The Yamaha 650 Society Homecoming!

Who: Yamaha 650 Society Members past-present-future, & friendly people with Yamahappy XperienceS.
What: 1st Yamaha 650 Society Homecoming!!   Please share this Standard & Special information with others.
Where: Peoria, IL

When: August 17-18, 2018. Friday arrival after 3pm. Saturday attend TT &/or area attractions. Sunday

Why: 40-year friendship reunion. Ride well & often. Enjoy every moment as much as possible!!

Come enjoy the amazing Peoria TT with us, presented my American Flat Track.

How: Your way, accepting full responsibility, as always. Bring memories & memorabilia for sharing


AmericInn Lodge & Suites Peoria
9106 North Lindbergh Drive, Peoria, IL  61615
Mention “Yamaha” for Special rates & services. Cancellation privilege without penalty up to 24 hours before planned arrival.

For questions contact Jim Griner

Looking forward to the Homecoming with Yinz© (ddmg, Member #30 of over 5000 & counting)!!

Peoria World of Powersports for all motorcycling needs & wants

HydraMoto Vapor Blasting

The day my love for motorcycles started was ‘Take your son to work day’ sometime in the mid 90’s. I was young, couldn’t pin down the age exactly. I woke up excited to skip a day of school and go to work with the strongest, smartest man I knew at the time. However, I was a little too young and heartbroken to find that my big brother was going to go instead. During my inconsolable fit my father said he would make it up to me.
My father picked me up and sat me between him and the gas tank of his 1972 Purple Norton 750 Commando. For a brief moment before they had to leave we made a dozen laps in the back yard around the firepit, my first ride. I remember thinking, “When I grow up, I want a motorcycle”

My motorcycling adventures have come in many different flavors since, motocross, commuting, enduro, cross-country touring, adventure and some other shenanigans you couldn’t really classify.  It’s been one hell of a ride.

The vintage bike affair started when a riding buddy was talking about how cool and fast a Suzuki Water Buffalo was, and I said, “Ya know I think my Dad has one of those in his garage”. I had to call and make sure, I wasn’t alive for the Japanese heyday. My friend wanted to buy it on the cheap, but my old man knew what it was worth.

The conversation sparked our interest in the bike that had been languishing since the 80’s. Fast forward a few months, between my father and I, we had that baby back on the road performing mosquito control for the State of Minnesota. Since then we have acquired an embarrassing amount of Suzukis in 5 years, all of which needed restoration.

The tedious road of restoring all of our bikes eventually led me down the path of Vapor Blasting. A cast aluminum restoration process that’s a perfect match for Vintage Japanese bikes. Vapor Blasting is performed in an abrasive cabinet filled with tap water and an extra fine glass bead mesh. A pump mixes the solution into a slurry which is then pressurized through a nozzle and applied to the part, similar to traditional sand blasting. The water provides a cushion for the glass abrasive which is why it works so well on the soft aluminum. You are left with an extremely smooth, satin, semi polished surface that has been peened to a near flat profile. This flat, non-porous profile aids in slowing down the corrosion process and eliminates oil staining. The parts can then be left naked, with no paint or coatings. It also hides blemishes from previous pitting or tooling marks and leaves excellent mating surfaces. Vapor blasting is fairly new to the US on a non-industrial level, but I have been perfecting my craft for two years now. I use a dual stage process that leaves the parts stunning for the years to come. If you are interested in Vapor Blasting services, you can contact me online through the HydraMoto Vapor Blasting Facebook page. There you will find my contact information and several examples of my recent work on Engine Cases, Carburetors, Suspension Components, Brake Components, Wheels, Engine Covers and all other aluminum go fast parts. I look forward to answering your questions. Not on Facebook? Call Clayton at (651) 808- 1441.

Petrosexuals (not motor heads)

Funny how some of us know what’s going on with our motorcycle(s) just by riding and/or listening.  “The carbs need to be synchronized”, I said to a gentleman who asked me about my TX650 during the Nostalgia Weekend in Suches (Georgia, USA). “How do you know?”, he asked, puzzled. “Many symptoms but… you can feel one carburetor kicking in faster the other”, I replied.

