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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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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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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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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Robin Olds

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Robin Olds (July 14, 1922 – June 14, 2007) was an American fighter pilot and general officer in the U.S. Air Force. He was a "triple ace", with a combined total of 16 victories in World War II and the Vietnam War. He retired in 1973 as a brigadier general.

The son of regular Army Capt. Robert Olds, educated at West Point, and the product of an upbringing in the early years of the U.S. Army Air Corps, Olds epitomized the youthful World War II fighter pilot. He remained in the service as it became the United States Air Force, despite often being at odds with its leadership, and was one of its pioneer jet pilots. Rising to command of two fighter wings, Olds is regarded among aviation historians and his peers as the best wing commander of the Vietnam War, both for his air-fighting skills and his reputation as a combat leader.






Olds was promoted to brigadier general after returning from Vietnam but did not hold another major command. The remainder of his career was spent in non-operational positions, as Commandant of Cadets at the United States Air Force Academy and as a bureaucrat in the Air Force Inspector General's Office. His inability to rise higher as a general officer is attributed to both his maverick views and his penchant for drinking.



Olds had a highly-publicized career and life, including marriage to Hollywood actress Ella Raines. As a young man he was also recognized for his athletic prowess in both high school and college, being named an All American for his play as a lineman in American football.



Olds expressed his philosophy regarding fighter pilots in the quote: "There are pilots and there are pilots; with the good ones, it is inborn. You can't teach it. If you are a fighter pilot, you have to be willing to take risks."

Smokin’ Joe Leonard

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By Eric Johnson

“Good motorcycle racers can always do well at car racing. But very few, if any, car racers could succeed in a motorcycle race.” Joe Leonard

the Flat Track Thunder website

Beginning way back in the 1930s, a number of championship-winning motorcycle racers began climbing off their bike and looking at auto racing as a second phase of their careers. In the 1930s - and in the decades to follow - Europe brought us “two to four wheel racers” Tazio “The Flying Mantuan” Nuvolari (considered by many to be the greatest single racer who ever lived and once said something to the effect of “I only feel exhilarated when the valves are smashing against the pistons”), Bern Rosemeyer (the great German-born Grand Prix driver who was killed while trying to break the world speed record in an Auto Union Streamline on January 28, 1938), Jean Behra (who died in a Porsche at the AVUS circuit in Berlin on August 1, 1959), John Surtees (the only driver to win motorcycle and automobile World Championships), Mike “The Bike” Hailwood (who won nine motorcycle World Championships and proved to be a deft Formula 1 driver) and many others.

the Flat Track Thunder website

While the great racers of Europe who made the transition from motorcycles to automobiles received global attention, the United States of America produced a motorcycle and auto racing champion who was, arguably, as good or better than any of those who had ever lived. His name was Joe Leonard and he was born on August 4, 1932 in San Diego, California. As a boy, fascinated by the motorcycle racers who competed in meets near his home put on by the Aztec Motorcycle Club, at age 19, Leonard packed a suitcase and moved north to San Francisco to begin his career in racing. Getting things started on a Triumph, Leonard rode hard, if not a bit wild. Nonetheless, a local, highly regarded engine builder named Tom Sifton took note of Leonard’s “diamond in the rough” talents and hired him on to ride for his San Jose-based Harley-Davidson dealership. In his rookie year of 1953, Leonard proved he was the real deal, winning four nationals. In 1954, Leonard won the first AMA Grand National Championship. After placing third in 1955, he’d come back to reclaim the National Championship in both 1956 and 1957. When all was said and done in his two wheel career, Joe Leonard won 27 national victories, most of them on the terribly dangerous mile and half-mile dirt track circuit of the U.S. in which danger – if not death – lurked at every corner. Interestingly – and showing his supernatural abilities – Leonard also won the fabled Daytona 200 raodrace on two occasions.



In 1961, Leonard decided to bring the curtain down on his motorcycle racing career, but not before winning three Nationals and finishing second overall in the Grand National Championship. By this time, Leonard was already looking to begin a career in auto racing, and on September 7, 1964 showed up ready to race in DuQuoin, Illinois. The beginning of his USAC (United States Automobile Club) Champ Car career started with a 14th place finish in the #16 Konstant Hot Vollstedt Offy Dirt Champ Car. (the legendary A.J. Foyt won the race).

A year later, Leonard qualified the #29 Halibrand Ford 27th for his first Indianapolis 500. Although an oil leak forced him out of the race, he did leave town with a cool memory.



“A guy came by the garage and was looking at my car, which was facing out. “Come on in and get a closer look,” I said. He kind of reminded me of my grandpa who used to take me to the midget races is San Diego where I grew up. He looked it over real good and asked some great questions. He thanked me and slowly walked off. Just then, an old-timer that I knew came by and asked “who is that sharp old guy?” My friend looked over at him and replied, “That’s the guy that won the first Indy 500!” I am sure glad I was nice to him. I will never forget that time in my life. My first Indy 500 and I met the very first winner.”

