Motor Maid Margaret Wilson, Eastern Iowa Motorcyclist, Dies
Cross country rider? Racer? Industry leader? Publisher? Archivist? Historian? It’s hard to pigeonhole Don Emde as he’s done a lot since he became famous for winning the Daytona 200 in 1972. He was also the first son of a Daytona 200 winner, Floyd Emde, the 1948 race winner, to also win the 200. Don’s not done with challenging rides; May 3, 2014 Emde and 25 guest riders departed San Diego, California for Manhattan, New York, retracing Cannon Ball Baker’s 1914 route.
Emde’s racing career began on dirt tracks where he competed successfully in amateur TT and scrambles races. As a teenager, working out of his parents’ bike shop, he began road racing on local tracks running a race prepped Suzuki X6 Hustler. Moving up to a Yamaha production racer, Emde logged an impressive 250 Grand Prix win, beating Gary Nixon and Cal Rayborn at Talledega. His impressive 1970 race season landed him a spot with the BSA road racing team for 1971. In this era dirt track and road race points together gave you your season standing. While Emde had a great road racing year, his dirt track finishes put him just short of a top ten 1971 final result.
By 1972 the British manufacturers had cut back their team size, and Emde was dropped. He again teamed up with Mel Dinesen riding a Yamaha TR350. Though greatly outsized by Honda, Harley, BSA and Triumph “Class C” machines, attrition was the name of the game. After a grueling 200 miles the relatively small Yamaha TR350 came across the finish line first! Emde retired from professional racing in 1973 after a season on a Suzuki road racer, but soon created other opportunities for himself.
Emde took his connections, knowledge and experience and went to work in marketing, first for Bell Helmets. Later he became publisher of the industry magazine, DealerNews. His collecting of motorcycle photography and great regard for preservation of motorcycle history drove him to publish the “bible” of Daytona 200 racing in 1990. In its second printing the 380 page book is THE reference for the 200. Soon after finishing the book, he joined the Board of Trustees of the American Motorcycle Heritage Foundation, and later became its Chairman. In 1999 he was inducted into the Motorcycle Hall of Fame. Emde currently publishes a monthly dealer magazine for motorcycle parts distributor Parts Unlimited called PartsMag.
Don Emde’s most recent adventure is along the American motorcycling history path. He led a ride from San Diego, California to Manhattan, New York in early May. The ride retraces as correctly as possible, given road building over the past 100 years, the 1914 transcontinental ride of Erwin “Cannon Ball” Baker. Baker set many records in his life, this one abroad a 1914 Indian. Emde and his riders were primarily on modern machines, watching for 19th Century landmarks along the way like mile markers, S bridges and toll stations on U.S. Route 40, the National Road, which was originally constructed for Conestoga wagon freight traffic. You can review Don’s ride at http://www.cannonballproject.com/content/. You can read Emde’s complete Motorcycle Hall of Fame biography at http://www.motorcyclemuseum.org/halloffame/detail.aspx?RacerID=98
The next time you visit the National Motorcycle Museum you’ll get a chance to see even more fine Indian motorcycles, the history of Indian better presented. New graphics, more motorcycles will help you better understand the Indian story. Several lenders have supported this exhibit area over the years. Wanda Schumaker, who, along with her late husband Del collected many fine motorcycles and cars, loaned several Indians to help expand on the story of the company. Tom Brim has loaned a rare Hendee Special, the 1914 big twin that experimented with electric starting. He also supplied an Indian Velocette; one of several machines Floyd Clymer affixed the Indian badge to. And Rocky Halter, of Rocky’s Indian is supplied a great 1951 “Rainbow Chief.” Resplendent in black and silver is Anthony Verschoore’s 1941 Four, and Ben Ferrar’s yellow Chief rounds out the post-War grouping.
