Ossa Motorcycle

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Ossa was a Spanish motorcycle manufacturer which was active from 1924 to 1982, best known for lightweight two-stroke-engined bikes used in Observed Trials and Motocross, was made originally by Orpheo Sincronic Sociedad Anónima (O.S.S.A.) and later by Maquinaria Cinematográfica, S.A., founded by Manuel Giró, an industrialist from Barcelona. The brand still remains popular around the world, and particularly in the United States, among enthusiasts from amateurs in historic motorcycle racing to hobbyists and collectors.
The original Ossa company got its start in 1924 making movie projectors for its home market in Spain. After World War II, with improved two-stroke-engine technology obtained by the Allies from DKW in Germany, Ossa, like several other manufacturers from BSA to Harley-Davidson to Yamaha, began producing two-stroke engined motorcycles, with their first mass produced model being introduced in 1949. Ossa reached its highest production levels in the motorcycle boom of the 1960s, exporting large numbers of exports to other European countries, but also significantly, to North American markets.



In the United States and Canada, off-road motorcycling - and particularly the newly imported sport of motocross to which the light-weight and powerful Ossa was well suited - enjoyed a surging popularity. The Stiletto 250 in particular was a common sight to see in motocross races, as well as motorcycle trails, during its heyday of the late 1960s and early 1970s.



The Ossa firm was a strong supporter of all forms of motorcycle sport including: road racing, motocross, enduro and observed trials. They achieved early success in Grand Prix road racing, competing with an innovative monocoque-framed bike designed by Giró's son, Eduardo and ridden by Santiago Herrero. Herrero won four 250cc Grands Prix with Ossa before he died while competing at the 1970 Isle of Man TT. The loss of their star rider affected the Ossa team so much that they withdrew from road racing altogether.



However, Ossa contributed greatly to the sport of Observed Trials (which has come to be regarded as almost a Spanish national sport) in Europe and the United States alongside such other famous Spanish makes as Bultaco and Montesa. They turned to observed trials after the death of Herrero. Ossa hired British rider Mick Andrews to help design and ride their trials bike, and they went on to capture the 1971 and 1972 European Trials Championship, the forerunner to the FIM World Championship.



In addition to their suitability for racing, in terms of power-to-weight, Ossa motorcycles soon gained a reputation for reliability on and off the track. Despite this growing enthusiasm for the beautifully crafted and rugged bikes themselves, the firm suffered from a disorganized and sparse dealer network in the important American market. Ironically, the motorcycle boom that created a new market and allowed the European makes to reap great financial rewards, was also the seed of their own demise, and that of the numerous smaller firms, such as Ossa. With so many choices of make for both buyers and dealers, sales and service networks were not sustainable, and attempts to improve manufacturing by investing in new factories back home put Ossa, like virtually every other European firm, deep into the red.



In the declining years of the Franco Era, in 1975, the Spanish government steadily converted Spain's economic structure into one more closely resembling a free-market economy. The arrival of cheaper Japanese motorcycles into the local economy as well as a crippling employee strike in 1977 spurred the downfall of the Ossa company. In 1979, the company merged with Bultaco but this wasn't enough to stave off financial problems. By 1982, the Ossa factory closed down for good. Nonetheless, as a Vintage make, the Ossa still enjoys a significant following among home hobbyists and amateur racers.


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selling my little girl

1972 ironhead chopper super skinny chopper built like they did back then. This is a ground up build motor has been rebuilt with about 3000 miles on it. here is a list of new parts new S&S Super E carb new twin tech ignition new tires new starter new clutch new wiring through out the whole bike great custom T bars front end is K model 33.4 drum brake front and rear custom retro paint job bike runs great email me with any questions. buy is responsable for pick up and delivery at there cost . If you are local no tire kickers please I am not looking to trade unless you have a running titled shovelhead.

email me for more photos and price

Red Wing Heritage

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Red Wing Shoes is a footwear company based in Red Wing, Minnesota that was founded by Charles H. Beckman in 1905.

