Ariel Motorcycle

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Ariel was a bicycle, motorcycle and automobile marque manufacturer based in Bournbrook, Birmingham, England. Car production moved to Coventry in 1911. The company name was reused in 1999 for the formation of Ariel Ltd, a sports car producer.
The company dates back to 1847 when Ariel made an early pneumatic-tyred wheel for horse drawn carriages. The name was revived by James Starley and William Hillman in 1870 when they invented the wire-spoke wheel which allowed them to build a lighter weight bicycle and named it Ariel (the spirit of the air). They put the name on the factory where they made penny-farthing bicycles and sewing machines. In 1885 James Starley's nephew, John Kemp Starley, invented the Rover Safety Bicycle - a rear-wheel-drive, chain-driven bicycle with two similar-sized wheels, which is essentially the design still used on bicycles today. Use of the name lapsed but in 1896 it appeared again, this time on motorised transport.






The first Ariel vehicle was a Tricycle that used a 2.25 hp De Dion engine mounted at the rear. More tricycles were produced and motorised quadricycles were added in 1901 as Ariel then moved into car production.
In 1902, Components Ltd., owned by Charles Sangster, bought the company and began producing motorcycles, but the company suffered several financial crises including spells in receivership in 1911 and the early 1930s. In 1932, Components Ltd went bankrupt, and Jack Sangster, Charles Sangster's son, bought the Ariel subsidiary from the receivers at a bargain price. The company was renamed Ariel Motors (J.S.) Ltd, and promptly resumed production



The first Ariel to be fitted with an engine was a powered tricycle that appeared in 1898. In 1901 the first Ariel motorcycle proper was launched, powered by a 211 cc Minerva engine.

A range of motorcycles was made with engines either bought in or assembled to other people's design until the 1926 season when a new designer, Val Page, joined Ariel from JAP. Page created a pair of new engines for the 1926 season which used many existing cycle parts and then redesigned the cycle for 1927. These Ariels are known as 'Black Ariels' (1926–1930) and were the basis on which all Ariel 4-stroke singles were based until their demise in 1959 (except the LH Colt of the mid 1950s). During the 'Black Ariel' period the Ariel horse logo came into being as did the slogan 'The Modern Motor Cycle'.



The Ariel Square Four with 500 cc engine designed by Edward Turner first appeared for the 1931 season, but around this time the company went into receivership and then a new company was formed. The Square Four became a 600cc. The Square Fours had overheating problems with the rear cylinders which resulted in distorted heads throughout their history. A redesign in 1937 resulted in a 995 cc OHV version designated the 4G.



In 1939 Anstey-link plunger rear suspension was an option. It was still available when production restarted in 1946, with telescopic forks replacing the girder forks.
In 1949 the Mark 1 Square Four had cast aluminium barrels and heads, instead of cast iron. With the lower weight the bike was a 90 mph plus machine.
In 1951 Jack Sangster had sold Ariel and Triumph (bought in 1936) to the Birmingham Small Arms Company group (BSA), and joined their board. By 1956 Sangster was voted in as the new Chairman, defeating incumbent Sir Bernard Docker 6 to 3. Sangster promptly made Edward Turner head of the automotive division, which then included Ariel, Triumph, and BSA motorcycles, as well as Daimler and Carbodies (London Taxicab manufacturers).
In 1953 the Mark 2 Square Four had a redesigned cylinder head, and was capable of 100 mph.



In 1959, to the dismay of some motorcyclists, Ariel dropped its four-stroke engines and produced basically two models, the 250cc twin cylinder two-stroke engined Arrow and Leader models. There was also a 200cc Arrow version made for a short period. To give Ariel credit, the Arrow and Leader models were an attempt to bring the company up to date having recognised the threat from the new Japanese imports.



The Ariel Leader had a fully faired body from the headlamp aft. The Arrow was more open, though it kept the enclosed chain case and deep mudguards.