I remember catching a ride to my hotel in a co-worker’s Toyota Camry some 15 yrs ago after a long day at the office. I told him that he needed to get the front wheel bearings checked out. That earned me a blank stare from him. “Watta you’re talking about?”, he asked. I simply told him that I felt a vibration on the car’s floor by the passenger seat. The usual conversation ensued and we parted ways. A week later, he called me to say “thanks”. He took the car in for a brake job and the mechanic told him that he needed wheel bearings. Apparently one of the outer races were already cracked. Yikes!

Master Dick Russell pulled a similar one on me at the 2016 Smoky Rally. While watching me push the left carb back in the intake boot (not funny!), he professed from 10 ft away: “It’s the ATU. It’s bad.” We spent a few hours after dinner working on it and, good enough, the 75 XS-B ran great next the day. Issue 332 has the full story told by the Master himself.
Experience? Sure. If you have been working on these things for a while, you develop a mental cross-reference between symptoms and cause but only a gifted few are able to pinpoint a problem from 10ft away, just by listening.

Speaking of listening, my plea to the rally organizers to send me a short summary of their rallies was, for the most part, ignored. Aside from David Hoppengardner (who sent great photos and a nice synopsis – thank you!) and Jeff Hall’s (who is not a member) photos from the Dogwood Rally, I didn’t receive anything else.  Let’s improve that for 2018. I cannot attend all the rallies so I need your help. It’s about securing the longevity of the club.  For that end, many thanks to Hoppengardner and Marty Hallberg (a big Society cheerleader!) for their efforts.  Much appreciated!
John Chaves –

A Brief History of Towers’ Motorcycle Sales & Service

By Dickie Towers

For as far back as I can remember, there has been some brand/size of motorcycle in my life.

I grew up straddling 2 wheels….

In 1960, when I was 9 years old, my parents bought me my very first motorcycle. It was a used ’57 Harley-Davidson Hummer “B-model”, painted dark blue. It was a 125 cc single 2-cycle (that I had to premix oil/gas), had a 3 speed transmission, solo saddle, and magneto type ignition.

I remember that my father, Luther Towers, had several old “Pony Model” Mustang scooters in the late 1950’s.

He was always buying, repairing, trading, and selling various old motorcycles out of his garage. His dream was to someday have his own cycle shop. His dream was realized on March 4, 1964, when he and my mother, Ruth Towers, their ages 35 and 34 respectively, opened Towers’ Cycle Shop in a small 25’ x 35’ wooden building, that he personally built right next to our home, at 2026 North Main Street in Paris, Texas. This first building was poorly insulated; heated in the winter by a wood burning stove and cooled in the summer with a “Swamp Cooler”.

On April 8, 1964, they obtained the BSA Motorcycle Franchise, Dealer # 0729. Also, on May 22, 1964, they were awarded a Yamaha Motorcycle Franchise, Dealer # 306620. The very first BSA District Sales Manager was Mr. Fred Lear, and the very first Yamaha District Sales Manager was Mr. Marty Davis.

Like many small family owned/operated businesses, with a very limited capital budget, my parents struggled to get the business off the ground the first couple of years. They subsidized the business income from ’64 thru ’66, by working on Volkswagens and renting camper shells. Initially, the normal new motorcycle inventory was only about 10-15 units. The very first year of business, 1964, they only sold 14 new motorcycles the entire year; 9 Yamaha’s and 5 BSA’s.

The “VERY FIRST” new motorcycle that they sold was a 1964 Yamaha YDS-3.  I remember what was unique about this model is that it had the round “Tuning Fork” emblems on the gas tank, instead of the Yamaha Logo.

In those days, small motorcycle dealerships were very common and many small towns all over the United States had similar shops. The shops in this era were nothing like the large multimillion-dollar conglomerates of today. They were much more than a retail business, they were a place to congregate on Saturdays, relax, and share tales of by gone days.

I remember working behind the parts counter, and searching thru the endless stacks of printed parts manuals back in the days before there were electronic listings. In 1968, Yamaha finally went paperless, and offered “Microfiche” film listings for their replacement parts.