Within 10 years of its inception, Red Wing Shoes was producing more than 200,000 pairs of boots per year and was the primary company manufacturing footwear for American soldiers fighing in World War I. Red Wing Shoes continued its tradition of producing footwear for wartime use by manufacturing boots for American soldiers during World War II.







Though Red Wing Shoes is known primarily for their leather boots intended for heavy work, in recent years the company has expanded its line-up to include athletic-styled work shoes and footwear designed for specific job applications (such as slip-resistant shoes designed for the service industry and boots ideal for the mining industry that utilize a metatarsal guard). The company produces oxford, chukka, hiker, and logger styles, as well as 6-inch and 8-inch work boots.



In order to comply with ASTM F 2413-05 and M I/75 C/75 standards for impact and compression, Red Wing Shoes manufactures many of their styles with steel, non-metalic, and aluminum safety toes and offers puncture-resistant options that meet the ASTM F 2413-05 standard. Red Wing Shoes also produces footwear that is static-dissipative in order to control the amount of electrical discharge from the body and electrical hazard in order to provide extra protection from accidental contact with electrically energized objects.



In addition to manufacturing footwear under their own name, Red Wing Shoes also manufactures shoes under the Carhartt, Irish Setter Boots, Vasque, and Worx brands. In 2008, Red Wing Shoes began making shoes under the Red Wing Heritage Lifestyle moniker with models drawing inspiration from past styles within the company's century-long history.


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El Camino 09 Part 2

It took me so long just to do the swap meet, that by the time I made it back to the show area, many of the bikes were loaded and gone. Most of the bikes left belonged to guys waiting to hear if they had won anything.

If your into Antique MC's , you probably know this fella. Mike's done bikes for big shots such as Jay Leno.


This '66 returned but this time with a side hack.


Too flashy for me and likely for the judges as well.


Craig Taylors exceptionally clean '61.


I heard he took it all the way to Davenport.


You had to see this BMW's color in person to really appreciate it.


Nice '51. I love black wheels but not with whites. If your into flash and want to run whites wouldn't it make more sense to have chrome wheels?


Interesting but too much flash (and red), for my taste. All that work, so why the funky and torn '80's Sportster seat?


A simple Chief. It may have been the only Indian in this groups line up.


Pepper Red and Ivory White. Yes, the factory really did this simple form of two tone for '54.


This funny little Powell was the last (scooter class), bike standing when I came back. It appears the seat and rack are sprung by those 3 springs in the back.

Montesa Cota 247

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Montesa was Formed in 1944 by Pedro Permanyer and Francisco Xavier "Paco" Bultó. Their first Montesa prototype was based upon the French Motobécane models of that time. Permanyer began to produce his own gas engines, which allowed for a new area in motorcycles to be explored and expanded into. Permanyer and Bultó teamed up in Barcelona and created a light-weight motorcycle. This led to the creation of a bike powered by a 95cc two-stroke engine with no rear suspension. Despite some setbacks, they sold 22 of these units in the first year of production. The next year, the partnership focused on production improvements and meeting the growing demand for their bike. As a successor to the previous model, Bultó designed a new 125cc roadster, which was tested in many the trail-type rallies and semi-enduros that were popular in Spain at the time.



This model went on to enter the 1951 International Six Days Enduro. The bike was entered in by the factory, being ridden by Bultó and G. Cavestany. In the early 1950s, Montesa entered many races in the 125cc class of road racing. These bikes featured six-speed, bolt on gearboxes, in semi-unit construction, with all gears running on needle-roller bearings. By 1956, these Montesa 125s were very competitive and took second, third and fourth places in the Ultra-Lightweight race at the Isle of Man TT.