Ariel motorcycles ceased production in 1967.



In 1970 BSA used the name for the "Ariel 3", a 3-wheeler 50cc 2-stroke moped, different at the time because it was a tilting vehicle. The front half was hinged to the rear and could tilt into corners whilst keeping all three wheels on the ground. Production of the Ariel 3 was short and was dropped along with the Ariel name shortly afterwards.

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Nick Clement

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My friend Nick Clement is a fashion photographer working between NYC and London. His website contains all his important stories over the past two years as well as his latest work creating a complete portfolio.
His work can be seen here in its entirely and new work is added as it comes into the public domain.





Nick you're the best keep on showing us what's in your Eye.

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The Saturday Movie

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Oscar's Honey November 09

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The daughter of a postal worker, Brenda Sykes seemed bound for an academic career when, at 19, she was made a Teaching Assistant in Black History in the UCLA High Potential Program. One year later, Brenda showed up as a contestant on TV's The Dating Game. Her appearance not only won her an all-expenses-paid trip to New Zealand, but also caught the eyes of several Hollywood talent agents. In 1970, Sykes was personally selected by prestigious film director William Wyler to play a good featured role in The Liberation of L.B. Jones. After an excellent start, she was consigned to the standardized roles usually played by Africa-nAmerican ingenues in the 1970s, showing up in such exploitational fare as The Drum and Cleopatra Jones. Brenda Sykes' series-TV work has included Ozzie's Girls (1973) and Executive Suite (1976).



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Motocross Boots

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Malcolm Smith (born March 9, 1941 on Saltspring Island, British Columbia, Canada) is an American off-road racing legend.
Smith first raced in 1956 atop a 1949 Matchless 500cc motorcycle. Later, he was associated with Husqvarna motorcycles. His renown grew as he won races in the 1960s and 1970s. Smith won eight gold medals between 1966 and 1976 in the International Six Day Trial, the European cross-country event.
He is a six-time winner of the Baja 1000, three times on a motorcycle and three times in a car; a four time winner of the Baja 500; has twice won the Mint 400 in Nevada and the Roof of Africa Rallye; participated in the Paris Dakar Rally twice; and was the overall winner of the Atlas Rallye in the mountains of Morocco.
Smith was inducted into the Motorsports Hall of Fame of America in 1996 and the Motorcycle Hall of Fame in 1998.



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Charles Barbin “Chuck” DeBellevue

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Colonel Charles Barbin “Chuck” DeBellevue (born August 15, 1945) is a retired officer in the United States Air Force. In 1972, while flying during the Vietnam War, DeBellevue became the first Air Force Weapon Systems Officer (WSO) to become a flying "Ace". He was credited with a total of six MiG kills, the most earned by any U.S. aviator during the Vietnam War and is a recipient of the Air Force Cross. In October 1971, DeBellevue was sent to the famed 555th Tactical Fighter Squadron (“Triple Nickel”), of the 432nd Tactical Reconnaissance Wing, at Udorn Royal Thai Air Force Base, Thailand. Flying in a F-4D as the WSO with pilot Capt Steve Ritchie on May 10, 1972, he and Ritchie scored the first of four Mikoyan-Gurevich MiG-21 kills they would achieve together. Both DeBellevue and Ritchie, along with Capt Jeffrey Feinstein of the 13th Tactical Fighter Squadron, 432nd Tactical Reconnaissance Wing, would become the only USAF "aces" during the Vietnam War.