Instead of stacks of parts books, we now had everything condensed onto small film sheets. One sheet took the place of several pages of printed parts books. With this modern innovation, we thought the business had hit the big time….

**The business name was changed from Towers’ Cycle Shop to Towers’ Motorcycle Sales & Service at the beginning of 1970.

In 1969, BSA ceased/limited imports to the USA, so my parents obtained the Triumph Franchise on November 12, 1969, Dealer # 11288. They sold Triumphs until August 10, 1975, when Triumph, like BSA, ceased importing to the USA.

In early March 1971, my parent’s house was sold and moved from the location to make room for the new building at the same address. Work began on the new building in late March 1971.

September 8, 1971 was an important date, as this was the day that the doors were officially opened on the brand new larger building, which my father and Mr. James Hargroves had built. The outside front of the building resembled a barn, which my father thought was a unique idea. Soon after the new building opened, the adjacent original building was torn down to make room for additional customer parking. This building was approximately 15,000 square feet of sales, parts, service, and storage. The expanded sales floor allowed for displaying 60-75 new units.

“Motorcycle Safety Was Always My Parents # 1 Priority”….

My parents wanted to make sure that all new riders knew the basics of safe motorcycle operation. So, in early 1972, they purchased 2 vacant acres behind the shop and built a slow speed dirt riding course to help all new riders learn how to feel comfortable with their specific new motorcycle. This course was especially helpful for all younger/beginner riders. Helmets, gloves, and eye protection were always mandatory.

On October 28, 1975, another milestone in the business, as the Harley-Davidson Franchise, Dealer # 5128, was added.  Back in those days, the Harley-Davidson brand was a “Stand Alone Brand”, which meant that the company would not allow any other motorcycle brand to be sold alongside Harley-Davidson.

After some negotiating, H-D Management waived this solo stipulation, and granted the franchise however, there was one unique requirement that the company required. On all business dealings and/or advertising involving Harley-Davidson, the name of the business would be listed and referred only as:  Towers’ Harley-Davidson

So, from that day forward, the business had 2 names: Towers Motorcycle Sales & Service Towers’ Harley-Davidson

The initial inventory of new 1976 Harley Davidson’s was  8 V-Twins and 12 of the smaller single cylinder 2 strokes. At that time, the top of the line Harley was the FLH1200 Electra Glide, with a retail price of $2,995. A FX1200 Super Glide retailed around $2,600, XLH Sportster was $2,495, and a XLCH Sportster was $1,995.

During those years, AMF owned the Harley-Davidson Company, and the quality of the brand coming out of York, PA was not very good.  Also, during the first couple of years that they had the Harley- Davidson Franchise, they were required, as part of the Retail Factory Franchise Agreement, to also sell the small

2 stroke models that were made in Italy: 125, 175, and 250 models. These models were in direct competition with the Yamahas.

One thing unique about Harley-Davidson in those years, is that they had a fleet of 18 wheelers that delivered new bikes directly from the assembly plant in York, PA to the dealerships.

In 1977, my father purchased six 1968 Harley-Davidson 45ci 3 Wheel Service Cars that had been used by the Dallas, Texas Police Department, at a Police Auction. He paid a total of $1700 for the entire lot. He restored 5 of these, using many parts from a company called Gary Bang in Canoga Park, California.

Many of the parts from Gary Bang were still wrapped in the WW11 Cosmoline Grease.

On many occasions, my father, rode one of them in local parades while wearing a gorilla suit.

One of the trikes was converted to a “Yama-Harley”, as we named it. One of our mechanics had the crazy idea if they installed a Yamaha TX500 engine, this would allow the 3-wheeler to travel at normal highway speeds.

The experiment was success and the “Yama-Harley” was born. But more speed, did not translate to better handling.

Over the years, the dealership was recognized on numerous occasions, by winning several company sales and service awards from both Yamaha and Harley-Davidson. In 1977, the dealership was recognized by Harley-Davidson as a “Top 10” Sales Dealer for dealerships in towns with less than 50,000 population.

In both 1979 and 1980, my parents received an all expenses paid week vacation to Hawaii from Yamaha Sales Corporation, for surpassing their yearly sales quotas.