The most successful Montesa street bike of the '50s was the Brio 80, of which more than 12,000 were produced. The success of the Brio and the other models, led to the opening of a new and larger factory in Espluges de Llobregat. The Brio 80 and Brio 90 models contained many new advances, such as moving the carburetor behind the cylinder, and a handbrake. However, a slump in the Spanish economy had forced Permanyer to cut back on the company's racing activities. Permanyer wanted to pull out of road racing, but Bultó insisted that they stay in. In May 1958, chief designer Bultó left, taking with him several of Montesa's vital personnel. Permanyer had not only lost the brilliant designer Bultó, but also his 30% share of the company.



Fortunately for both, Spain's economy began to improve. Permanyer promoted the all-around champion motorcyclist Pedro Pi from head test rider to chief development engineer. Leopold Mila was made Technical Director and Permanyer's son Javier, was to be Sports Assistant. Work began right away on designing a brand new all-unit-construction 175cc engine that by 1960, would power the latest Impala sports roadster model. This engine would form the basis of the company's future trials and motocross machines. To promote sales of this model, three Impala's were taken to Africa where they covered over 12,000 miles of terrain, most of it being off-road. Back in Spain, Pi was busy winning the Spanish motocross and road race championships and working on a new 250cc version.



Following its introduction in 1965, the 250 engine would be the cornerstone of the company's future success. Mounted on the new 250 Scorpion scrambler, Pi won the Spanish championship again in 1966 and the similarly engined Sport roadster won the Barcelona 24-hour endurance road race. In 1967 the first Montesa trials models appeared and in 1968 retitled the Cota, Pi won the Spanish Trials Championship. After adding this title to go along with the road race and six motocross titles, he retired from competition to devote his full energy to bike development.



In the decade following, Montesa had unprecedented growth around the World and one has to remember that unlike Bulto's bike, the Bultaco, Montesa only sent a small percentage of its production to the States, concentrating mostly on the European market. Trials models were offered in many different sizes 25, 49, 125, 175, 250, 348 and 349, as were motocrossers 125, 175, 250, 360 and 414. This also included a line of street and Enduro models also. In 1973, the VR (Vehkonen Replica) was released and set the standard for 1974, as did the 348 Cota did in 1976. Ulf Karlsson won the World Trials Championship on a Cota in 1980.


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The Sunday Movie

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Bob Stupak

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Bob Stupak, builder of Stratosphere and Vegas World, dies at 67.

In his early days, Stupak delved into pop music and motorcycle drag racing before he began selling coupon books. His father, Chester Stupak, was a major player in Pittsburgh gambling rackets from before World War II until his death in 1991.

A Lesson of Style by Jackie Stewart

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Trailer for Mark Stewart Productions' forthcoming BBC Four documentary, describing the colourful career of three times Formula One World Champion Jackie Stewart

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Road Book ...

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Norton 961 Commando

Norton will be unveiling two important new machines, the 961 Commando and the Café Racer Commando to the world at the Carole Nash International Motorcycle and Scooter Show later this year.

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Ducati Hypermotard 796 is coming!

Ducati releases the first images of the Hypermotard 796, in advance of the international EICMA motorcycle show, Milan.

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Mark " The Bomber " Barnett

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Via the AMA Motorcycle Hall of Fame


Mark Barnett was the dominant AMA 125cc motocross racer of the early 1980s. "The Bomber" won three AMA 125cc National Motocross Championships from 1980 to 1982 and proved his versatility by winning the AMA Supercross Series in 1981. When he retired from racing in 1985, he was the all-time win leader in AMA 125cc Motocross history with 25 national wins in the class and was second to Bob Hannah on the all-time AMA Supercross wins list with 17 stadium victories.

In addition to his four AMA championships, Barnett also had success on the international stage as a member of the winning 1983 Team U.S.A. Motocross and Trophee des Nations squad. He twice won the 125cc U.S. Grand Prix of Motocross.