An advantage that the "Triple Nickel Squadron" pilots and WSOs had over other U.S. aircrews was that eight of their F-4D Phantoms had the top-secret APX-80 electronic set installed, known by its code-name "Combat Tree". Combat Tree could read the IFF signals of the transponders built into the MiGs so that North Vietnamese GCI radar could discriminate its aircraft from that of the Americans. Displayed on a scope in the WSO's cockpit, Combat Tree gave the Phantoms the ability to identify and locate MiGs when they were still beyond visual range (BVR). Ritchie and DeBellevue's assignment on May 10, 1972, the first major day of air combat in Operation Linebacker, was as element leader (Oyster 03) of one of two flights of the F-4D MiGCap for the morning strike force. Oyster flight had three of its Phantoms equipped with Combat Tree IFF interrogators, and two days previously its flight lead, Major Robert Lodge, and his WSO 1st Lt Roger Locher had scored their third MiG kill to lead all USAF crews then flying in Southeast Asia.



At 0942, forewarned 19 minutes earlier by the EC-121 "Disco" over Laos and then by "Red Crown", the US Navy radar picket ship USS Chicago, Oyster flight engaged an equal number of MiG-21s head-on, scattering them. Oyster flight shot down three and nearly got the fourth, but fell victim to a MiG tactic dubbed "Kuban tactics" after those of the Soviet WWII ace Pokryshkin, in which a GCI-controlled flight of MiG-19s trailed so that they could be steered behind the American fighters maneuvering to attack the MiG-21s. Maj Lodge was shot down and killed. Lt Locher ejected and was recovered three weeks later. Almost simultaneously Ritchie and DeBellevue rolled into a firing position behind the remaining MiG-21 of the original four with a radar lock, launched two Sparrows and scored a kill with the second.

USAF strike and chaff forces suffered a severe series of losses to MiGs between June 24 and July 5 (seven F-4s) without killing a MiG in return. As a counter-measure, 7th Air Force added a second Disco EC-121 to its airborne radar coverage, positioning it over the Gulf of Tonkin. On July 8, 1972, Ritchie and DeBellevue were leading Paula flight, in gun-equipped F-4Es instead of the Combat Tree F-4Ds they usually flew, on a MiGCAP to cover the exit of the strike force. While they were west of Phu Tho and south of Yen Bai, the EC-121 vectored them to intercept MiG-21s returning to base after damaging one of the US chaff escorts. The MiGs were still approximately 4 miles away and Ritchie turned the flight south to cross the Black River. As they closed, Disco gave them warning that the MiG return had "merged" with the Paula flight's return on his screen. Ritchie reversed course, observed the first MiG at his 10 o'clock position and turned left to meet it head-on.





MiG killers head for a pre-mission briefing at Udorn. Captains DeBellevue and Ritchie (front row), and Lt Col Baily and Capt Feinstein (back row).When Ritchie passed the first MiG-21, he recalled the engagement of May 10 and waited to see if there was a trailing MiG. When he observed the second MiG, which he also passed head-on, he reversed hard left to engage. The MiG turned to its right to evade the attack, an unusual maneuver, and Ritchie used a vertical separation move to gain position on its rear quarter. DeBellevue obtained a solid boresight (dogfighting) radar lock on it while at the MiG's 5 o'clock, although fired from the edge of their flight envelopes, both AIM-7s struck home.
The first MiG had also turned back and was attacking the last F-4 in Ritchie's flight from behind, an often fatal consequence to US aircraft employing the then-standard "fluid four" tactical formation. Ritchie made a hard turn across the curving intercept of the MiG, again coming out at its 5 o'clock, and the MiG, apparently perceiving the threat, broke hard right and dove away. Ritchie fired an AIM-7 from inside its minimum range and at the limit of its capability to turn. Expecting the Sparrow to miss, he was trying to switch to a gun attack in the relatively unfamiliar F-4E he was flying that day when the missile exploded the MiG, 1 minute and 29 seconds after the first kill.



