Don’t get the wrong impression about this show, it is for the enthusiast from the high rolling “whales” to the “bottom feeders”, Las Vegas has something for everyone. Bonham’s auction was Thursday, with Mid-America and RM Auctions America starting Thursday night and continuing through Saturday.

When you think about Vegas you think about glitz, glamor and excess. If this is what you are expecting, then the Mid-America’s auction is for you. They are the top dog in Vegas and now in their 21^st. year, their show is all the glitz and circumstance you’d expect in this town. Gathered are some the world’s most beautiful bikes from some of the world’s top restorers it’s a real treat and all done in a circus paced atmosphere. RM Auctions America was a somewhat more sedate show but still fast paced when it comes to the block. The high noise level is not there, the electric excitement is within tolerable limits and the deals were rolling out the door. Paying close attention here will net you some killer deals. Bonham’s is your typical British Auction, very slow, very dry, and precise in what they offered. They seem unwilling to stray from that Bonham’s model, even in Vegas. I guess it’s worked for them for the last 300 years. Wake me when the hors d’oeuvres are passed ok?

The final numbers are yet to be seen but the exit polls have Mid-America winning the weekend. Not that the other shows were not amazing in their own right, because they were. Top sale of the weekend was a 1915 Iver Johnson this bike was NEW, un-started and was originally displayed at the National Motorcycle Museum in Iowa, sold at $278,000 for Mid-America. Two Vincents sold at Bonham’s for $122,500 each. RMs top sale was $81,200, for a ex-Walter Villa Ducati F3 single. With so many good deals, heads were spinning, as classics were almost given away.

Let’s not be discouraged by the high numbers because a 1970 Triumph Daytona, restored sold for $3800.00 and a 1982 CBX low miles, one owner bike, was given away at $3900.00, How about a 1970 Bonneville, original condition and clean runner at $7000.00!! Not to mention the very cool Honda 350-4 with red paint and very clean at $1400.00. The OMG of the weekend was a sweet Francis Barnett w/bathtub for $600.00

From the onset this was an amazing weekend for the enthusiasts with so many incredible bikes in about every condition imaginable. All three houses brought the rare one-off bikes, the factory racers, custom build’s, production classics and antiques—it’s unbelievable what you can see at Vegas. This event pulls from all over the world, Italy, Japan, South America, Australia, the UK, collectors, museum curators and just motorcycle guys like us.

But if there has to be dirt—let’s dig! The often heard complaint was that the auctions were so far away from each other. Getting to and from them was a bit of an annoyance if you did not have a car or did not want to pay the $40.00 cab fees (opportunity knocking here for a shuttle bus service).

So what do three of the major motorcycle auction houses bring to Vegas besides fantastic bikes?  Egos, accusations, issues, rumors and innuendos. The comment about “buyer’s/seller’s loyalty” to one house or another is simply poppycock as it really is the almighty dollar we are talking here. Faithfulness is a not a passion many can afford in this situation, it’s about the deals.  Rumors about “running someone out of town” is, well, silly. This town, more than any other in America, is big enough for all comers. I say to the house owners, “deal with it and do what you do well”.

In my view, there is enough product and consumers to handle two and half auctions in Las Vegas on the same weekend. The players all believe it and for the most part, so do the buyers/seller. All three houses are committed to the next three years at least, with Bonham’s and RM moving facilities for 2013.

I’m already marking off these dates on my calendar. This is a show you should not miss. If you are a motorcycle enthusiast, a rider, racer, collector or just a commuter but still love motorcycles for pleasure, if you want to go to sell, buy or just look and wish, VEGAS is the show. This is family fun at its best, whether your wife or kids are in to motorcycles or not, Vegas offers something for everyone—shows, museums, art exhibits, spas, fine restaurants and luxury surroundings. What’s not to like, really, did I mention 1100 motorcycles?

photographs by James Milne

2011 marks the first time the Porsche Rennsport Reunion was held at Mazda Raceway Laguna Seca. Previous events were held at Lime Rock and Daytona. Every three years Porsche Cars North America hosts this extraordinary gathering of the rarest and significant Porsches in the world. Over 300 Porsche race cars graced the 2.2 mile race course and many, many more Porsches of all types surrounded the lakebed at Laguna Seca. Brian Redman, Hurley Haywood, George Follmer and more than fifty other legendary Porsche drivers were in attendance to drive the cars they helped make famous and to sign autographs. Porsche engineer, Norbert Singer and collector, Jerry Seinfeld  served as grand marshals. PCNA also chose this opportunity to unveil the 2012 911.

This January it’s Auction Wars in Las Vegas Nevada. This should be one of the most interesting years in the history of the Las Vegas Motorcycle auctions. This all comes down to the fact that vintage and classic motorcycles are a strong and viable commodity and investors as well as collectors are still buying, regardless of the economic woes of the country. Pricing was said to be about 25% off, but as the numbers seem to indicate that was an overstated evaluation, the market is still strong and if off at all it’s more like 5-10%.

As the economy continues to be an issue the vintage and collector auction houses are looking for ways to bolster their business as well as take advantage of a financial situation that has some collectors and enthusiast reeling, having to sell off their prized collections of motorcycles. On the other hand there are those who are looking to invest in something that is more stable than the traditional stocks, real-estate and banks, but looking for more rewarding market for their money to sit and in some cases appreciating such as classic cars and motorcycles.

To prove this point, the Las Vegas Motorcycle auction week, January 12-15 is hosting THREE major houses all looking to sell. First in line is the Mid-America Vintage Motorcycle Auction, (South Point Hotel and Casino, January 12-14) now in its 24^th year Mid-America has what is considered by most to be “the show” or they are the main target of the others coming to Vegas.