Later chapters in Indian history include a period when “Indians” were made off-shore. Mini-cycles from Justin Earhart and Jay Gaard, now very desirable, help visualize that period. E.J. Cole’s 841 and a 741 show how Indian played a role in World War II. . The Indian Four pictured has been on loan from Bill McClean to the Museum for several years. The stylish, smooth and sophisticated Indian Four is cherished by many. The four cylinder design is not technically the work of Indian Motorcycle Company. Bill Henderson started manufacturing a four cylinder motorcycle in 1912, one of the finest machines of the era. As they say there’s a little more to the story, but simply put, Indian purchased Henderson’s design, the Henderson Ace, in 1927 and renamed it the Indian Four. Over just a few years Indian’s Arthur Lemon made considerable design changes including the frame, engine main bearings upgrade to five and the Indian Model 402 was born. The Model 440 shown here was the first Four with skirted fenders, the last with 18” wheels and is considered one of the finest Fours. The Four’s engine displaces 77 cubic inches or 1265 cc’s, makes about 45 horsepower and can propel the 570 pound machine to about 100 miles per hour. The last year of Indian Four manufacture was 1942.
The exhibit also includes several graphic panels that trace Indian history. You’ll learn of the brand’s many twists and turns after the real company closed its doors for good in 1953. And you’ll get to examine several great examples of Indian’s specialty three wheelers from the 1905 Tri-Car all the way up to an amazing Traffic Car in original paint. Six Indian board track racers are poised on the boards, including a 1919 “Big Valve” from Dave Ohrt, part of the glorious history of this motorcycle company. Of course Indian is now back, in the hands of Polaris Industries with a fine 2014 offering, the Museum’s current raffle bike, the Indian Chief Vintage.
The major art and history museums in America have great collections largely due to the gratitude and thoughtfulness of Americans. These are people who have saved and collected significant objects then decided they need to be enjoyed by broader audiences like those attracted to museums. Assembled for exhibition or publication in books and as reference on the website for entertainment and education, these centralized collections ensure our history is saved and presented for future generations. Your donation of a motorcycle, leather jacket, toy or a poster to the National Motorcycle Museum makes sure thousands of visitors can enjoy it. Call or email the Museum director to discuss what you might consider donating.
You can really make a difference with your donations to the National Motorcycle Museum. Motorcycle history is rich, the people, machines and accomplishments fascinating. But it takes a central organization like the National Motorcycle Museum to bring it all together and present it to today’s and tomorrow’s enthusiasts and their friends. Your donation will typically be recognized in the Museum, and usually in the Museum’s Annual Report. You’ll feel good about playing a role in preserving motorcycle history and set an example for others to help, too.
Terry Poovey graduated from the bullrings of Texas to become one of the greatest dirt trackers ever in Grand National Championship racing. Following in brother Teddy’s footsteps, Terry worked his way through the ranks and in 1976 scored his first GNC win riding a Bultaco at the Talladega Short Track as a teenage rookie Expert.
Poovey learned the GNC ropes and took his first big bike win at Columbus, Ohio in 1979. In an amazing career spanning 30 years, Poovey won 11 National victories in 350 starts. Never much for road racing or TT competition, all of his wins came on dirt ovals including victories in short track, half-mile and mile competition. He is also credited with an amazing 20 wins on the Daytona short track when Junior and Junior/Expert wins are included.
The racing leathers and XR750 on display in the Museum’s exhibit, Allstate Motorcycle Dirt Track Heroes presented by J&P Cycles, were used by Poovey through the 1980 and 1981 seasons. The bike features period modifications including a Lawwill frame and Marzocchi forks. Restoration of the XR750 was completed by Jim Oldiges in consultation with Terry and his family. Poovey’s XR750 is one of thirty dirt track and road race bikes featured in the Allstate Motorcycle Dirt Track Heroes presented by J&P Cycles exhibit. We are grateful to over 60 lenders and our sponsors for help in creating this exhibit which is being held over through May 2015.
Model……………………………..….Harley-
Year Manufactured……………………………………….
