Owner`s Club of Southern California

Owner’s Club of
Southern California
Established 1978
A Monthly Journal
June 2013
Riders Pose For The Ortega Hwy Ride
The Piled Arms is a publication of The BSA
Owner’s Club of Southern California.
We are a member driven publication and rely
solely on your participation. Technical articles,
photos and “Member Experiences” and opinions
are essential
Meet Our Directors
Burt Barrett (661) 832-6109…..…….….…………....President
Steve Ortiz (951) 245-5287………….Membership/Secretary
Barry Sulkin (310) 569-1383………………………….Treasurer
Barbara Barrett (661) 832-6109……………..Events/Director
Clive Brooks (714) 771-2534……Piled Arms Editor/Webmaster
Randy Ressell (714) 448-1179 ……………………..….Director
Jody Nicholas (714) 730-9257...….……………….…...Director
Piled Arms Production Staff
Clive Brooks (714) 771-2534…clive54bsa@aol.com....Editor;
Contributing Members and Named Sources
The Piled Arms, 820 South Esplanade St. Orange, Ca. 92869
Please submit your articles by E-Mail or direct mail.
Deadline for submissions is the 12th of each month.
Members may place Non Commercial “4-Sale” or “Want”
Ads in the Piled Arms Free for 90 days, without renewal.
Contact Editor for “Commercial Ad” rates and information.
Librarian….John Gardner….310-920-3393
BSAOCSC Regalia… Randy Ressell….714-448-1179
BSA Owner’s Club Web Site
www.bsaocsc.org
Front Cover Photo submitted by ; Tink Tinkler
Rear cover; Steve Ortiz / Internet
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President’s Page ——--by Burt Barrett——Farewell to Bib
For all of our Clubmen who have not heard, Bill Bibbiani, long
time President and Dictator of the Southern California Norton
Club, passed away Saturday, May 4 2013. Bib as most of you
know, made the Norton Club into what it is today. Their signature ride at Hansen Dam, the first Sunday in November, is the
best attended Brit Bike ride in California. This event draws all
brands of motorcycles from all over California. The attendees
ride mostly British bikes, but there are modern bikes there
too. This event attracts celebs like Jay Leno. Cycle World editors, past and present have also been seen there. One year Cycle World brought the first Kawasaki W650 in the US to that
ride. It attracted lots of attention. Bib was the driving force behind this and other Norton Club events, promoting them tirelessly. Bib was a US Marine, had a Masters in International Affairs, was a school teacher, and School Administrator as well as a husband
and father. He will be missed. Big shoes to fill. Godspeed Bib!
The BSAOCSC Barry Smith Memorial All British Run was held May 5th. We had an excellent turnout, with Ariel square fours, Vincents, a few Nortons Triumphs, and of course
BSA's. The weather was quite chilly for this time of year, and was a little misty. Just a
few days ago it was 95 in Bako. On I-5 we got a little rain on our way down. Barb and I
failed to bring our jacket liners and winter weight gloves. I thought about it, and foolishly decided not to. Another lesson relearned. I did bring a sweatshirt though. When it
was time to leave, I zipped up the vents in my jacket pulled on my summer weight mesh
gloves, and took off. I got lost right away, but I finally made it to Pearblossom Road, and
got back on the trail. When I arrived in Leona Valley, I noticed several Brit Bikes at the
Gutierrez Restaurant, but none across the street. Howard Pope met me and directed
me around the corner to Scrambles, as none of our clubmen were there. So I went
around, and several Clubmen arrived shortly. The food was great. Clubmen who ate at
Gutierrez Restaurant reported good food there too. When we finished lunch, Randy
Ressell and I set out for the second leg of the ride.I got lost again after a wrong turn,
which Randy quickly straightened out. It was cold and misty, but I was fairly comfortable. Looking forward to next years All Brit. Maybe I wont get lost next time?
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Editors Page:- Oilyleaks by Clive Brooks
My Fellow Enthusiasts… , Well as you now know Bill Bibbiani
passed away on May 4th after a brief illness, my condolences to
his wife, Janet, and two sons, Andrew and William. One Of Bib’s
last big rides was the “Rte.66” ride last September, from St. Louis
to Santa Monica, club member Sven Sandburg sent me an account of the ride on his ’71 BSA Thunderbolt, to publish in the
PA, however it was 45 pages long, a bit to long to publish in this
newsletter, but I did post it on our website, BSAOCSC.ORG under “News and Stories”, called “A Fool’s Folly”, a fitting tribute
to Bib’s resourcefulness.