Second is the Bonham’s House, (Imperial Palace Hotel & Casino, Jan.12^th), in the auction business for well over 300 years but relatively new to the game of classic and vintage motorcycling they have over the last couple of years been gaining experience, as well as bringing some incredible motorcycles to the floor.

RM auctions, (Rio All–Suite Hotel & Casino, January 12-14) a group more commonly known for its work in classic cars, but having acquired the auction house of Bator who had acquired Wood’s Auctions a couple years ago, is in a good position to step up and produce a very interesting show.

So what does this do for the common enthusiast in the market for a classic?  Well, it offers an incredible opportunity for a bargain purchase of a classic or vintage bike. For the collector or enthusiast having to sell or liquidate, it waters down a market that has, up to this point, been very strong. The competition is tough for the auction people too, as most of the auctioneers (callers) are commission-based, the watering down of the flock of buyers makes their job tough. It’s going to be a war on the floor, so if you’re coming to buy, be prepared to be aggressive, know your position and the market for the bike you desire.

The whole situation brings up some very interesting questions and theories. One or more of these houses are going to lose; there just are not that many buyers in a position to purchase and there are fewer who are in a position to make multiple purchases on the weekend. So it stands to reason that if I buy on Thursday at one show, I’ve mostly likely shot my wad and unless I want some sleepless nights over the constant protests of my wife, buying another one at one of the other shows in unlikely. But are the houses counting on the ones who can make the multiply purchases, are they looking for them to step up and buy a few more because of the glut of bikes?

Does this, as in the real-estate market, create a false bubble? All these auction houses coming into a market that has seen only a couple of specialty players dealing and maintaining a strong pricing base? Well, yes it does, but the question is, when will it burst? That’s hard to say really, as the basic economy improves so does the common buying power. So by watering down the market, attracting attention as investors see the potential, even if as short gains. If they can hold on, the results are due in late January, that’s when we’ll better understand the impact of this war.

All I can say I want to sit up front, I want to be there, maybe get some of the splatter all over me because this is going to be a “Battle Royal”, egos of the auction houses, the callers, the sellers and the tenacity of the savvy buyers are on the line. Wow, it does not get any more brutal than this.

Be there, you don’t wanna miss Auction Wars in Vegas 2012.

Photographs by James Milne

Road racing has a long history in Monterey since 1950 when the first races were held in Pebble Beach. These treacherous races through the Del Monte forest lasted for six years and included a small car show at the Pebble Beach lodge on Sunday. In 1957 a new, proper race track was built in the hills between Monterey and Salinas. In 1974, Steve Earle and a few of his close friends got together to race their old Ferraris and other cars from “the day”—some that competed in the first races at Laguna Seca. It was a one day, low key event. How things have changed. 37 years later, the vintage races now take place over two weekends. It does not seem that long ago that I watched the 935s, 962s and Group 44 Jaguars race here when they were new, state-of-the-art race cars. 2011 marks the second year that SCRAMP has promoted and run the events now called the Monterey Motorsports Reunion. Although the overall theme remains the same, there are more cars in the paddock and on track and a few notable program changes. In terms of shear sensory overload, this event does not get much better. As with most other events on the peninsula, the 50th anniversary of the Jaguar E-Type and Jaguar’s contribution to the sport was featured. The Jaguar Heritage display in the paddock exhibited many historically significant cars including the 1988 Le Mans winning XJR9.

The ninth annual Quail: A Motorsports Gathering has become the “hot ticket” for Friday’s activities during the Monterey classic car week. This exclusive event limits tickets sales so that guests and participants can enjoy the day without the crowds associated with other events. Add terrific cuisine and champagne and the “Quail” is clearly in a class of it’s own. Ferrari Superamericas, Riverside International Raceway and the 50th anniversary of Phil Hill’s Formula One World Drivers’ Championship were all honored this year. Jaguar was prominently featured at many other venues across the Monterey peninsula and the Quail joined in by featuring the 50th anniversary of the Jaguar E-Type. Derek Bell’s illustrious career was also highlighted. It’s hard to improve on one of the most exclusive events during classic car week, but every year the organizers manage to assemble a fantastic collection of automobiles and motorcycles. Among the many Jaguars, Ferraris were special treats like the Ferrari TR/59 Phil Hill drove at Riverside that nicely tied together two of this year’s themes. Along with a large contingent of Veyrons, Bugatti introduced their over-the-top (hard to do) Veyron Grand Sport L’Or Blanc with a body and much of the interior constructed with porcelain. What does the local body shop do when you get in a fender bender? Gary Koh brought four MV Agustas from his extensive collection including a rare 1972 MV Agusta 750S.

Proceeds benefit the California Highway Patrol 11-99 Foundation, Rancho Cielo, CASA of Monterey County and the American Red Cross, Monterey Bay.

After a one year hiatus, Concours on the Avenue returned to Carmel for the fifth year. The first of several major car shows during the Monterey classic car week, this low key event is free to the public. Automobiles line each side of world-famous Ocean Avenue and several of the side streets and provides spectators plenty of room to view and photograph the cars. The featured marques for 2011 were Porsche and Ferrari.

by Roland Chicane

Day One

It was a glorious weekend (June 24-27) and I was fortunate to ride in the 14^th Moto Melee Vintage Motorcycle rally. I’ve heard tales about this vintage ride, whose humble beginnings were shrouded in mystery and more of a whisper among the knowledgeable and privileged few, as in the movie “Gumball Rally”, where participants got a gumball candy to indicate they were in and where to start. It’s now been written about and the legend of the ride has grown to almost epic proportions.