Engine………….45 degree V-twin, aluminum barrels, OHV
Bore and Stroke…………………………….….3.125 X 2.98 in
Displacement…………………………….…….45 cu. In., 750cc
Brake Horsepower……………………………………………90
Transmission…………………………………………
Wheelbase…………………………………………..….
Weight………………………………………..………..
Wheels…………………………………………19 inch / 19 inch
Tires…………………………………………3.50 x 19 / 4.00×19
Brakes…………………………………………….……Rear Disc
Champion hillclimber and dirt track racer, Joe Petrali had a long career as a very successful “do-it-all” motorcyclist. As with many of us, he got his start in riding through a friend down the street, and in competition because a race track was almost across the street from his home.
Joe Petrali’s first competition event was an “economy run” at the fairgrounds near his home in Sacramento, California. 14 years of age and weighing 80 pounds, Joe tucked in, ran smoothly and recorded 176 miles per gallon and won his class. This was a sanctioned event, and Joe had just won his first national championship.
Ironically, Petrali’s big break came with the death of “Shrimp” Burns, killed in a race in Toledo, Ohio in 1921. After running some local races, Petrali was looking competitive enough that Indian prepped the late Burn’s bike for Joe to ride in Fresno, California. Petrali showed well in race practice except for some tuning problems; Joe had been put out on a bike that was used to conduct a new alcohol fuel test and jetting was a bit off. During this, his first real race, Harley team members apparently boxed him in a bit for part of the race. When he faked an engine problem, and momentarily dropped back, the Harley team riders figured he was no longer a threat. It was then that Joe motored to second place!
Near the end of the great Board Track Racing era, Petrali logged his first really important win. Plans were for him to race an Indian at the famed Altoona, Pennsylvania board track, a 100 mile race on the 1.25 mile board track. With his bike mistakenly shipped to the wrong town, Joe was almost out of a ride. But Harley rider Ralph Hepburn had crashed in practice, was injured and out of the race and offered his bike to Petrali. Joe not only won the race but set a 100.36 mph 100 mile board track record that was never broken. This 1925 win proved to be what set him up as a factory rider with Harley-Davidson. He went on to win three national titles before the 1925 racing season was over.
Joe Petrali also won national titles in 1926 and 1927, the latter on Excelsior race bikes when Harley temporarily pulled out of racing. Seriously injured and out of dirt track racing for about a year, Joe came back and began an assault on hillclimb competitions. 1929 saw him take both 45 and 61 cubic inch championships. His favorite bike, a 61 cubic inch Excelsior he built and dubbed Big Bertha took him over the top of several hillclimb courses; a feat never before accomplished.
As the Depression took its toll on the world and the motorcycle industry, prompting Ignatz Schwinn to stop motorcycle production at Excelsior in 1931, Petralli was out of work, but again recruited by Harley-Davidson. Aboard Harley hillclimbers, Petralli won national championships in 1932, 1933, 1935 and 1936. But by 1937, now married and starting a family, Petrali scaled back his racing partly because the challenge was lessened; he was winning everything including a string of 10 Class A dirt track races in 1935.
Petrali won his 49th and final national championship at the Muskegon, Michigan hillclimb. Scott Parker is the only rider to have bested Petrali’s record. But as he wound down his dirt track and hillclimb career, he dabbled in land speed record competition at Daytona Beach, Florida. There he set a well known record of 136.183 aboard a Harley-Davidson EL overhead valve “Knucklehead” semi-streamlined machine. A striking full-size bronze monument that was created by artist Jeff Decker honors Petrali for this record run and greets visitors as they enter the National Motorcycle Museum.
For his amazing competition riding over nearly a 20 year career, Joe Petrali was inducted into the Motorcycle Hall of Fame in 1998.