The “All Brit”, Barry Smith Memorial Ride ,on Sun May 5th was not as well attended
as previous years, mainly due to the unusually cold weather, that threatened to rain pretty
much all day. However we did see some great looking bikes, along with a beautiful 1951
MG TC car.
Well done, relatively new club member, Dave Zamiska for putting on a pretty well
attended Ortega highway Ride, a description of which and photos are on Page 8.
Members, if you have participated in a club event, please consider submitting a “ride
report” to me, for the rest of us to share, it doesn’t have to be long, just the basics, weather, how many BSA’s, any breakdowns, any unusual bikes, any thoughts or improvements
that could be made, and of course a few photos if you took any.
I urge you all to send me your stories, articles, British Bike tech tips, photos, and
commentaries for us all to share, after all this is your newsletter. Thanks again to
those who have already contributed material to the Piled Arms, and I hope you continue to do so. I desperately need fresh articles to keep this going.
BSAOC / SC members, we are updating our e-mail list in order to
contact you for any last minute changes in our calendar events, so
please contact Steve Ortiz at ; ortizst1@hotmail.com.
CHECK YOUR MEMBERSHIP RENEWAL DATE (see front of envelope)
MAIL CHECK OR MONEY ORDER FOR $25.00 U.S. ($40.00 Overseas)
Make Checks Payable To: BSAOC/SC
Mail To:
BSAOC/SC, 11125 Westwood Blvd, Culver City, CA 90230
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2013 BSA Owner’s Club A.G.M. July 14th
Dear, Members, coming up on July 14th is our BSA Club’s Annual
General Meeting. It will be held at the home of club member, and
current treasurer, Barry Sulkin.
This location is : 11125 Westwood Blvd, Culver City, 90230.
At this time we have 4 (out of 7) directors whose current term expires on that date, and will be up for election. Once the 7 directors
have been elected, then that 7 will vote on who will fill the various
offices, e.g. president, secretary, treasurer etc. For a list of our current directors please see the inside cover of this newsletter.
Most of our current directors have served multiple terms with no
other members, willing to fill those positions. As you can understand after a few years, it can become a little “old” for those serving as directors. Being a club director does require a little time
each month to complete the clubs business, which includes compiling this newsletter, organizing rides and events, swap-meets, manning and supplying our club booth at certain events, and attending
bi-monthly meetings. New blood is needed for these positions, not
just as a relief for the current (burned-out) directors, but fresh ideas
from new perspectives. Also volunteers in other areas are badly
needed, such as “chase truck drivers”, selling regalia at our booth,
organizing new and different rides etc. I understand many of you
like to participate on the rides and swap-meets, but in order for
these organized events to happen, someone has to organize them.
Please consider volunteering for a directors position or nominate
someone you may think would be suited to help run the club, at
this up coming AGM. We really need new help. I hope to see
many of you on July 14th.
Clive Brooks
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Photos of the 2013 Barry Smith Memorial All Brit Ride
by Steve Ortiz
John Searock waiting for coffee at our
club booth
6
A couple of new members
7
A Card of Sympathy to the Bibbiani Family, Signed by Many of the Riders
The Ortega Highway Ride...by Clive Brooks, photos
by “Tink” Tinkler
The meeting point in San Juan Capistrano, being only 35 miles from my house in
Orange I decided to ride to the start, on my 1954 Golden Flash, taking the Santiago Canyon / Live Oak Canyon route to Antonio Parkway and then to Ortega highway and then
west to the meeting place. This was my first “Club” ride since my hip surgery, so I was
ready. In places in the canyons and most of Antonio Parkway it was foggy and quite
chilly, I dressed pretty light as I knew what the temperatures were going to be in Lake
Elsinore. I arrived at the assigned meeting point at about 7.50am thinking I’d be the first
there, but Dave Zamiska, from Huntington Beach, and one of the chief organizers of the
ride was already there with his beautiful 1954 BSA A7 Shooting Star. Slowly by ones
and twos riders began showing up, many of whom weren’t BSAOCSC members but
were part of the regular crowd who attend the monthly Vintage OC Meet at Beach Burgers, in Huntington Beach, including Joe Kagerer, the organizer of the Vintage OC Meet.