It’s real, and yet humble beginnings, were as a ride for some close friends of vintage motorcycle shop owner Harley Welch and his friend Jeff Guzaitis. Based in San Francisco, the idea was to get out of the city and have a bit of a “motor about” on back roads and a social weekend.

I was particularly impressed at the onset by the diversity of machines. British makers were well represented with Velo, Triumph, BSA and Norton and Japanese bikes with Honda, Suzuki and Yamaha. BMW’s were the bike most plentiful this year with a contingent of / 2’s, and / 5’s.  The unique Italian makes made a showing with the likes of Moto Morini, MotoBi, as well as Aermacchi and Ducati. These bikes ranged from meticulously restored works of art to surviving originals and daily riders.

But as I found out, the legend of the Melee is not without merit, it is a very challenging and exciting vintage journey though beautiful Northern California roads that carve through the mountains and valleys and then descends gracefully to the ocean side. But this two and half day, 1368 kilometer (850+ miles) jaunt for pre-1974 motorcycles, maintains a blistering pace as riders are challenged by the elements as well as the roads. It requires a bit of stamina and a whole lot of bike preparedness—not easy on either the rider nor the machine. The ride has many different type of surfaces from paved roads to gravel to paved roads so patched that a dirt path would be smoother, to actual dirt paths, includes four water crossings and so many twists and turns it’s uncountable. From sea-level to over 1800 meters (6,000 ft.) back to sea-level the weather ranges from pleasant 15c (60’s) at the start to a steamy hot 37c (100+ degrees) to the bone chilling of the mid- -1c (30s); the ride tests your abilities to adapt and endure as well as perform.

The ride starts on a calm and comfortable San Francisco morning, I’ll be riding a very able Norton Commando Interstate loaned to me by my good friends, Lorin and Kathryn Guy. We are only in San Francisco for a brief time as the ride heads boldly across the Golden Gate Bridge and north. The sight of 80+ vintage motorcycles crossing the Golden Gate stretching almost from end to end must be amazing. Tourists along the bridges walkways turn from photographing the scenic San Francisco bay to aim their cameras on the column of bikes—the roar is deafening. Coming almost immediately upon the warmer weather, we reach San Rafael and then on to Napa, California’s beautiful wine country. But alas there is no time to partake or savor as the road and the pace presses on. We are exploring the back roads of the lower lake area and the famous and glorious Lake Berryessa. We come upon the lunch stop after 112 km (132 miles) and time for a petrol stop and check of the components. The roads have been diverse from tight twisty turns to some very exhilarating sweeping straights but overall the average speeds are very low, it has taken over 5 hours to cover the distance. The weather is now approaching a high 27c (80’s) and I’m ready for a spot of tea and good relax but as my riding partner has pointed out, it’s only half over for today and the “good parts” are about to come.

Lunch is brief and I hardly had time to have a cuppa, a bite and ready myself for the day’s second half. We mount up and I re-set my clock to 212 km (132.8 miles) as we leave this sleepy little town, heading north we are on Highway 20 for about 77 km (48 miles), this is smooth two lane with little or no vehicle traffic. We quickly come upon the turns that take us deep into the back roads of the county and heading for Stonyford. This is the epitome of the “one horse town.” It is basically one store and gas stop town with twin port-a-potties sitting in the main street parking lot. I’m not complaining really, 112 km (70 miles) after lunch in high 26c (80 degree) heat and I’m really for the stroll through the parking lot.

The road changes names (this seems to happen quite frequently back here) to county road 306, making the proper map corrections almost full time employment. The road surface has deteriorated to graded gravel, not particularly deep but very dusty. We are taking what is commonly referred to on the map  as a “bonus route” it’s questionable as to the bonus or gain here other then it is more difficult extremely rough and, for the most part, down right rugged. It’s rather deceiving that the millage seems reasonable but the pace is absolute drudgery. The average speed through most of these rougher portions is barley 40 km (25mph). Not wanting to beat the dust from this Norton I’ve borrowed, I try to ride smooth, working hard to miss the deeper pot holes and crevasses as I ride; I’m passed several times by other Melee riders thrashing their mounts like a prat on these roads. I flatly refuse to do it, breaking a wheel or a mechanical issue or worse, suffering a get off, back on these lonely roads would be disastrous.

It’s a little over 241 km (150 miles) to the motel and a deserved rest, I see again that a road name changes but I’m getting a grip on it. We find the old highway 99 as we enter Red Bluff riding over the beautiful and quite full Sacramento River and find our Super8 Motel. It’s taken about 12 hours to traverse the 481 km (299 miles) on the first days out, calculating the standard route and one extra or bonus stage. I’m ready for an ale and some sitting about on something soft and not moving. I can see many of the Melee riders are in the swimming pool, this 32c (90+ degree) heat is enough encouragement for me to drop my guard allowing my lily white British legs to enjoy the sun and display my allegiance with a Union Jack t-shirt.

I find I’m a bit knackered after today’s journey and I can only attribute it to the weight of that Norton. I’m much more accustomed to riding a lightweight, single or small bore twin. I don’t mean to whine, but this Commando with its gigantic 23 liters petrol tank (6 gal) is more like wrestling a lorry through these twists and tight roads; I’m certain tonight’s sleep is going to be deep and restful.

