I confess that I have not ridden a motorcycle since the mid '80s, but decided on Sunday to go wander about at the Idaho Vintage Motorcycle Club show in Caldwell.
Way back in the 70s the club was formed by Richard Renstrom (member #1), myself (Member #2), and Gary South (member #3). There were many good times, to be sure, but after divorce and leaving the area, and Gary moved away, my interest turned to other things. The Vincent got packed up when I moved and has remained in crates and boxes since 1985.
I will say I enjoyed the Caldwell show. Especially fun was to show my blushing bride many examples of rides I used to own, still own, or gave up hoping to ever own (not to mention, wished I had never owned). Most of the machines I have owned were well represented, from a Harley Hummer to three Suzuki Water Buffaloes, Triumph Tiger Cub to Vincent Rapide (a very nice example at that!). There were no Suzuki X6 Hustlers, presumably they all smoked themselves to death before 1970 or so...
So a promise was made to at a minimum drag out the old Matchbox for next year's show; my former daily ride that has been accumulating garage dust for 30 years. But more to the point, the long postponed re-assembly of the Vincent project has had some life breathed into it. Honestly, prudence indicates that the time has come to hang the for-sale sign on the Vincent, but certainly one that is assembled would be worth more than one in a set of boxes (although the latter is certainly easier to ship!). Certainly nicer to look at!
Monday, March 24, 2014
Monday, December 12, 2011
Jordan Four motorcycle
I decided to make this post in honor of my father' God-Father, LeGrand Jordan. LeGrand, a remarkable inventor and self-taught engineer, was the first to hold my dad when he was born, after of course, my grandfather, William Gross Sr. LeGrand was my grandfather's best friend, together they had been in the Motorcycle Machine Gun Corps, and experimet that never saw service in WWI (thankfully, from my perspective!). LeGrand after the war served in the Los Angeles County Mounted Police, which later became the California Highway Patrol. LeGrand also moonlighted for my grandfather, who had started "American Pacific Stamp Company" on Washington St., close to downtown Los Angeles. LeGrand came up with many innovative ways to machine particular bits which my grandfather needed, in particular interchangable print heads which would be used to stamp print in metal objects.
LeGrand had another side business; he would ride his 1930s BMW to Detroit to pick up a school bus for the LA district. He'd put the BMW in the bus and drive the bus back to LA! As he told me, he was taken with the difference between the BMW and Harley ride; so he designed his own motorcycle, obtaining first one and then a second patent for his design.
Back in 1975 I visited LeGrand and he showed me two patents he'd received for his motorcycle ideas; the first being for a four cylinder motorcycle, and if memory serves (which it doesn't well these days), the second was for a torsion bar suspension system. I've found the first online (click here), but not the second.
LeGrand was quite taken with the pressed-steel techonolgy which was stamping out car parts, and thought this a great innovation to be applied to motorcycle construction. He went ahead and built two complete motorcycles with which to compete in field trials for a US Military contract during WWII. He had made arangements with Studebaker to produce the Jordan Four, if he received the contract. They had idle production capacity due to shifting production from automobiles to tanks. To hear LeGrand, the Jordan Four vastly outperformed the Harley, in particular driving through sand where the Harley got stuck. But LeGrand was "stuck" between a rock and a hard spot; he had the superior machine, but no production, and the military went where the military had been going, with Harley.
in the end, Harley got it's revenge on LeGrand. After a career on a Harley that started in the 20s and ended in the 50s with disability retirement; the years in the saddle had pounded his spine to the point where he couldn't ride anymore. LeGrand was very proud of his $7/month disability check from CHP (yes, that is seven dollars a month) which had no provision for cost of living and he still recieved till he passed away at 104 (again, that memory thing).
LeGrand had donated one of the two Jordan Fours, along with the early BMW, to Harrah's Auto Museum; but was aghast to discover a couple years later that they had sold them! When I visited, he still had the remaining one, which was painted a dull gold color. He also still had all the wooden casting blocks in which he'd sand-cast the magnesium cases and various parts to make the engine/trans/driveline. I'm grateful that someone has posted a couple pictures on the internet (link here) (the materials and pictures I have are somewhere boxed many moves back, and I haven't seen them for quite a while).
I don't know for sure which one this is, but it's my understanding that after LeGrand passed away, LeGrand's daughter made arrangements to have the remaining one displayed permanently at Peterson's museum in Los Angeles. Interestingly, the Matchless G50CSR which I almost obtained in Tucson in 1970 ended up there too. but that's another story.