One rider, Eric Maddison, showed up on a Honda, but he was all the way from England,
on a business trip in San Francisco. He’d gone to our website and seen that our ride was
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going to be within his window of time here, so he flew to Orange County, rented a bike
in Costa Mesa and arrived in plenty of time. Soon Steve Ortiz showed up with the
route sheets and after a brief riders meeting, we all left at pretty close to 10am with
about 20 bikes. I counted about 4 BSAs, mine, the A7, a Victor and an A65 (not sure of
the model).There were about 8-10 Triumphs and the rest were a mixture of Japanese
bikes.
Rider’s Meeting
Continued on page10
9
Ortega Highway has a reputation for some accidents, much like Mulholland
Highway In L.A.does (as the debris on the side of the road will attest to), and has similar terrain. And as we wound our way up to the top of the mountain to Hell’s Kitchen
and beyond the fog had cleared and the temperature started to climb. As I crested the
top of the mountain, past The Look-out Inn and down the hill to Lake Elsinore, I
knew we were in for a warm one.
Dave Zamiska leading the pack on his A7
Lunch stop
10
Reaching the base of the hill, we turned right on Grand Ave an rode to our
lunch stop at Annie’s Café in Lake Elsinore. Annie is an English lady who’s quite a
character, giving us a little song and dance after we got seated. After lunch we went
south toward Murrieta, pausing briefly to browse the display of guns on view at
“The Shootist” in Murrieta. I believe Eric from England was surprised to see so
many guns in one shop, as in England only the bad guys own guns.
Which way?
Two 1954 BSA’s
After The Shootist stop, we headed south east and through some of the large
estates located in the Tenaja Valley, where there were plenty of open, windy roads,
and it was just a tad cooler. Eventually we made a full circle, making our way back
to the base of Ortega Highway and climbed the hill an back they way we came. Eric
and I peeled off at Antonio Parkway back through Live Oak Canyon to Santiago
Canyon, pausing for a well earned cold beer at Cooks Corner tavern, before making
our way back to my house for a steak dinner.
A pretty good ride I’d say.
Clive Brooks
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The JRC Carburetor, An Assessment…...By Lynn Bennett
Purpose:
The purpose is to find a replacement for the Amal carb that came stock on Brit bikes.
That is necessary for several reasons. Even though the new Amals are offered in several
models as replacement carbs, Amal
managed to reproduce all the faults of the original designs and add some too. Those
faults are:
1. Slides made of the same material as carb body promoting galling and fast wear leading
to both sticking slides and loose slides that allow air around them through excessive
clearances which makes the idle
uneven.
2. Flanges from the carb body to the motor's intake manifold that when over tightened
permanently distort the carb body, causing the slide to stick in its bore. Once the body is
distorted the precision of the carb is lost.
3. Some have come through the manufacturing process crudely made. Are they Chinese
or Indian copies or is Amal's quality control not that good?
4. Pilot jets that are pressed in bushes not meant to be removed or resized, stuck down in
a passage way that is prone to clogging if the bike is stored with gas in the carb. This
passage way is not easy to clean as there is access only to one end as the passage way is
a right angle turn off another main passage.
5. Idle and transition circuits, including small holes into the mouth of the carb, that are
prone to clogging and hard to thoroughly clean.
6. The latest one for me is the sinking float. My friend's relatively new Concentric's float
filled with gas while out on a ride, about 50 miles from the truck. We had to drill a hole,
drain the gas from the float, epoxy up the hole, and pray we would be able to get back to
the truck before the float filled again. We could find no hole for the fuel to leak into the
float in an in-field inspection of the float. The float again filled to about 20% full in less
than 20 miles of operation. Add to that the comment from a Piled Arms poster that he
had to buy and test about five floats to get one that didn't leak.
Common fixes for these maladies is to have the slide bore of the carb fitted with a
chrome or brass thin liner or have the slide hard chromed to start with. But if the body is
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already distorted these fixes might work off the bike but once the carb is bolted to the
manifold the sticking slide returns. Brute force bending the carb
flanges back into place or machining the flanges flat still leaves the body of the carb
distorted. The idle bush is drilled out and a separate idle jet is installed in the float area
of the carb (available because the first version Concentrics came with an idle jet in the
float bowl area, not underneath the air screw adjustment). Amal moved the idling function years ago because idle quality suffered initially with the jet so far from its source of
suction, the idle air passage.