Day Two

Day two on the Moto Melee begins earlier than expected. The 32c (90+) degree heat did not let up until well into the morning hours and I could barely sleep. I had to actually wake two times to take a cold shower in the middle of the night, reminiscent of Ethiopia in the way the heat drains your spirit. I’ve prepped the bike and checked all the fluids, set my tyre pressures and bungee strapped my overnight baggage to the bike. The Norton fires to life with just one bright kick. Today’s route is one I’ve looked forward to, Highway 36 called one of the best motorcycle roads in California with its elevations, twists, turns and decreasing radius turns. It’s a challenge for any skill level of rider, to do it spiritedly is said to give one religion.

After all it is Sunday and I have said repeatedly that this is my day to worship…religiously, at the altar of the two wheels. Well it’s off we ride and of course we come upon that famous and most glorious sign at the start of the highway just outside Red Bluff the triangle banner announcing “twisty road next 225 km (140 miles”). If there is a more exuberant announcement of a pending route I do not know of it. If every riding morning could start like this, it would be as if heaven was on earth. Needless to say I’m smiling broadly within my Arai helmet, just the sight of that sign brings joy.

The route map for day two suggests we be on our way on or before 9 am. It’s 7:15 am and we are already 3 km (2.0 miles) on our way, the temp is already 26c (80) degrees—the North Woods/Humboldt Empire await. Highway 36 is everything anyone’s ever said about it. The road is pure joy and this early in the morning not a sole beside a few of us early rising Melee riders are on it. Conditions are perfect, weather and road condition it’s going to be a spirited morning start to a long day.

Advice from the veterans of the ride is to gas up at the Wildwood store before heading on to State Route (SR) 3. It can be almost 209 km (130 miles) before another gas stop. I’m not overly concerned as my “super tanker” Norton is well equipped for instances such as this.

The roads are very acceptable this morning as we head off Highway 36 at Mad River to Ruth Zenia Road and on to Alder Point Bluff. Zenia Bluff and Alder Point Road are all twists and turns up here and some of the elevation and grades are steep. Why does it seem that when a rock slide occurs the rocks falling upon the roadway always hit and break up directly in the turn’s blind apex? I’m sure there has to be some brain boffin ready to offer an explanation to this phenomenon.

We are being cautious and taking our time to traverse these very steep sections. The switch backs can lure you into a false sense of comfort. I’m testing my Norton brakes and so far I’m very impressed. The switch backs empty out on the Redwood Drive. We follow it and at 297 km (185 miles) and, although it has taken the better part of the day to ride it, it’s time for a lunch break. It’s hot out here, somewhere in the high 26c (80’s), and I can feel the need for more water.

We gas up in this very quaint little town of Garberville and have our lunch at the Calico’s Café. I’m attempting to order my meal but the chap behind the deli case talks in a chunter and I cannot for the life of me understand the bloke. I just order my grilled cheese sandwich on Jewish rye, no mayo and, “Oh! crisps please”, he raises an eye brow and I take it as acknowledgement.

Out front I rest my helmet on my chair and wheel my bike to the petrol station next door. Whilst there, a fellow with a southern American accent—he claims to be from Fort Worth, Texas—asks about the Norton. He says “where’s that brand of bike is made; I’ve never heard of it before”, I responded “in England, mate!” Figuring I’d add to his edification with some of the Queen’s jargon. He said he and his wife rented a Harley Davidson in San Francisco and have ridden up the coast for a couple days. He said, “boy that road does a lot of turning.” I agreed and added, “but that’s the best part.” He says that in his native Texas they do a lot of off road riding and mostly straight line stuff. He also mentions that it sure gets cold here in California on the coast. I chuckle and say “well bloke, it’s not Texas”. Having never ridden in Texas I can only assume from the road maps I’ve seen that he has to be correct. I don’t believe there are “twisty mountain roads in Texas?”  Finishing my petrol stop I push the bike back against the curbing.

I can hear that I’m being paged from deep within the bowels of the Café—my lunch is ready for pick up. Jolly good as I’m half starved. Sitting outside with some of the other riders, looking at my sandwich, it looks a bit twee. The crusts have been trimmed from the bread slices but the grilled cheese is brilliant! I understand it’s a homemade cheese, a most awaking taste, truly pleasing to the palate.

It’s back on the road and, although this portion of the trip is only about 160 km (100 miles), it takes a number of hours to complete. As we head out and down to the coastal roads this portion is not only slow going but it is well traveled by tourists. The California coast a destination for almost anyone in the world who comes here—there are few places quite like it. I am taken aback by some of the sights and actually stop to photograph some of the awe inspiring views.

Rumor has it that day two is the day that many of the riders have minor get offs. This “day two” is no different as some of the bikes have encountered mechanical issues as well. The worst being the Aermacchi 250, having slid off the road and down a 9m (30feet) embankment arriving upside down against a Redwood tree. Fortunately, a local passersby witnessed the get off and assisted with ropes and a winch in pulling the lil’ Harley to the roadway. A quarter hours work and it was again running, a little worse for wear, but the rider was unhurt, so it’s onward and back on the route.

Highway 101 south to Branscomb Road—now this is what the Norton is made for. This recently paved and very smoothly manicured road gives the Norton a small bit of breathing room and even though it’s only 16 km (10 miles) long, the feeling of letting her out to run is exhilarating. It is though, the only part of the after lunch ride that’s smooth or sweeping enough to do this. The road also heads up and over a pass that leads to the coastal road. The fog is rolling in and we stop to put on some warmer clothing; having stripped down after lunch we were all but freezing as the fog engulfed us. I’m putting on as much as I have with me and switch to my insulated gloves. I’m told they are used for snow mobiles. The temp is dropping rapidly and the fog brings in moisture, I’m sopping wet after about 6 miles. Reaching the coast the fog has risen over the roadway and is high enough not to be a factor anymore. It’s warming up again but still maybe only in the 10c (50’s).