My parent’s shop could truly qualify as a “Mom & Pop Operation”. My parents, myself, and my younger sister, Debbie, all worked at the shop, but thru out the years we did have a few notable employees that left their mark on the business and contributed to its success. One of them that I especially remember was Charles Francis. Charles was an Army Vietnam Vet and worked full-time at the local Campbell Soup Company on the night shift, but he worked several days a week part-time at the motorcycle shop.

Charles died on September 3, 1971 in a motorcycle wreck on SE Loop 286, near Red Barn Steakhouse, in Paris, Texas. It was a clear Saturday afternoon, we had just fine tuned our 650’s, closed the shop, and we wanted to test them out. Charles was riding his 1971 Yamaha XS1-E, and I was riding my 1971 Yamaha XS1-E alongside him.

Charles Francis and his 1971 XS-1B, taken in April 1971, in front of my parent’s house.


Our bikes were identical, both stock, and Charles weighed about 50 more pounds than me, but for some reason his 650 was always faster than mine. Charles always had a bad habit of laying down on the bike: stomach on gas tank, legs laying on the seat, feet on the taillight, only one hand on the handlebars.

He claimed this help in wind resistance.

At around 85-90mph, he pulled ahead of me, so I slowed down, and then in the next few seconds, he went into the curve in the road and I lost sight of him, the next thing I saw was a cloud of dust/smoke, his XS-1 about 10-15 feet up in the air.

By the time, I rode up to where he was at, Charles was lying in a ditch, his faced covered with blood.

I could tell he was dead. He was wearing a helmet but it did not help, as it looked like his injuries were multiple. In those days, there were no cell phones, but I flagged down a passing car and they went to call the police/ambulance.

The cause of the accident was never fully known, and I speculated for years to exactly what might have happened:

Maybe he hit some loose gravel?
Maybe the drive chain broke?
Maybe he had a tire blow out?
Maybe the Front End Stabilizer malfunctioned?

The crazy thing about this accident, is that this was a routine and route that Charles and I had done/traveled many times.  Charles was only 25 when he died, and I still visit his grave several times a year.

BUT, I will always remember Charles for another more cheerful reason, he was credited as the person that gave my parents nicknames that stuck with them for the rest of their lives. This was in 1968 and he nicknamed them “Moe and Myrtle”….

From that day forward, many of their customers only knew my parents as “Moe and Myrtle”….

Back in the 1960’s and 1970’s, many aftermarket motorcycle parts/accessory vendors had mobile fleet of trucks that came by the shop about once a month to sell items off their trucks; mainly batteries, tires, helmets, wearing apparel, generic accessories, etc. Buying direct from these vendors saved us a lot of freight over the years. One of these companies that I remember most was a company called Ed Tucker Distributors from Fort Worth, Texas.

On May 5, 1981, my mother passed away at the young age of only 51. She had complained about severe headaches for about a year and was diagnosed with Dermatomyositis, an inflammatory muscle disease that is very rare.  At that time, there was no treatment/cure.  My mother “WAS THE BACKBONE” of the family business, and after she passed away, my father lost interest in keeping the business going.

My mother was such a big part of the Family Business that I guess it was never the same for him, without seeing her standing in her usual spot, behind the service parts counter, greeting the customers….

In the 19 years that my parents owned the shop, they only had 1 theft/break in. Sometime on the night of October 4, 1981(a Sunday), someone cut thru one of the plexiglass skylights in the roof of the shop and stole a 1979 Yamaha XS650 that was in the shop for repairs, also 6 helmets, and 13 T-shirts. The funning thing is that the keys to all the new bikes were in an unlocked wall cabinet, but the theft chose a bike in for repairs.

The next morning the police located the bike about 2 miles from the shop. The bike had been wrecked and abandoned, but the damage was minor, and the shop’s insurance covered the repairs. The burglar that stole the bike and the items was never caught.

My father sold the business on January 20, 1982 to Bill and Mary Cole, locate real estate investors. The price was $285,000, a lot of money 35 years ago. What started out as just a past-time hobby, and a love for the sport, turned into a successful small-town business, that provided a good income for our family. During the 19 years the doors were open, my parents sold 2,618 new motorcycles all over NE Texas and SE Oklahoma.