A New Carb:
In a casual request for information on the JRC (Bill Getty) carb that I only recently
heard about, Bill Getty offered to allow me an evaluation carb after hearing that I write
TECH articles for the Piled Arms web page. The carb arrived with a new throttle cable
(which was not required or used), a plastic tee for the fuel lines, several feet of fuel line
(again, I had my own which I used), a set of six hose clamps (Sorry Bill, but they were
sub standard and two broke while I tightened them…used the name brand micro clamps
from an auto parts store), and several main jets (130, 132, 135, 138) all leaner than the
main jet installed (140) in the carb.
The carb is from the Keihin PWK family and is marked as a PWK 30 but the bore actually is oval and measures 30mm vertically and 28mm horizontally, perfect for my Triumph Trophy Trail as it originally
came with a 928 28mm Concentric. It is a modification of the standard PWK 26 mm
carb but consideration is being made to get Keihin to make a new body for a full 30mm
body.
Continued on page 14
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The JRC Carb.
Continued
The carb was jetted as follows:
Main Jet…140. (may be a bit rich so will make adjustments on the first field test)
Slow Jet…38 (same as pilot or idle jet)
Needle jet was a pressed in jet (unknown size) but only one size appears in the Keihin
parts catalog.
Needle unmarked and in middle clip position.
Slide (not marked but measures about a 2 1/2 cutaway (?) and is chrome Plated, Yea!)
The air jet size is fixed.
For specs, the comparison should be
made between the
Concentric, the JRC,
and the Mikuni. The
Concentric is a simple carb with only a
few choices for needle and needle jets
and a fixed air bleed
system for the main
and idle jetting. The
JRC is also a simple
carb with only one
needle jet but about 35 needles with various tapers and needle diameters allowing a reasonable choice with only one variable for mid throttle tuning, the needle itself. The JRC
slide is a modern flat slide with chrome plating to avoid galling of the carb's slide bore,
unlike the Concentric. The Mikuni has virtually an infinite choice of needles and needle
jets, and changeable main system air bleeds (air jets). With a dyno and enough time and
knowledge a person could get the Mikuni jetted perfectly but I don't have the knowledge
or the dyno and with all those variables for tuning, the Mikuni can be a nightmare to jet.
Not so the JRC or the Concentric. The Mikuni's have a rubber
manifold while the JRC's flange mount is rubber isolated from the body (no body distortion from flange over tightening as on the Concentric, Yea!). The Mikuni and the JRC
have starter systems that include a jet
and an air passage while the Concentric has a cable operated choke and a tickler button
to flood the carb for starting. The floats of the Concentric are mounted to the removable
float bowl while the Mikuni and the JRC carbs have them attached to the carb body. The
JRC carb requires that the main jet and needle jet holder be removed before the float
bowl can be removed and even then you have to snake the float bowl around the floats to
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get it off. Finally the JRC is sized externally to fit in the space allotted for a Concentric,
with an intake bell that is the same size as the AMAL carb to allow the stock pancake
filter assembly to fit perfectly.
Specification wise the Concentric is simple to tune but very prone to wear and damage
from abusive maintenance. The Mikuni is complex to tune but pretty good for wear.
The JRC is a simple carb, simple to
tune, and very wear and maintenance abuse resistant by design.
Bill Getty (JRC) tells me he has successfully jetted a version of the JRC carb for the
following bikes: Triumph T140, TR7, TR6, T120, T160,T110, T100 and TR5T, an Ariel 4 (same jetting as TR7). He has not yet done any Norton, or BSA but has plans to do
so. The jetting for the BSA's or Norton's can not be too far off equivalent Triumph displacements. He offers only the one slide but has yet to have anyone request a slide different from the one provided. Bill is willing to share tuning information and will stock
jetting for the carb. He is upgrading the hose clamps.
JRC Install:
All went well but I did have to shorten the bike's left side manifold mounting stud as it
bumped into the JRC carb body. The carb is fractionally longer than the Concentric so
Continued on page 16
15
fitting it to my Rickman may be more of a challenge than the fitting I did to the TR5T
Triumph Trophy Trail (no air box…just a filter sock). But the JRC Carb is much shorter
than a Mikuni of the same bore size. My original cable worked fine as did my air filter
sock that was on the original Concentric, formerly mounted to the bike. The bike started
right up after the install. I tweaked the idle speed screw and the air screw after the bike
warmed up a bit. It idled very smoothly, ran smoothly and had no flat spots anywhere in
the power band that I could determine running
up and down the street in front of my house. It certainly ran at least as good as the Concentric, if not better. So far it looks like a better choice for a Brit carb replacement than
either a new Concentric or the Mikuni.