A competition to become the Air Force's first Vietnam "ace" developed between Ritchie and Captain Jeffrey S. Feinstein, a WSO in another one of the 432nd's squadrons, the 13th TFS, who scored his 3rd and 4th kills on July 18 and July 29. Each had a claim denied by Seventh Air Force's Enemy Aircraft Claims Evaluation Board, Ritchie and DeBellevue for a claim of a MiG-21 on June 13, and Feinstein for a claim June 9
Ritchie's final victory (his 5th making him an "Ace") with DeBellevue (his 4th) came on August 28, 1972, while leading Buick flight, a MiGCAP for a strike north of Hanoi. During the preceding month, 7th Air Force had instituted daily centralized mission debriefings of leaders and planners from all fighter wings called "Linebacker Conferences". Ritchie had just started his flight of Combat Tree Phantoms on its return to base (Ritchie and DeBellevue were flying F-4D AF Serial No. 64-7463, in which they had scored their first kill). Red Crown, now the USS Long Beach, alerted the strike force to "Blue Bandits" (MiG-21s) 30 miles southwest of Hanoi, along the route back to Thailand. Approaching the area of the reported contact at 15,000 feet, Ritchie recalled recent Linebacker Conference information that MiGs had returned to using high altitude tactics and suspected the MiGs were high. Buick and Vega flights, both of the MiGCAP, flew toward the reported location.



DeBellevue picked up the MiGs on the Phantom's onboard radar and using Combat Tree, discovered that the MiGs were ten miles behind Olds flight, another flight of MiGCAP fighters returning to base. Ritchie called in the contact to warn Olds flight. Ritchie, concerned that MiGs might be at an altitude above them, made continuous requests for altitude readings to both Disco and Red Crown. He received location, heading, and speed data on the MiGs (now determined to be returning north at high speed to their base) but not altitude as Buick flight closed to within 15 miles of the MiGs. DeBellevue's radar then painted the MiGs dead ahead at 25,000 feet, and Ritchie ordered the flight to light afterburners. DeBellevue warned Ritchie they were closing fast and were in range. About the same time Ritchie saw the MiGs himself headed in the opposite direction.



Attacking in a climbing curve behind the MiG-21's with his AIM-7 guidance radar locked on, Ritchie was given continuous range updates by DeBellevue. With his Phantom barely making enough speed to overtake the targets, Ritchie launched two Sparrows from over four miles away. The firing parameters of the two shots were out of the missiles' performance envelope, an attempt to influence the MiGs to turn and thus shorten the range. Both shots not only missed but failed to influence the opponents. Moments later, tracking one MiG visually by the contrail it was making, Ritchie fired his remaining two Sparrows, also at long range. The first missed, but the MiG made a hard turn and actually shortened the range, and was destroyed by the second. Short on fuel, Ritchie elected not to try to pursue the second MiG-21.



During Linebacker strikes on September 9, 1972, a flight of four F-4Ds on MiGCAP west of Hanoi shot down three MiGs. Two were MiG-19s downed by Capt John A. Madden, Jr. and his WSO Capt DeBellevue. For Madden, the victories constituted his first and second MiG kills, but for DeBellevue they were numbers five and six, moving him up as the leading MiG destroyer of the war and elevating him to "Ace" status. When DeBellevue acquired the MiGs on radar, the flight maneuvered to attack. Madden and DeBellevue made the first move. They got a visual on the MiG about 5 miles out on final approach with his gear and flaps down. Getting a lock on him, they fired missiles but they missed. They were coming in from the side-rear and slipped up next to that MiG no more than 500 feet apart. He got a visual on us, snatched up his flaps and hit afterburner, accelerating out. It became obvious we weren't going to get another shot at the MiG.



DeBellevue describes the next two engagements as follows: "We acquired the MiG's on radar and positioned as we picked them up visually. We used a slicing low-speed yo-yo to position behind the MiG-19's and started turning hard with them. We fired one AIM-9 missile which detonated 25 feet from one of the MiG-19's. We switched the attack to the other MiG-19 and one turn later we fired an AIM-9 at him. I observed the missile impact the tail of the MiG. The MiG continued normally for the next few seconds, then began a slow roll and spiraled downward, impacting the ground with a large fireball."