The breakdown in new sales by brand was:

Yamaha: 2,030 units; BSA:  119 units; Triumph: 133 units; Harley: 336 units

After retirement from the business, my father was never without some type motorcycle, and although Yamahas were his first love, he respected and appreciated all brands for their contribution to the motorcycle sport. A few years after he sold the business, I was shocked that he purchased a Honda GL1500.

The local Honda Dealer had been our biggest competition, so I jokingly accused my dad of being disloyal to Yamaha.  A few years later, in 1995, he needed a lighter bike, so he traded the Goldwing for a Suzuki LS650 Savage. The Savage had a very low center of gravity, which helped my father balance the weight.

My father passed on November 14, 1998, at the young age of 70 from complications with heart surgery recovery. He was a very heavy smoker since a young age, and finally had to have open heart surgery. After the surgery, he refused to go thru required rehab, and started riding his motorcycle within just a few weeks, against his doctor’s orders.

When he passed away, his small collection included:

  • 1968 BSA 650cc A65T Thunderbolt (His favorite BSA Model)
  • 1976 Harley-Davidson FXE Super-Glide Bicentennial Edition
  • 1970 Yamaha DT1-C Enduro

My sister and I donated the BSA to the Lamar County Historical Society that recognized contributions to the business history of Paris, Texas, and we sold the Harley-Davidson and the Yamaha to my dad’s long-time friend and motorcycle collector, William “Bill” Cox.

When my father sold the shop, I kept a new 1981 Yamaha XS650 Special II and also a new 1981 Yamaha XS1100 Special, which I still have both today.  My sister also kept a couple of bikes, a new Yamaha Chappy and a new Yamaha Yamahopper. She loved these little bikes as they fit perfectly on her motor home.

I was only 30 years old when my father sold the business, and one of my life’s regrets is not keeping the business myself, and looking back on it, I cannot give a good reason or explanation why I did not keep the family business going.

I have owned many Yamaha models in my over 55 years of being a motorcyclist. My favorites are the ’67 YL-1E, the ’66 Yamaha YM-1 Cross Country, and the ’72 Yamaha XS2.

We all have memories of our lives and experiences on motorcycles, and as I have gotten older, mine seem more vivid and more precious and important.  It’s has been hard to condense the highlights of nearly 20 years of memories into just a few paragraphs. In closing, I hope this brief recap of my family’s part in the history of a different motorcycle era and especially of their attachment to the “Tuning Fork Brand”, did not bore you and hopefully allowed you to reflect on memories of your own relationship to a sport that my entire family truly loved.

Thanks for reading,

Dickie Towers

I Told You So..

Back on issue 318, I mentioned in the“Fast Forward to the Past” editorial that “I think Yamaha is using the SR400 to test depth and potential of the retro/café/classic bike market that has been steadily growing for the past 5 years.” Prophetic words, as it turns out.

Since 2004, Yamaha launched a few models under its (new) Sport Heritage line, including the XSR900 and the SCR950, both featuring modern water-cooled fuel injected engines (in-line triple and Vtwin respectively) and conspicuously chasing the XS1 look.

On May 11th, “poked the tiger with a short stick” by asking Shun Miyazawa, Motorcycle Project Coordinator at Yamaha about a 650 twin revival. I’ll let you read the interview on your own but, in a typical tight-lipped corporate fashion, Miyazawa-san did not confirm or deny that an updated, water-cooled and fuel-injected XS650 (or 750+) was in the works. went even further and drew a concept on how the bike would look like.

Well, that made me raise an eyebrow. A friend of mine, who is one of the most prominent bike builders in the US today, has been working on a “special project”, commissioned by Yamaha, to modernize an XS1/XS2 so they can put the bike on the show circuit and collect customer feedback.

According to the builder, Yamaha is particularly interested in the “feelings and first impressions” that the old twin brings up on people. In other words, they want to understand why we love that mechanical icon so much.

As I predicted, Yamaha is following Triumph very closely, trying to understand why their “neo-classic” (Bonneville, Thruxton, etc.) models outsell the modern ones. It’s clear that “heritage” sells. The question is how.