As you can see from the pictures, LeGrand not only built the Jordan Four with a pressed steel frame, four cylinder engine, and torsion bar suspension, but he had LOTS of sheet metal. Even solid wheels. This thing was quite a sail in a cross-wind (he admitted, bad as a VW Bus!). One of the interesting design features of the Jordan Four is its overhead camshaft. there is a single vertical gear driven shaft in the center between the four cylinders. This shaft has only two lobes. There is a remarkable valve lifter design which translates this vertical rotational motion to the valve stems. LeGrand was very proud of this. It did however, mean that the firing order had to be circular, rather than the standard staggered. One other feature was that unlike the Ariel Square Four design, the crankshafts were parallel to travel direction and counter rotating, which meant no 90 degree power transfer to the drive shaft (as with the later Aerial), but no torque twist (as with BMW).
For his 50th wedding anniversary, LeGrand restored the Model A which he owned at marriage, surprising his beloved Margaret with a shiney gold Model A! That's just the sort of thing he did. One other quirky thing he did was to get in his 50s VW beetle and drive to Alaska (yes, from Malibu California) at nearly 100 years of age. When I asked him why he went to Alaska, he said "I was tired of looking at the same ladies where I eat breakfast, and wanted to see some new pretty faces!"
So there's a little bit more oral history to add to the Jordan Four, a most interesting production from a most interesting man.
LeGrand had another side business; he would ride his 1930s BMW to Detroit to pick up a school bus for the LA district. He'd put the BMW in the bus and drive the bus back to LA! As he told me, he was taken with the difference between the BMW and Harley ride; so he designed his own motorcycle, obtaining first one and then a second patent for his design.
Back in 1975 I visited LeGrand and he showed me two patents he'd received for his motorcycle ideas; the first being for a four cylinder motorcycle, and if memory serves (which it doesn't well these days), the second was for a torsion bar suspension system. I've found the first online (click here), but not the second.
LeGrand was quite taken with the pressed-steel techonolgy which was stamping out car parts, and thought this a great innovation to be applied to motorcycle construction. He went ahead and built two complete motorcycles with which to compete in field trials for a US Military contract during WWII. He had made arangements with Studebaker to produce the Jordan Four, if he received the contract. They had idle production capacity due to shifting production from automobiles to tanks. To hear LeGrand, the Jordan Four vastly outperformed the Harley, in particular driving through sand where the Harley got stuck. But LeGrand was "stuck" between a rock and a hard spot; he had the superior machine, but no production, and the military went where the military had been going, with Harley.
in the end, Harley got it's revenge on LeGrand. After a career on a Harley that started in the 20s and ended in the 50s with disability retirement; the years in the saddle had pounded his spine to the point where he couldn't ride anymore. LeGrand was very proud of his $7/month disability check from CHP (yes, that is seven dollars a month) which had no provision for cost of living and he still recieved till he passed away at 104 (again, that memory thing).
LeGrand had donated one of the two Jordan Fours, along with the early BMW, to Harrah's Auto Museum; but was aghast to discover a couple years later that they had sold them! When I visited, he still had the remaining one, which was painted a dull gold color. He also still had all the wooden casting blocks in which he'd sand-cast the magnesium cases and various parts to make the engine/trans/driveline. I'm grateful that someone has posted a couple pictures on the internet (link here) (the materials and pictures I have are somewhere boxed many moves back, and I haven't seen them for quite a while).
I don't know for sure which one this is, but it's my understanding that after LeGrand passed away, LeGrand's daughter made arrangements to have the remaining one displayed permanently at Peterson's museum in Los Angeles. Interestingly, the Matchless G50CSR which I almost obtained in Tucson in 1970 ended up there too. but that's another story.
As you can see from the pictures, LeGrand not only built the Jordan Four with a pressed steel frame, four cylinder engine, and torsion bar suspension, but he had LOTS of sheet metal. Even solid wheels. This thing was quite a sail in a cross-wind (he admitted, bad as a VW Bus!). One of the interesting design features of the Jordan Four is its overhead camshaft. there is a single vertical gear driven shaft in the center between the four cylinders. This shaft has only two lobes. There is a remarkable valve lifter design which translates this vertical rotational motion to the valve stems. LeGrand was very proud of this. It did however, mean that the firing order had to be circular, rather than the standard staggered. One other feature was that unlike the Ariel Square Four design, the crankshafts were parallel to travel direction and counter rotating, which meant no 90 degree power transfer to the drive shaft (as with the later Aerial), but no torque twist (as with BMW).
For his 50th wedding anniversary, LeGrand restored the Model A which he owned at marriage, surprising his beloved Margaret with a shiney gold Model A! That's just the sort of thing he did. One other quirky thing he did was to get in his 50s VW beetle and drive to Alaska (yes, from Malibu California) at nearly 100 years of age. When I asked him why he went to Alaska, he said "I was tired of looking at the same ladies where I eat breakfast, and wanted to see some new pretty faces!"