Barnett, born in 1960, grew up in Bridgeview, Illinois. He learned to ride on a pull-start minibike as a kid and began racing motocross by the age 10 in Illinois and Indiana. He rapidly became the dominant rider in whatever class he competed. As a boy, Barnett was a big fan of Belgium motocross star Sylvain Geboers. He saw first saw Geboers race a factory Suzuki in a Trans-AMA race in Wisconsin.



In his 1977 rookie pro season, the Midwesterner turned some heads by scoring three top-10 finishes in the 125cc nationals and finishing sixth in the final standings. In 1978, Barnett signed his first factory contract with Suzuki, paying him $1,000 per month. Later, at the height of his career, Barnett would sign a three-year, one million dollar contract with the company.
Barnett was one of the few riders from the Midwest to earn a factory ride at the time.



On April 23, 1978, Barnett won his first AMA 125cc National riding the factory Suzuki in Houston, Texas. A shoulder injury put an early end to his 1978 campaign and hampered his return early in 1979, but by the end of the year Barnett was fully healed and closed out the season with a string of consecutive victories in the 125 nationals and finished runner up to Broc Glover in the series. Perhaps his biggest confidence booster that year was winning the 125cc U.S. Grand Prix of Motocross at Mid-Ohio against the world’s best.



In 1980, his first full season of AMA Supercross, Barnett finished fourth in the series.
While Barnett was coming into his own by 1980, no one could have dreamed he would experience one of the most dominant seasons in AMA Motocross and Supercross history in 1981. That year, he gave Suzuki its first AMA Supercross Championship, winning a series-best six races along the way.
In the 125 nationals, Barnett was simply unstoppable. He won 14 straight motos and seven consecutive nationals en route to the title. He broke his collarbone at home practicing and was forced to miss the final national. That was very likely the only thing that kept him from turning in the first undefeated season in AMA motocross history. As it was, he won 14 of the 16 motos that season. In spite of missing the final round, Barnett set a number of AMA winning-streak records that would stand for over 20 years.



If the 1981 AMA Supercross and 125 Motocross Championships weren’t enough, Barnett put an exclamation mark on his unbelievable season by humiliating the Europeans at Mid-Ohio in the 1981 125cc U.S. Grand Prix. He lapped the field up to 10th place in the first moto and was nearly two minutes ahead of the second-place rider at the finish. In the second moto, he came from dead last in a pouring rain to win again. Motorcyclist magazine said the one consolation the Europeans had when they returned home was that Barnett didn’t go with them.
Barnett was runner up in the 1982 supercross series and went on to defend his 125 Motocross title in a close battle over Johnny O’Mara. It marked his fourth AMA championship.



In 1983, Barnett finally relinquished the AMA 125 Motocross Championship after he experienced a tough string of mechanical problems with his bike. In the 1983 AMA Supercross Series, Barnett led most of the season, but again had bike problems late in the season and lost the title to David Bailey by just two points.

In 1984, Barnett moved to the 250 motocross class for the first time. He had some good results, but suffered a knee injury and finished fifth in the final standings. It was then that he felt the desire to stay on top was beginning to wane.



In 1985, he signed with Kawasaki, but re-injured his knee and never regained the speed he had before the injury. Barnett decided to retire after the ‘85 season.
He was inducted into the Motorcycle Hall of Fame in 2001. In 2002 Racer X Illustrated ranked Barnett sixth on its "25 All-Time Best American Motocross Riders."

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An Indian for Irish Rich....

and other Indian Motorcycle lovers... well sort of... it's the P-61 American Rocket

For 1951, it's quite the Hot Rod. Although it looks the part, it's really too heavily modified to be considered a Bobber. Pierce hoped it would become a factory model.


I like the "H-D parts dept." gag.


Old time cyclist seem to always come up with clever slogans for putting down other makes.

For more on this scooter click on this:
http://irishrichcustomcycles.blogspot.com/2009/09/american-rocket-p-61.html

ride to ventura