One thing is unquestionable: the XS650 is the only model that Yamaha can compete with Triumph (or anyone else for that matter) in the hearts and minds of us baby boomers. Now you know why Polaris paid good dollar for the Indian name. Nice to know that the Millennials haven’t killed us yet.

Check out the story and the color concept drawings on

John Chaves –

Ridin’ and Fixin’ them

Funny how fellow riders react to my passion for old motorcycles.  My old pals from Clearwater, FL couldn’t care less, preferring to concentrate on the latest Transformers-looking GSXR1PANTVRZX that require 10 hours of training just to learn how to zero de trip meter. They often ask me “why do you spend so much time on those old things?” My answer is always the same: If I have to explain, you wouldn’t understand.

It might be a matter of age too. With one exception, the FL guys are much younger so they didn’t lust for these bikes in the dealers showroom, staring at them for hours like they were posters of Ursula Andress coming out of the Caribbean sea. The first Yamaha dealer in my little sleepy town (across from Rio de Janeiro) opened its doors in 1973. Its tiny showroom was cramped with DTs, RDs, and TXs. Brazil usually got its models from the International lineup (Europe, Asia, Africa, and So. America) so the colors were a bit different than what was sold in the US. For example, our TX500s and TX650s were gold and black, looking just like the American TX750.  Add the RD200 and the showroom looked (and it was!) a gold mine. I spent more time there than I did in school!

Region might be another factor. Every time I take one of the old ladies out for a spin around here (N. Georgia), I get a lot of compliments and – the best part – questions about the bike. Refueling stops on the ‘75 650 generally earn a thumbs-up or two.  Dogwood Rally’s boss Marty Hallberg introduced me to a nice group of chaps that immediately identified every bike I rode to our meetings. I can’t wait to see if they can correctly identify the year/model of the little Ducati when they see it.

I do like the modern stuff but working and riding those old things make us feel “at home.” For me it’s like I’m on an intravenous drip of pure endorphins.  Perhaps it’s the satisfaction of working with my hands.

Matthew Crawford explains that very nicely (if not scientifically) in his book “Shop Class as Soul Craft”. If you haven’t read it, I strongly recommend that you do so. And quickly.

John Chaves –

New Address and more

The Society has a new address (at the side bar on the right) so make sure to use it in all communications with us. The USPS is forwarding any current mail but let’s avoid unnecessary delays. Thanks David Mangeim for the welcome card!

I am excited to be living up here for many reasons. The excellent never-ending network of great riding roads and the mild weather are a no-brainer however, being closer to a few fellow Society members ranks up there.

Doug Whiteaker’s gorgeous 79 Special

Marty Hallberg is one of the most influential persons in the classic bike scene around the Smokies, successfully promoting and producing two major gatherings around this neck of the woods, the Smoky Mountain Dogwood and the XS Southeast (re-baptized as Vintage Yamaha) rallies.
I attended the XS SE in 2015 (European trip kept me from participating in this year’s event) and I was impressed with the number of participants (near 100) and the overall quality of the event host at the Iron Horse Motorcycle Lodge near Robbinsville, NC. If you have never been there, I strongly advise you to make plans to go in 2017. You will notice that I have included it (as well as the Dogwood Rally) as an official Society event (used to be listed under “Other Events”) and we have big plans for 650 riders.

Bruce Leinaar, Doug Whiteaker, Steve Fillweber, and Camden “Shorty” Price are also a full tank away (maybe 2 but who’s counting) so I am hoping to get to see them more often than one or two rallies every year.

Since the new year is upon us, I will take the opportunity to reveal my two Society-related resolutions for 2017: Get our loaner bike up and running and complete the website.

I have enough parts to put a 1980 650 together, mostly with original parts donated to me, requiring a few bucks in gaskets and other small services to get it running reliably. The objective here is to haul and have the bike available for far away members that could fly/travel to an event and will need a bike to ride. I have had every newsletter since issue #1 digitized and they are ready to be uploaded to the website. It will be a bit of work for cataloguing, archiving etc. but I promise to get it done in 2017.