Field Testing:
The test ride was a 60 mile loop from 3000 feet to over 6000 feet, on both paved and
dirt roads and some jeep roads. The bike starts more readily from cold or hot. The enrichment system (pull the plunger up and its detent locks up for starting) is adequately
rich for starting but not overly rich, so you can let it idle for a few minutes with the enrichment system on. The bike ran well at all altitudes with no flat spots or rich bogs.
The needle jet and needle seem perfect with the clip in the middle. The motor accelerates smoothly which tells me the slide cutaway is correct as well as the slow jet (pilot
jet) is probably correct as well. The idle is smooth and can be made to be very slow
without the engine stalling. At altitude I tried many times to induce a rich bog by giving
full throttle at slow engine speed. No rich bog. The carburetion was near ideal, to the
best of my abilities to tune a carb.
I pronounce this carb a viable alternate to the Amals and a better choice than the hard to
tune Mikunis or the problem prone Amals. JRC has the jetting for my bike right on. As
for pricing, what a deal! At this time the price is $116 for the carb, only. All the extra
piece parts I got are to be extra. Except for the gas line, the tee, clamps, and the heavy
duty return spring there is really nothing else you need. It is indeed a bolt on mod.
Conclusion:
The JRC carb is indeed a viable, good alternative to either the stock Concentric or the
Mikuni. See www.jrceng.com for the dealer list (JRC is a distributor, only, and does not
sell retail). Many thanks to Bill
Getty of JRC for all the help.
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Poet’s Corner….. “A Race Machine Out Of A Toad”
by Art Sirota
Oh my son likes to ride in the fast lane
always has and I guess always will
'til he climbed on his new Triumph triple
and took a most serious spill.
But I feel that it wasn't my boy's fault
'cause the highway was not laid out right
the pavement was slick and off camber
and the arc of the curve way too tight!
Now the guy who was driving the Volvo
if you ask me, well he had some nerve
stayed on his side of the double yellow
as he drove 'round that dangerous curve!
So since I love my boy to distraction
and have always given him plenty
I bought him a present for Christmas
a World War Two Beezer M20!
When I took away the keys to his triple
he cried like a teen with no car
but when he saw the BSA single
he had to be rushed to ER!
It came with original panniers
but the headlamp and horn didn't work
according to both former owners
it had been left behind at Dunkirk!
So I promised my boy I would help him
to get the old girl on the road
and we started to supe-up that side-valve
and make a race machine out of a toad!
Bigger valves were supplied by Bob Raber
Russell Motors sent us a hot cam
with AV gas and oversize piston
she started to run worth a damn!!
Now when we go on club rides together
my son wickes the throttle up plenty
but I'm not concerned that he'll dump it
'cause how fast can you take an M20?!
© 2013 Art Sirota
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Members Only….For Sale / Wanted
BSA A10 1959 title in hand, but bike is on none op. Bike is in running condition
starts up in 1-3 kicks, refurbished magneto. Offers around $6000, call 714-313-1330
For Sale: 1988 Matchless G80 with 600cc electric start engine and orig500cc Rotax
engine spare. Excellent cond, only about 200 made. Ca. licensed and reg. $5000.
See walk around at : http://www.youtube.com/watch?v=pDOqgxGyNuQ
Barry Sulkin 310 398 6406
12/1/12
FOR SALE: BSA Bantam built and ridden
with success by Don Alfred in the early
1950’s scrambles around So California.
$1000 Call Chuck Minert
951-763-2738
11/1/12
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Calendar of Events
May 26 (Sun) Long Beach Motorcycle Swap-meet, Info: www.socalcycleswapmeet.com
May 31 – June 2 (weekend) – 16th Annual Big Sur /Cambria Ride, this ride’s a little different this year. Info: - www.socalnorton.com, or call Bib at 626-791-0259
June 2 * (Sun) BSAOCSC FRAZIER PARK STREET RIDE Meet 9 AM at the Flying
J Service Station Parking lot, SW corner of Frazier Park Mountain Road, just west of I – 5
Freeway. Ride at 10 AM Info: Steve Ortiz (951) 245-5287 or Burt Barrett (661) 742-5539
June 7-8-9 (Fri-Sat-Sun) ** BSAOCNC / SC NORTHWOODS RIDE –
Info:
Frank Forster (831) 688-2120 or Burt Barrett (661) 742-5539
June 8 (Sat) 100 Yrs of Motorcycling in Lemon Grove, San Diego. Info: lghistorical@gmail.com,
619-460-4353 Cancelled due to lack of interest
June 9 (Sun) Vintage Bike O.C.