By the way, that man’s name was Ray Harroun and in the yellow #32 Marmon Wasp, won the first Indianapolis 500 on May 30, 1911 at an average speed of 74.602 miles per hour.



Leonard would go on to race the wild and wooly USAC Championship Car series from 1964 through 1974. He would start 98 races – in fact in the famed Granatelli turbine car, he won the pole for the 1968 Indianapolis 500 – wins six races, and most impressive of all, claim the 1971 and 1972 USAC Championship Car Season Championships (better known as the “Indy Car” series). Surpassing the great John Surtees, Leonard became known as “The Only Racer in the World” to have won multiple National Championships on both automobile and motorcycle racing back-to-back.

On March 10, 1974 at the now long gone Ontario Motor Speedway in California, Joe and his #15 Eagle were flying through the pack when, on lap number 146, his left tire disintegrated, slamming the cay into the wall. Leonard suffered sever feet and leg injuries and the shunt marked the end of his career, but thankfully and unlike many of the former motorcycle-turned-car racers who came before him, he recovered and today leads a happy life as a grandfather and racing fan.

Rick Muther (33), Joe Leonard (20)

In the early 1970s, when I was nine years-old, my dad and uncle took me to see the Michigan 200 in Brooklyn, Michigan. Joe Leonard competed that day and at one point during the race, he flashed by our section of the grandstands at nearly 200 miles per hour. “That’s the greatest racer who ever lived,” said my dad, who loved both car and motorcycle racing and knew all too well about Leonard’s accomplishments. I didn’t really understand what he meant at the time, but I certainly do now.

Dice Release Party in NYC

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If you're hanging around in Nyc tomorrow dont 4get this party ... Should be fun

http://www.dicemagazine.com/

The Erzbergrodeo XVI

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via dirtbike.off-road.com

Ambitious Offroad motorcycle riders and Actionsports-Fans from over 30 nations and 4 continents can mark the first weekend of June 2010 in their calenders. The sixteenth edition of the notorious Erzbergrodeo will be held from June 3rd to 6th at the tiny city of Eisenerz, right in the very heart of Austria!



The preparations for the world's biggest motorcycle offroad event are running at full throttle. Race promotor Karl Katoch and his crew are getting ready to welcome more than 5.000 riders and their entourage from all over the world once again in 2010 at the “Iron Giant". The world's top riders from Enduro-, Motocross-, Trials- and Rallye-Sports will challenge the breathtaking race as well as enthusiastic Amateur- and Hobby-riders from 4 continents.



The race is on: the online registration will kick off in late September!
If You want to visit their website, its here : www.erzbergrodeo.at

Chuck Palmgren

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via : AMA Motorcycle hall of fame

The AMA is pleased to announce that National-winning dirt-track racer and successful tuner Chuck Palmgren is the next member of the AMA Motorcycle Hall of Fame Class of 2009. Palmgren -- who won multiple Mile events as a racer and earned a reputation as one of racing's leading tuners later in his career -- will be among the motorcycling heroes honored at the 2009 induction ceremony at the Hard Rock Hotel & Casino in Las Vegas this Dec. 5.

Stop worrying about business today

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De Coster World Champion - 1971

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In 1971, De Coster made the difficult decision to leave ČZ and join the Japanese firm Suzuki. It was with Suzuki that he would attain his greatest success, winning the 500cc Motocross World Championship three years in a row in 1971, 1972 and 1973.

The Lovell House

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The Lovell House or Lovell Health House is a modern residence designed and built by Richard Neutra between 1927-29. The home, located at 4616 Dundee Drive in Los Angeles, California, was built for the physician and naturopath Philip Lovell. It is considered a major monument in architectural history, and was a turning point in Neutra's career.



It is often described as the first steel frame house in the United States, and also an early example of the use of gunite (sprayed-on concrete). Neutra was familiar with steel construction due to his earlier work with the Chicago firm Holabird & Roche. Neutra served as the contractor for the project in order to manage the cost and quality.



Aesthetically, the house follows many of the principles of the International Style, and was in fact included in the 1932 Museum of Modern Art exhibit that retrospectively defined that style. In essence the house reflects Neutra's interest in industrial production, and this is most evident in the repetitive use of factory-made window assemblies. In fact, Neutra's apprentice Harwell Hamilton Harris suggested that Neutra was drawn to America because of Henry Ford.
The interior reflects Neutra's interest in Cubism, transparency, and hygiene. The 'minimal' detailing shows the influence of Irving Gill. In another nod to industrial production, Neutra installed two Ford Model-A headlights in the main stairwell. (The headlights were provided by Neutra apprentice Gregory Ain.) The Historic American Buildings Survey described the Lovell House as "a prime example of residential architecture where technology creates the environment."



Philip Lovell was enchanted with the house and praised his architect publicly. Lovell had previously commissioned architect Rudolf Schindler to build the landmark Lovell Beach House in 1926.

The Lovell House was added to the list of Registered Historic Places in Los Angeles in 1971.

The Stockton Mile

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