So there's a little bit more oral history to add to the Jordan Four, a most interesting production from a most interesting man.
Friday, October 28, 2011
One more rogue
The last member of the team is my son Will, shown here with the '73 VW Westy my folks purchased in Germany for their honeymoon in 1972.
The bus had not been driven much in the last ten years, and we had some excitment bringing it to Idaho from New Mexico. the points broke and we had to be towed before we'd hardly gone 20 miles! With the tow truck driver's help (thank you, Milton at Rio Rancho Towing, Bernalillo NM!), we replaced the damaged part and got back on the road. In Utah the starter quit (turned out to be a bad cable) and we had to push start it for the last 400 miles of the trip. There was a huge rain storm, and the windshield leaked and the wiper motor gave up!
The bus had not been driven much in the last ten years, and we had some excitment bringing it to Idaho from New Mexico. the points broke and we had to be towed before we'd hardly gone 20 miles! With the tow truck driver's help (thank you, Milton at Rio Rancho Towing, Bernalillo NM!), we replaced the damaged part and got back on the road. In Utah the starter quit (turned out to be a bad cable) and we had to push start it for the last 400 miles of the trip. There was a huge rain storm, and the windshield leaked and the wiper motor gave up!
Tuesday, September 20, 2011
Rogue's Gallery
Son in law Eric will be the #1 mechanic on this reconstruction project. The "Vincent in boxes" is cleverly hidden behind and above the '55 Matchless "Jampot single"
Actually, Eric did an excellent job of maximizing the storage and minimizing footprint, utillizing the overhead space. Like I said, in boxes...
Humm, removed front cylinder bolts but not rear ones? Can't remember why I did that... wonder what else we'll find?
Actually, Eric did an excellent job of maximizing the storage and minimizing footprint, utillizing the overhead space. Like I said, in boxes...
Humm, removed front cylinder bolts but not rear ones? Can't remember why I did that... wonder what else we'll find?
Monday, September 19, 2011
Rogue's Gallery
Saturday was grandson Kameron's birthday. He seems a bit unsure about the bike helmet, but the Vincent rests secure from his natural desire to ride, at least for a few more years (and while it's in boxes!).
Shown here with sister Hailey and cousin Max.
Shown here with sister Hailey and cousin Max.
Saturday, September 10, 2011
Rogue's galery
Paul has an appreciation for old things and wants to help with the reconstruction effort.
Admittedly, there is nothing anglophile about his ride, but I give him credit for keeping an oldie on the road. This '71 914 has had an engine replacement (2.0L) and converted from the nasty old injection system to dual Webbers. Rocker panels replaced and other rusted parts fixed, this was one of the first outings for the green frog.
Admittedly, there is nothing anglophile about his ride, but I give him credit for keeping an oldie on the road. This '71 914 has had an engine replacement (2.0L) and converted from the nasty old injection system to dual Webbers. Rocker panels replaced and other rusted parts fixed, this was one of the first outings for the green frog.
Tuesday, September 6, 2011
Working Stand
Before work starts, we'll build a workbench like that shown in this picture.
Since the Rapide is considerably larger and heavier than a Triumph Tiger Cub, I think the wheels we put under the stand will be a bit more substantial. Otherwise, unlike the Cub where you put an engine in a frame, the Vincent is for all intents and purposes "frameless" - we'll start with assembling the engine, adding the oil tank, and then the front and rear suspension members. Instead of holding it in place with tie-downs like this picture, The Vincent has a rear prop-stand and a front prop-stand (which is really both front side-stands opened and rotated downward; very clever! Such is how I did it in the early 80s when I restored the bike the first time.
After a day to think about it, what size to make this thing? well, given a wheelbase of 56", I'd say 7' long by 30" wide will give plenty of good working real-estate! Maybe 18" high... My last stand didn't have wheels, the tie-downs make more sense now.
Since the Rapide is considerably larger and heavier than a Triumph Tiger Cub, I think the wheels we put under the stand will be a bit more substantial. Otherwise, unlike the Cub where you put an engine in a frame, the Vincent is for all intents and purposes "frameless" - we'll start with assembling the engine, adding the oil tank, and then the front and rear suspension members. Instead of holding it in place with tie-downs like this picture, The Vincent has a rear prop-stand and a front prop-stand (which is really both front side-stands opened and rotated downward; very clever! Such is how I did it in the early 80s when I restored the bike the first time.
After a day to think about it, what size to make this thing? well, given a wheelbase of 56", I'd say 7' long by 30" wide will give plenty of good working real-estate! Maybe 18" high... My last stand didn't have wheels, the tie-downs make more sense now.
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