Sponsoring a Visitors Bench at the National Motorcycle Museum is a great way to recognize a friend, relative or loved-one, especially a motorcyclist, even yourself as a committed Museum supporter. The brass plate with name engraved is seen by so many visitors to the Museum. And when you sponsor a bench at the National Motorcycle Museum, your support lasts for 36 months!
Engraved metal plates on 60″ teak benches will recognize your three-year* $600 sponsorship donation. If you’d like to lend your support, consider sponsoring a bench to recognize a friend or family member; contact the Museum for details. At this time only two visitors benches are available for sponsorship.
*After your three year sponsorship ends in 2016 you have “dibs” on renewing your support.
In Observed Trials competition you earn points when you “dab” with your foot or cannot complete a “section” staying inside the marked obstacle course. The lowest score wins.
Trials bikes have torquey motors, high ground clearance, very light weight, are narrow and tough to withstand crashes against rocks. Spanish manufacturers Bultaco, Montessa and OSSA had a long history in designing and building great trials bikes, hiring the top riders for development and competition work. In about 1970, OSSA signed champion British rider Mick Andrews. Mick helped OSSA design the OSSA M.A.R., or Mick Andrews Replica. Andrews went on to win the 1971 and 1972 European Trials Championship, now the FIM World Championship. Andrews won the extreme Scottish Six Days Trial all three years between 1970 and 1972 for the Ossa factory.
Most motorcycle competition involves getting through the course in the shortest amount of time, or at the highest rate of speed. Trials riders run at a slow pace, but the course is set on steep hills or mountainsides, has water crossings, vertical paths a mountain goat may give a double take. It’s an athletic competition more between riders than machines.
Trials competition is purely a European invention most popular in Spain and Great Britain. Recently the event has also been run indoors on synthetic courses. Each “section” in a trials course has an observer who scores the riders. A perfect score is zero, no dabs. One dab earns the rider one point. Two dabs, two points, etc. Five dabs is five points, or a “fiasco”, the maximum for a section. This is earned when the rider cannot clear a section. Points from all sections are totaled for each rider, lowest score wins.
Trials has a very limited market, small sales levels. Unable to compete with cheaper, more rapidly evolving designs from Japan, OSSA ceased manufacture in 1977. There is a strong following for their motocross, enduro, trials and street bikes. In 2010 the trademark was revived by a group of Spanish business men who again manufacture OSSA branded trials and enduro motorcycles. – On loan from Jay Gaard
Specifications:
Central Ohio Harley riders are a lucky bunch. While they have several different Harley-Davidson franchised dealers to choose from including the famous A.D. Farrow Harley-Davidson, they also have Tom Reiser, Reiser Cycles. One could say Tom Reiser has a PhD, plus tenure, in Harley-Davidson service, racing and competition bike building.
Tom got his start at A.D. Farrow’s shop, in fact, around late 1956, when the first Harley-Davidson Sportsters hit dealerships. He got used bikes, trade-ins ready to sell. Then later, after proving himself, Tom worked in service. His passion led him to build hillclimb bikes for other competitors and himself. His first national win with himself at the controls was in 1964 in Muskegon, Michigan. Next up were drag bikes including one with a Chevy V8 that ultimately caused his departure from Farrows. “I guess I spent too much time playing with my drag bike, not enough time working on customers’ bikes,” says Tom. That Chevy V8 bike, Tom’s Bomb, is on display at the National Motorcycle Museum along with a Reiser-built hillclimber.
Around 1970, Tom built a competitive drag bike around a Sportster engine, ran it for a season, then lost his rider. He was still working at A.D Farrows at that time, and started looking for a new rider for the bike. Bobby Farrow, A.D.’s son expressed interest so Tom rebuilt the bike to fit Bobby. The Sportster drag bike Tom built is on display at the Harley-Davidson Museum in Milwaukee.