Late afternoon and still 72 km (45 miles) from Fort Bragg, I come upon another Melee Norton rider. He’s sporting his beautifully restored ES2 and the sound of a single at speed is music to my ears. I rollup behind him but I do not attempt or intend to pass him; I want to savor that tonal excellence for the remainder of the trip.

The miles seem to melt away hearing that Norton, as we enter the coastal town of Fort Bragg. Our overnight accommodations are at the Oceanside Inn and Suites. It’s been a long 450 km (280 mile) day. The day has seen us leaving Red Bluff, in high 26c (80) degree heat, heading into some of the greatest roads on earth, forging on over 183000 Cm (6,000 ft) peaks and into valleys steaming in 32c (90+) degree heat. Driving for the coast and getting affronted by 3c (39) degree cold freezing fog and then relaxing in mid-10 c (50’s) degree comfort at our motel. “Oh yes mate,” it’s been a long 450 kilometers (280 miles); the rooms are clean and well situated. I watch the other riders come in; they meet Harley (ride organizer) at the drive entrance, he asks their rider number and as he hands them their room keys.

There are a number of us sitting in front of the motel now, some having a brew—Red Seal Ale to be exact. They make it in Fort Bragg, and others are reminiscing about the days ride. This is the part of the ride that is thick in camaraderie and, after two days on the road with guys and gals, there is a kinship. We are all waiting on the chase trucks, as many have their clothing bags on the trucks. Others wait for a buddy or friend whose bike had issues and was being transported. I head to my room to shower, dress for dinner.

Tonight’s dinner is to be held at Mendo Bistro a nice little place in the center of Fort Bragg serving mostly Italian cuisine. Dinner is not organized but more of an impromptu drop affair and a relaxed atmosphere.

Returning from dinner I hang out front of the court yard of rooms, bikes sprawled all over the lot. The chase trucks have arrived and are just left where they came to rest. Most are exhausted and need to relax especially after a good meal. It gets dark quickly as the high fog has clouded the sun from view since mid-day. Some are getting a bit tipsy on the ale and stories abound, some of the bikes are worked on and some riders just go to sleep. I have a few small minor repairs to perform and as the light from my room porch is all I have to work with at this point,I try to be quick.

Laying out my tools, another rider stops by to give advice; the twin exhaust pipes on the bike have come loose, he mentions he has the proper tool in his bag and heads out to retrieve it. Together we tighten the exhaust flange bolts and secure the keeper clips. Then on to the rear where it seems the lower shock bolt has a missing washer. Without  a proper one in my spares, another rider says she has a complete lower bolt with her, mentioning that a couple years ago the same thing failed on her machine. Here’s where that camaraderie I mentioned earlier comes in. This is what vintage motorcycling is all about. Everyone on the ride, and at this point there are still 75 riders going strong, wants everyone else to finish the ride doing whatever it takes to help a fellow rider repair, fix, tape or zip tie whatever they need to. This is why I love rides such as this.

Day Three

Day three and its homeward bound for the awards gala in San Francisco. I again awaken early and I want to see who are the first ones up. It’s like little moles coming up from their lair as people poke their heads from their rooms. Some slide open the window drape, the sun is shining, clear and bright it hurts our eyes. The late evening sees some sort of tomfoolery and this night is no different. As we awake to the early mornings light there is a very interesting display of BMW bikes arranged in an almost Stonehenge design with a pathway of motel towels leading you in. There are a number of smaller bikes that have Cheerio’s cereal packed in to their megaphones, absolutely hilarious as one starts his bike and blows those puffed little O’s all over the place. I’m quiet as a door mouse as I prep my Norton for the days ride. I’m concerned that some of the repairs I did last night are not going to be sufficient to complete the ride. Knowing I still have to stop for petrol before leaving town I circumvent the prep time to say “Good Morning” and get a cuppa  free motel coffee.  I can finish my prep at the station a mile out of town.

People start leaving and a couple ride off in a blaze of rev’s and a slight wheelie! Hooligans I think, laughing at the sight of it. Again my trusty Norton comes to life on one kick through—that’s about the best sound in the world—at least it is this morning. We have 382 km (240 miles) home, and I can feel the need to get on the road, I’m the fifth to leave the parking lot, but as I stop about a Km (mile) down for petrol I see three others pass by. Filling the tank, checking the oil, setting tyre pressures and suiting up. I know the route goes inland and that means hot weather. I dress in layers so I can stop and remove clothes with ease. My riding buddy has come upon me and stops. “Ready to hit it” he shouts. I respond, “let’s do it mate!” We ride off down Main Street and off on to highway 128. This very scenic road will be our trail for the next 80 kilometer (50 miles). The road is beautiful and this early on a Monday morning there is no traffic whatsoever. We are moving at a good pace as the road is a highway and fairly well cared for. The 81 km (51 miles) fade away quickly and the road starts to change. The map has us heading over Geysers Road. This road, according to my map, is closed most of the winter months due to flooding and landslides. Its 40 kilometer (25 miles) of pure hell. So washed out, rutted, and narrow that in some places even an averaged sized car would be hard pressed to pass safely. The surface is all gravel and rocks, dirt and deep pockets of sand. It slopes strongly to the right, causing you to look down about 12 meters (40ft) to the river below; Wow! Is this fun stuff or what! Creeping along this road we are maybe doing 12 kilometers (8mph). It’s very slow going and it’s hot out here. I stop just beyond the Geysers Bridge This relic of a bygone era is rusted and creaks as I ride over it. The plaque posted claims it was built in 1909 then moved to its current location in 1937. I strip off my under garment and stow it in my bag, the heat is draining my enthusiasm.