Mig 21

Madden and DeBellevue returned to their base thinking they had destroyed only the second MiG-19. Only later did investigation reveal that they were the only aircrew to shoot at a MiG-19 which crashed and burned on the runway at Phuc Yen that day. That gave them two MiG-19 kills for the day and brought DeBellevue's total to six MiG kills, the most earned during the war.
During his combat tour, DeBellevue logged 550 combat hours while flying 220 combat missions, 96 of which were over North Vietnam. His skill as a weapon systems officer was recognized when he and the other two Air Force "Aces", Ritchie and Feinstein, received the 1972 Mackay Trophy. He also received the Veterans of Foreign Wars' Armed Forces Award and the Eugene M. Zuckert Achievement Award.

Removed from active combat following his fifth and sixth kills, DeBellevue applied for and re-entered pilot training at Williams AFB, Arizona, in November 1972. After pinning on his new wings, he returned to the F-4 as a pilot assigned to the 49th Tactical Fighter Wing at Holloman AFB, NM. In 1975, he moved to Elmendorf AFB, AK, where he served as the assistant operations officer in the 43d Tactical Fighter Squadron. He went on to serve as the 5th Air Force deputy chief of staff at Yokota AB, Japan. He was then assigned as the commander of the 95th Air Base Wing at Edwards AFB, California, until 1995. The 95th ABW is the host wing at Edwards AFB which is the second largest base in the Air Force.

DeBellevue retired from active duty as a full Colonel while serving as commander of AFROTC Detachment 440 at the University of Missouri in January 1998 after 30 years of military service.

He was the last American ace on active duty.



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H.D Vintage

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Harley-Davidson introduced the middleweight "Model K" in 1952, along with the 'KR' series of 'competition class' road-racing or flat-track racers. The KR's "Milwaukee racing iron" engine was a 744cc side-valve flathead V-twin that produced around 30 horsepower. The K had a three-speed gearbox and limited power, but the KR with its 4-speed transmission was capable of a top speed of around 80 mph.



Built as a replacement for Harley-Davidson's aging WR racing line, the KR would be a dominant force in dirt track and road-racing competition for almost 17 years. The KR took nearly every AMA Grand National Championship from 1954 to 1962.



By the late 1960s, the KRTT was capable of a 150 mph top speed, with around 50 bhp. From 1953 to 1969, the KR and KRTT delivered 13 victories at Daytona, making it one of the company's most successful road racing bikes. As the British competition started to gain an unbeatable foothold in the late 60s, HD decided to discontinue the KRTT in 1969. The final year for the street Model K was in 1956, with the 54-cubic-inch (883cc) KHK.

If you want to see more of those fabulous motorcycles just jump to this excellent website : http://www.khulsey.com/motorcycles/vintage_motorcycles.html


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1966 : The Sunday Movie

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TV Spot Released: December 1966 Director: John Frankenheimer Distributor: Metro-Goldwyn-Mayer







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Oscar Eliminator

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History of a Legend : WLA

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Via the Southsiders-mc



The WLA is a model of Harley-Davidson motorcycle that was produced to US Army specifications in the years during and around World War II. It was based on an existing civilian model, the WL, and is of the 45 solo type, so called due to its 45 cubic inch engine and single-rider design. The same engine, in a slightly lower state of tune, also powered the three-wheeled Servi-Car (the "G" family), leading to the "solo" distinction.

Harley-Davidson began producing the WLA in small numbers in 1940, as part of a general military expansion. The later entry of the United States into World War II saw significantly increased production, with over 90,000 being produced during the war (along with spare parts the equivalent of many more). Harley Davidson would also produce a close WLA variant for the Canadian Army called the WLC and would also supply smaller numbers to the UK, South Africa, and other allies, as well as filling orders for different models from the Navy and Marine Corps.

this is a civilized military model, fresh from the barn and is the next restoration project for "Olive" at POP RACING.