Knowing the Sportster engine’s strengths and potential, Reiser used them in hillclimb bikes he built himself at first. Later he employed professional chassis builders to help him win championships. Never a guy to think he knew it all, he even visited C.R. Axtell’s tuning shop in California. “We went to Axtell’s shop in California, a pair of Sportster heads in hand. C.R. gave us about 20 minutes of his time. We explained what we wanted the heads to do, what we were putting them on, and left. The heads arrived all done up…but it was about six months later!”
Reiser turned to building bikes for others to compete in hillclimb and helped several rider to championships. He retired from hillclimb competition completely in 2011. His shop on South High Street, in Columbus continues to serve those riders with older bikes. “We work on everything from 1936 to 2014, Knuckleheads, Flatheads, Evos, even Twin Cams. And there’s nothing a home garage mechanic can screw up we can’t fix up!” When you stop by the shop, you’ll likely be greeted by Tom’s daughter Chris. Tom will be out back in the shop, twisting wrenches. Motorcycling has kept him young. A true perfectionist and enthusiast, late in life he still enjoys his work at the real motorcycle shop he created.
Saving and presenting the history of American motorcycling is what the National Motorcycle Museum is all about. Through the thoughtfulness and generosity of Jaey and Brenda Sedlacek the Museum just acquired some fantastic motorcycles, strong documents of motorcycle customizing and building trends in America.
Sometimes it comes to you naturally. You see something and get a flash that says, “This Is Important.” And you do what you can to grab that bit of artistry or innovation, capture it, save it for the future. Motorcycle customizing began to hit its stride in the 1950’s with Bobbers, then the chopper craze hit in the 60’s. “Builder bikes” came on strong in the late 90’s followed by a sit-com or two that drove the them into our living rooms, helped launch a boom period. So where are all those custom bikes now, and what do we know about their creators?
Jaey Sedlacek offers, “I suppose going to bike shows and reading magazines built my passion for custom bike building. While I watched what was going on in the world, I also built a couple of bikes myself. Then I began to acquire some machines I felt were important. I was driven to see these bikes understood and appreciated!”
In the end, Jaey Sedlacek collected five bikes by world class builders Don Hotop, Jesse James, Pat Kennedy and Randy Claude. “Thinking it was better to let people see the bikes, I loaned a couple of my custom bikes to the National Motorcycle Museum here in Iowa. One day I said to myself, ‘this is working,’ having them at a museum. I called the director there and started the process of outright donation of all five bikes and their two haulers. Better they are before tens of thousands of Museum visitors each year than in my house and garage!”
Museum President John Parham offers, “Each of these bikes is unique, and tells a story about a point in time in American motorcycle customizing. Jaey was very smart to grab them, hang onto these period documents of a sort. We were totally amazed when Jaey began discussing donating such important and highly valuable machines to the Museum’s permanent collection. Jaey and his wife Brenda even gifted two fine trailers which will be a great asset to the Museum.”
“We were impressed with John’s story of success, survival and commitment,” mentioned Sedlacek. “We were impressed with how my two motorcycles were received and displayed. We were impressed with the growth and refinement of the museum. We wanted to make a significant contribution to help continue that growth and make NMCM a major destination stop in the Midwest and Iowa for motorcycle history.”
Sedlacek’s five customs will become part of a greater collection of custom bikes already on display, other earlier choppers and bobbers. These are original and unrestored examples, work of individuals who went their own way, made something different and unique. From 80″ Harley UL Bobbers to Triumph Choppers, you can enjoy a chronology of 20 custom machines built around American, British and Japanese motorcycles. In addition to the newly donated Sedlacek machines, custom bikes by greats like Arlen Ness, Ed “Big Daddy” Roth, Von Dutch and Jerry Magnusen are represented by over two dozen machines. All this is at the National Motorcycle Museum, part of a collection of over 400 motorcycles and countless pieces of memorabilia on display.
If you have significant motorcycles and a feeling of generosity, a wish to donate them to the collection and see them on display at the National Motorcycle Museum, please contact the Museum by email: museum@nationalmcmuseum.org , or by phone: 319 462 3925.