was brought downstairs to find the beautiful Bonneville awaiting him.

Dad's recollection of how to start the bike was still there after all these years and with just a couple of kicks he brought the Bonneville to life in the foyer, with several of the guest's covering their ears.

Grandson Elliot jumped on the bike with grandad however with some trepidation.  When asked why he was so concerned, Elliot replied "I thought pop-pop was going to take off through the door."  Dad enjoyed telling the guests stories of the beloved Triumph he had in his 20s.

The bike was ridden home by dad but not without incident.  The electrical cut out and the engine stopped, so the bike was pushed and towed for about half of the trip.  Subsequent inspection showed that the ammeter had come loose and had created a short.  We've sent dad a new ammeter and he has installed it making the bike once again fully functional.

These are the kind of Triumph stories we love to report and true enthusiasts love to hear. 

 

 

Leroy Turner starts the restoration of a 1965 T120R Bonneville for our collection, Part 5 (and final part) of a multi-part blog … The T120R is finished and now in our collection …

Leroy Turner’s beautiful restoration of our 1965 T120R Bonneville is complete and it is now on display in our collection.  As we expected, the quality of this restoration is exceptional … Leroy’s talents just seem to get better on every restoration he performs.

We’ll let the pictures of this exceptional machine speak for themselves.  More pictures in the photo album.

The correct one year only 1965 tank decal .......

Sharp eyes will notice the bike is missing the exhaust stay between the pipes which was sent out for new chrome and will be reinstalled shortly.

The '65 T120R on display in our museum along with our other Bonnevilles ....

In case you missed the earlier postings on this restoration here they are in chronological order …

Part 1 (April 3, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e2016303a48baa970d/edit

Part 2 (May 5, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e20168eb2effdf970c/edit

Part 3 (May 25, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e20168ebc6c4e1970c/edit

Part 4 (September 17, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e2017d3c1f398a970c/edi 

This restoration replaces the Dave Wedlake 1965 Bonneville that was recently sold to an individual on the east coast.  That sale will be the subject of an upcoming posting. 

Terry Clark begins restoration of another 1938 Speed Twin! Part 6 of a multi-part posting … It is all coming together as the paintwork starts to come back ….

A good restoration cannot be hurried, especially one on a rare specimen like a 1938 Speed Twin. 

Terry Clark has been restoring his ’38 for about a year and a half but it is all coming together from his latest report and excellent pictures  …

Here was Terry's starting point back in September of 2011 ...

“It’s been awhile since I’ve been able to provide an update as I’ve been waiting for the paint to come back. I now have most of it with the exception of the sheet metal which should arrive soon but really not needed for some time.

I’ve started to assemble the main frame with the gear box and working on installing the girder – working slowly as I don’t want to scratch any of the painted parts.

With the help of people who have read Wayne’s blog I have been able to get everything I need with the exception of handlebars that look correct. I have a pair from Ace Classics which are close to what I need and if necessary I can do a slight modification.

My goal is to have this ready for an August show, the Vintage Motorcycle Festival at the LeMay Car Museum in Tacoma, Washington and which I have been intimately involved with the planning of the event.”

In case you missed the earlier reports on Terry’s restoration, here they are …

 Part 1 (Sept 27, 2011): http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e2014e8bd9ee26970d/edit

Part 2: (October 18, 2011):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e20162fbbe92b7970d/edit

Part 3 (January 3, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e201675ff11a86970b/edit

Part 4 (March 25, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e201630342ca56970d/edit

Part 5 (September 11, 2012):

http://www.typepad.com/site/blogs/6a00d83453778c69e200d8345194fa53ef/post/6a00d83453778c69e2017d3bfa88fc970c/edit

More pictures of Terry's '38 can be seen in the photo album of this website.

Here is the information on the Vintage Motorcycle Festival in September.  The 2012 event was a successful kickoff to what is expected to be one of the premier vintage motorcycle shows in the country.