Lunch today is at Divola Pizza in downtown Geyserville. It’s not hard to find as there is only one street to downtown Geyserville, a quaint little village with many boutique style shops. Right on highway 128 and, although if you blink you might miss it, you have to pass through it.

As I dismount, I look to my right and coming down highway 128 is a group of Melee riders who apparently cut the route to avoid the tedious Geyser’s Road. I understand it was tough, but I feel better about my ride having done it, per the route sheet. It’s a quick bite to eat and off we fly heading down 128. Next comes a series of turns, five to be exact, all within a 20 km (13 miles)—this is Norton country. Keeping a keen eye on the road and one on the map we make our way through it all letting the Norton find its sweet spot, we are now coming upon the famous Bohemian Highway. Theoretically, we could follow this route all the way back to San Francisco, but that would be too easy and not the Melee way. We are soon turning onto Coleman Valley Road and twisting and turning the better of 80Km (50 miles) out to highway 1/ 101 south. Now it becomes a run to San Francisco as crazy as Mad Sunday at IOM. We are all excited to be heading back and the banquet planned at its conclusion. The restaurant is Chenery Park on Chenery Street in San Francisco, I believe it’s in the Glen Park district of the city. Fantastic cuisine, but I must say after three days of hard riding, heat, sun wind, fog, cold and damp this meal is amazingly good but it’s only surpassed by the people with whom I am sharing it.

The awards are given; the swag is all handed out, we are all happy to see one another, stories about the last days travel are exchanged, smiles everywhere. The chase trucks are arriving full of bikes but everyone who had issues is safe. Melee XIV is now history and we are all looking forward, first timers with much more educated eyes, to next year’s ride.

It’s very late now and I’m on the Virgin Atlantic out of SFO heading back to the UK. Goodwood is only a  week away. As I put the Melee on my 2012 calendar I smile broadly to recall some of the moments. A subdued chuckle and a feeling of accomplishment I have not known in a year or more. The Melee tested me; my abilities and my stamina were given bloody hell. I survived, I endured and I so hope to be here in the states for it in 2012.

PS: To my good friends Lorin and Kathryn Guy, Thank you so much, the Norton performed brilliantly.

photographs by James Milne

Although we like to focus our features on vehicles and events that have ties to the past, we could not resist publishing some of James Milne’s great shots form the US Grand Prix at Laguna Seca. Few motorcycle sounds compare to those of prototype GP machines at 160 mph. MotoGP is motorcycle racing at its pinnacle – Formula One on two wheels. Top level automobile race drivers are fine athletes, but professional motorcycle racers are super males, plain and simple. Jorge Lorenzo suffered a vicious high side in turn five at the end of Saturday morning practice and went on to win the pole that afternoon. Where Formula One currently has no drivers from the United States, MotoGP has three – Nickey Hayden from Kentucky, Texan Colin Edwards and the latest podium contender, Ben Spies, also from Texas. Californian Ben Bostrom was chosen as a wild card by the LCR Honda team to team up with Toni Elias at the Laguna Seca round.

Jorge Lorenzo got a great launch on his factory Yamaha, followed by the two Repsol Hondas of Casey Stoner and Dani Pedrosa. Lorenzo led for 26 laps, but Stoner managed to put the pressure on the injured Spaniard and was able to make a pass coming down the hill out of the corkscrew and went on to win the race. Ben Spies was the highest placing American in fourth.

Complete coverage of the US Grand Prix and the complete MotoGP season is available at www.motogp.com

story and images by Gary Horstkorta

If you grew up in Southern California and were attracted to automobiles as Eric Pestana was, you’d be exposed to a wide variety of potential interests – hot rods, drag racing, sports cars, exotics, perhaps even older classic cars.  Initially, Pestana gravitated towards hot rods but over time, he grew to appreciate a much wider spectrum of cars.  As a lifelong auto enthusiast, it is only natural he has owned a large and diverse number of cars which he appreciated as much for their design as for their functionality.

Three years ago, Pestana, CEO of Fremont based entertainment company Mogulaire Inc., formulated an idea for a series of periodic car events leading up to the grand finale, a concours d’ elegance.  However, the concours would not be just another car show;  instead, his goal was to establish an event as a Who’s Who among luxury auto exhibitions — something to rival the famous Pebble Beach Concours or The Quail in opulence, if not in size.

In the Fall of 2010, Pestana held the first event, “Autos on the Avenue” in downtown Los Gatos to kick-off what would become almost a year-long calendar of events.  In the Spring of this year, the scene shifted to the San Francisco East Bay community of Walnut Creek for “Autos on the Plaza” followed by “A Day at the Museum” at the Blackhawk Auto Museum in Danville.  The fourth event was something different, a drive from Walnut Creek to Livermore where the group linked up with the John Madden/Steve Marriuci Bocce Ball tournament at Campo di Bocce.

In the meantime, Pestana searched for an appropriate location for the concours.  The Tri-Valley Area seemed like a good general location considering it’s the home of the Blackhawk Auto Museum, the successful Goodguys car shows and Danville’s annual Hot August Nights car event.  When he visited the Wente Vineyards and Golf Course, nestled in the foothills of south Livermore, he knew this was the place.  Wente fulfilled Pestana’s vision of an elegant site that attendees would enjoy while at the same time providing an excellent backdrop for a large number of outstanding cars.