Huntington Beach. Ca. 2 – 4pm. www.vintagebikeoc.com
June 16 (Sun) Father’s Day Party at Century Cycles, 10am - ?, Food served 11.30am
1640 S. Pacific Ave. San Pedro. Info: Tim Rutherford 310-832-6190
June 23 (Sun) Long Beach Motorcycle Swap-meet, Info: www.socalcycleswapmeet.com
July 7 (Sun) * BSAOCSC OJAI LOOP STREET RIDE Meet at the Starbucks Coffee
Shop patio just off of Esplanade Dr. in Oxnard in time to be ready to ride at 10 AM. To get
there, go south on Vineyard Ave. from Hwy 101, turn right on Esplanade Dr, go about 2
blocks and turn right at the 1st stop sign which is just after you pass the patio on the right.
Turn right again and come back to Starbucks parking lot. For more info call AJ Jim at
(805) 485-1688 and Barbara Barrett (661) 703-9249
July 14 (Sun) * BSAOCSC 35th ANNUAL GENERAL MEETING Doors open at 11:00
AM. Meeting begins at 12 AM at Barry Sulkin’s home 11125 Westwood Blvd, Culver
City, Ca. 90230 (MEMBERS ONLY) Info: Barbara Barrett (661) 703-9249 or Barry
Sulkin (310) 398-6406
July 14 (Sun) Vintage Bike O.C. Huntington Beach, Ca. 2 – 4pm www.vintagebikeoc.com
July 28 (Sun) * BSAOCSC RIM OF THE WORLD RIDE Meet at the Mervyn’s Parking Lot on Highland Ave, Highland, Ca, @ 9 AM, Ride at 10 AM. Info: Steve Ortiz (951)
245-5287 or Barbara Barrett (661) 703-9249
July 28 ( Sun) Long Beach Motorcycle Swap-meet, Info: www.socalcycleswapmeet.com
Aug 2-9 *** International Rally - Norway
Aug 11 (Sun) * BSAOCSC COOL RIDE meet at 9 AM at Gateway Plaza Shopping Center, 101 Fwy. at Topanga Cyn. Blvd., ride at 10 AM Info: Barry Sulkin (310) 398-6406 or
Barbara Barrett (661) 703-9249
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BSA Owners Club of Southern California
Email & Phone Directory
Specialists
Gold Star/Winged Wheel: Dick Newby
No Email (714) 839-7072
**********
Pre Unit Twin: Clive Brooks
Clive54bsa@aol.com (714) 771-2534
**********
C10, C11, C12, C15: “Position Open”
To any willing volunteer, contact Editor
**********
Unit Singles/B50: Jack Faria
(805) 551-4982
**********
Rocket III/Trident: Burt Barrett
(661) 832-6109
**********
Triumph/Sidehack: Russ Smith
(818) 343-8045
**********
BSA Unit Twins: Bill Getty
JRCEngineering@aol.com
**********
Specialty Tool Consultant: Craig Rich
Questions: (562) 868-9389
**********
Please make calls between 9am and 9pm
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BSA Owners Club Regalia
Sweatshirts $25 —$28
+ $5
S&H
Official BSA Owners Club “T” Shirt. Comes in Blue, Red, Grey and
Black. Large, XL and XXL. Price is $20 for short sleeve and long
sleeve $25. BSA Club sweat shirts are available in limited colors
and sizes. Price includes shipping and handling. Take delivery at a
Club gathering and save $5. Sizes and colors are limited, so place
your order quickly!
Contact—Randy Ressell: Regalia Coordinator
Hm. (714) 448-1179, E-mail: b2v8384@yahoo.com
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A Sad Farewell Bill Bibiani, President Of
“The Southern California Norton Owner’s
Club”, Who Passed Away May 4th 2013 At
The Age Of 72
R.I.P.