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Moleskine Notebook

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Moleskine (mol-a-skeen’-a) is a popular brand of notebook manufactured by Moleskine Srl, an Italian company. Although the name implies otherwise, the notebook is not bound in moleskin, but in oilcloth-covered cardboard. Other distinct features include an elastic band to hold the notebook closed, a sewn spine that allows it to lie flat when opened, rounded corners, a ribbon bookmark and an expandable pocket inside the rear cover.



The modern Moleskine is fashioned after Bruce Chatwin's descriptions of the notebooks he used and is not a direct descendant of the original Moleskine. Chatwin used similar notebooks constantly throughout his travels, and wrote about them glowingly. His original source of notebooks dried up in 1986, when his Paris stationer informed him that the last moleskine manufacturer, a small family-run firm of Tours, had discontinued production that year after the death of the owner.



Aside from Moleskine, there are now a number of companies that produce notebooks similar to Chatwin's description, including Lama Li Travel Journals, Derwent, and Hand+Book Journals.
Although Moleskine srl claims their notebook has been used by well-known artists and writers, such as Picasso, Matisse, Kurakin and Hemingway, the brand Moleskine was officially registered only in 1996. Francesco Franceschi, head of Modo & Modo's marketing department, was quoted as saying, "It's an exaggeration. It's marketing, not science. It's not the absolute truth."



In 2006, Modo & Modo, the old Italian publisher, began looking to sell the company or partner with someone to help it expand. According to a 2006 article in The Daily Telegraph, the company reports that its small staff was unable to keep up with demand. In August 2006, the French investment fund Société Générale purchased Modo & Modo for 60 million euros.
The Moleskine products are assembled/stitched in Italy, printed in China since 2006. Details printed on the external label band indicate these changes.



The below only refers to the USA: On notebooks released up through 2006, the band read: "Kikkerland Design Inc. 423-427 West 127th Street New York, NY 10027 - www.kikkerland.com." As of 2006-2007, the band now adds the following: "Printed and bound in China" and "Designed and assembled in Italy".

Mine

In late 2006, Laura Kellner, a representative of Kikkerland Design, Inc., the U.S. distributor of Moleskine products, confirmed changes to the product label and packaging, elaborating "...the changes that have occurred are the labeling to include Made in China, the [label] band has changed in the last couple of years (color coding the different styles), and the insert story has been updated from time to time with new product information, the newest books now have a quality control number."


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Attacking the Track

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CARLO PRATI

CAPPELLOTTO FERNANDO

BRUNO MALOSSI

BONERA

ANGELO DI BARTOLOMEO

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The Sunday Movie : Early Drag Racing 1950 1960

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BMW ISDT Enduro Racer

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Via our good friend Bike Exif



BMW’s profile in the racing enduro market seems to be slipping of late. (Which is a pity, because the G450X offers promise, as well as BMW’s usual 24-month warranty.) But this factory-endorsed, 900 cc boxer endurofrom almost thirty years ago shows what could have been. In 1980 it won the German and European enduro championships, plus the prestigious ISDT.



The bike apparently sports 50 bhp and weighs just 132 kg, and inspired the cultish BMW R80 G/S (Gelände/Straße, or off-road/street) built from ’81 to ‘87. That machine married the 800 cc R80/7 engine to a strengthened R65 chassis, and was the only BMW twin to be unaffected by the launch of the K series. For more obscure BMW off-roading goodness, check out this gallery from German BMW race preparation expert HPN.


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Texas Vintage Racing Club

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Picture courtesy of : Craig Knight

Talking about " serious " guys, you will find here one of the best social vintage motorcycle network on the web.
The pictures, videos and events are simply amazing, so if you're a Texas rider ( ... and not only Texas )please take time to visit this great website by clicking : TVRC you wont be disapointed.

Picture courtesy of : David Maclaskey

The very first TVRC race was October, 1988. Since then it's been Old Dudes, Old Bikes (both getting older!), Old Stories, and New Fun!


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