With the location secured for the concours, Pestana moved on to accumulating cars for the event, developing a program, contacting potential sponsors and the thousand other details that needed attention before the show which was scheduled for July 23, 2011.  With his desire to make this a top quality event with limited access (only 2500 tickets), general admission tickets were priced at $100 and VIP tickets at $250. VIP guests would receive red carpet-inspired hospitality bags containing wine and other treats, and would be invited to attend a Champagne Reception Gala at the Livermore Airport the night before the event

Pestana said the Wente event would distinguish itself from other concours-type car shows in California by focusing on vehicles manufactured after 1949.  By doing so, he said, “you can truly see the evolution of these automobiles from when aerodynamics started taking over and they began considering that in Milan and elsewhere in Europe.”  About 200 Ferraris, Porsches, Lamborghinis and other elite vehicles, some valued at more than $500,000, would be on display.

Arriving at Wente Vineyards, one could tell this was not an ordinary concours as the parking area was filled with a variety of expensive machinery.   One hundred and forty-three European, British, Japanese and American classics were displayed on two fairways of the Greg Norman designed Wente Vineyards Golf Course.  The weather and venue could not have been better for an opportunity to view the diverse field of quality cars.  There were seven classes of cars and one class for motorcycles with the large Ferrari and Mercedes Benz classes being judged by their own officials.  Unlike most concours in Northern California there were no classes for older classic cars such as Packards, Lincolns, Stuz, etc.  If you like exotics, high performance sports and muscle cars, this is the show for you.  While the car count and attendance was not up to the hoped for levels of two hundred and twenty-five hundred respectively, the location, general layout and quality of cars was quite good.  As with any first-time event, let alone one with high ticket prices, time will tell if Pestana succeeded in planting the seed for a successful venture and an annual return to Wente Winery for more editions of the Mogulaire Concours.

Story and photographs by Llew Kinst

This year marks the 40th anniversary of one of the most unusual and spectacular Formula One races ever held. Billed as a showdown between Europe and America the event showcased the best drivers from Formula One against the best US drivers from USAC and SCCA competing in Formula A cars. The event was held at Ontario Speedway which had just been completed the year before for a staggering $25.5 million and patterned after the Indianapolis Motor Speedway.

The owners of Ontario built a first class facility, every thing was state of the art from the sky boxes to the electronic timing (a first for Formula One). The track was already home to a USAC 500 mile Indy car race, NASCAR race and NHRA drag race. Formula One would be the icing on the cake. To be considered for a round of the Formula One world championship a facility had to stage a “proof of concept” race. The Questor Grand Prix would be that race with the hope of staging a second US Grand Prix the following year.

The Questor group put up a prize fund of $278,400, which peaked both spectator and participant interest. The race was opened to Formula One and Formula A cars (later to be know as Formula 5000). Similar to Formula One cars but slightly heaver and powered by a stock block 5L V8, the Formula A cars were quick but not quite as quick as a Formula One car.

Unlike today, the media coverage of Formula One in the US was quite poor. Enthusiasts were forced to read out of date race reports in Road & Track, Car and Driver, or Competition Press (later Autoweek). Stale news was still eagerly consumed. When the Questor Grand Prix was announced it became a must do event for just about every gear head on the west coast.

At the time I was a senior in High School and a totally committed gear head. I just had to figure out a way to go to this race and get behind the fences. I was working for the school paper as a photographer and had access to their printing presses so I made up a fake company (Solar Photography) and printed out letterhead and envelopes. I crafted a letter requesting two media photo passes for the event, sent them down to Ontario, and hoped for the best. Unknown to me, Steve McQueen’s movie production company was also called Solar! So when the Ontario press office saw my request they must have assumed we were one and the same! One month later I had two press passes in my hot hands! Now all I had to do was get there.

The trip to LA from Northern California would be fairly easy if I had a car that would make it. My Austin Healy 100, although powered by a Chevy V8, was not the best long distance vehicle. Mom’s station wagon was out of the question and flying was way too expensive. This is where the second pass came in handy. Once my buddies found out what I had and a bidding war for the second pass began. The winner, Bob Bucanhan, provided gas both ways and a very cool 63 VW Bug with 8 track tunes and EMPI stinger exhaust for the ride to LA and back. I provided the pass and my grand parents house in Anaheim for a crash pad.

Unfortunately, the only date available for the race, March 28th, clashed with Formula One’s traditional pre-season Race of Champions at Brands Hatch, the USAC round at Phoenix, and most important my high school! Despite this, the entry was very good and we didn’t miss much from the two days we ditched. My parents were very supportive and I even got them to help me get out of school for two days.

Ferrari sent Mario Andretti and Jacky Ickx to Ontario, both driving the new Ferrari 312B. Yardley BRM sent a three-car team for Pedro Rodriguez, Jo Siffert and Howden Ganley

Gold Leaf Team Lotus was expected to to run the 56B turbine car in the event, but after its disheartening debut at Brands Hatch the week before, opted for the Cosworth powered 72 driven by Emerson Fittipaldi and Reine Wisell.

McLaren Motor Racing sent a two-car team, with an M19 for Denny Hulme, and an old M14A for Peter Gethin. Matra Sports entered just Chris Amon, in a single MS120B. Motor Racing Developments wheeled out the famous lobster-claw BT34 for Graham Hill, while Tim Schenken ran the old BT33. Tyrrell brought  001 for Stewart and MARCH had both the new 711 and older 701 entered.

The Formula A entry was smaller. Lola T192s made up most of the entries with Eagle and Lotus also represented.  Mark Donohue, Sam Posey, George Follmer and Ron Grable were the quickest of this bunch.

Formula One cars were almost universally faster in practice, but several suffered component failure due to the Speedway’s banking. Formula One cars occupied the top 6 positions, followed by Donohue, with Follmer, the only other Formula A driver to break into the top 10. Andretti qualified 12th with very little track time due to a crash on Wednesday and running the USAC race Friday and Saturday. The other three USAC drivers were looking distinctly unimpressive, having arrived late from the Phoenix race with Al Unser the best at 26th, brother Bobby a place behind, and Foyt 30th and last. Stewart borrowed Foyt’s car while he was gone and set a time good enough for 11th!

Due to the limited fuel capacity of  the Formula A cars, the race was split up into two 32 lap heats A rolling start was used for the first time in a Formula One race with the Porsche pace car driven by actor James Garner. Ickx led from the start over Stewart, Amon, Hulme, Hill and Jo Siffert. The group chasing the leaders was led by Donohue, with Andretti, Rodriguez, Fittipaldi, Wisell and Pescarolo all swarming behind him. Stewart really had his work cut out for him in overtaking Ickx, and Hill was falling back from the lead battle, and towards the clutches of the flying Donohue.

Savage had a bad crash in the Eagle, and was rushed to the hospital with leg and head injuries, Bondurant and Al Unser both had engine failures, Revson’s gearbox broke and Posey pulled up in a cloud of smoke with an overheated engine. Stewart now led comfortably from Amon, then came Andretti, who had managed to pass Donohue after a huge battle, then Siffert in 5th, Ickx, Fittipaldi, Wisell, Schenken, Peterson, Cannon, Pescarolo and Ganley.

Pushed by Andretti, Amon began to catch Stewart, but then suffered a puncture and fell to tenth. Andretti began to close on Stewart, and Donohue was looking very good in third. As Andretti passed Stewart on lap 29, to the roar of the 65,000-strong crowd, Donohue pulled into the pits with fuel feed problems. A problem that would also return in the second heat. The order of the first heat determined the rolling grid for the second race, so Andretti started from pole, leading the 22 remaining cars.

Stewart out-dragged Andretti into the lead of the second heat, followed by Jo Siffert, Ickx, Hulme, Amon and Donohue, far and away the most impressive Formula A driver. Late in the race Stewart suffered a broken rear roll bar, and the resulting handling characteristics were causing him grief on the Ontario banking. It was all but over as far as the lead was concerned once Andretti caught and passed Stewart. As Andretti began to pull away, Stewart began to get to grips with his car, and was able to put up a sturdy defense against Amon.

A points system, taking results in both heats, decided the results. Andretti took the overall victory,  while only Hulme in third and fourth-placed Amon were on the same lap. Grables’ Lola was the highest placed Formula A car. So, in the end the winner was the best of both worlds, an American driving a European Formula One car.

To a man, the drivers loved the circuit and said it was extremely challenging and a real thinking man’s track. Hollywood turned out for the race which added to the spectacle and there was a good crowd on hand. Unfortunately the plans for a US Grand Prix West never came to be. It would be left to Long Beach to accomplish that task five years later.

For two high school kids crazy for Formula One it was a dream come true. We both stayed in the paddock and hot pit for most of the weekend because we didn’t have long lenses needed to capture the cars out on the flat infield road course. But that didn’t matter—we were in the inner sanctum and part of the circus. At one point we even snuck into the sky boxes to see how the other half lives. As we were being kicked out by the security guard I said as loud as I dared that Steve McQueen would hear of this, but it did no good we were still shown the door.

After the race we still needed to get back to northern California and school the next morning. We fired up the Bug and headed north across LA and up 101 (there was no Interstate 5 back then). Late at night, some place north Paso Robles, we lost the second fan belt of the trip. Without a spare, I ripped up a t-shirt and wove a fan belt out of the strips. It lasted to the next gas station 40 miles down the road. Now with two extra belts and fresh 16 ounce Pepsi’s on board we finished the trip in style arriving in plenty of time for class and the admiration of our buddies.

Legacy Motorsport contributor Ron Grable talks about his experience at the Questor Grand Prix

The Questor Grand Prix posed a challenge. Which drivers and cars were better–F1 or the US Formula A.  I was in a FA Lola T-190, and knew we were doomed. The F1 cars had a superior power to weight ratio, and as expected were faster everywhere; cornering, braking, and on the straights. The driver line up was a who’s who of F1, USAC, and FA, but in practice I quickly realized we all put our pants on one leg at a time. My car had tire issues in qualifying so I ended up in the back half of the field. In the first heat I was working my way forward, when a valve cover gasket gave up, coating the exhaust and my rear tire with oil. Almost hidden in the ensuing smoke screen, I was off into the boonies, leaving me far behind the leaders. With a new gasket I started the second heat with a plan. My poor finish in heat 1 limited my chances for top 5 finish so the plan was to stay out of trouble and make sure to finish. I passed a few FA and F1 back markers, kept my nose clean, and ended up being the highest finishing FA car in 7^th place, salvaging a little pride for American fans. Mario Andretti provided even more pride for American fans by winning both heats in a Ferrari (American driver in a F1 car), which leaves the original question unanswered. In my humble opinion, the excellence of a driver is not a function of geography, and a good driver in a good car will almost always beat a good driver in a slower car. That’s the lesson of the Questor. The FA cars were outclassed–but not the drivers. Which doesn’t mean I didn’t enjoy the race. It was a privilege to compete with the F1 boys and America‘s best, the track was challenging, and the crowd was a smorgasbord of LA celebrities. What more could a racing driver ask for on a nice Sunday afternoon?