Reader’s Ride
Eight years ago, I bought this 1968 Wards Mojave 260. I didn’t know if I wanted to refurbish it or do something “else.” While researching the Mojave, I saw a few people had put Triumph 500 or 650 engines in them. Then I came across the cover of Cycle magazine from February 1969. The feature story — Benelli Scorcher 650 — with the knock-off Metisse frame and steel bodywork of the Wards Mojave, but with a 650 twin Benelli engine. Benelli planned to sell this in the U.S. but dropped the idea for the 650 Tornado, which was, to say the least, a milder style.
Seeing the Scorcher on the Cycle cover, my mind was made up. I wanted to put a Triumph engine in the Mojave. I called a friend, Pete Eischen (now deceased — I wish he could have seen the finished bike). Pete had done some cool engine swaps, and he came to my house and advised me on how to get started. I picked up a 1972 650 Triumph engine, and the project was underway.
I knew I wanted a single carb, four speeds, and I wanted alloy wheels and disc brakes. I came across a 1985 Cagiva Alazurra for sale cheap. Beautiful cast wheels, dual front discs, rear disc. I wanted a 7-inch headlight, not the Wards 5-inch, so I found a headlight with similar style but in a 7-inch size — a Ural headlight (I installed a modern Hella headlamp). I opted for a Podtronics unit, and standard points and coils. I picked up a brand new Amal Premier at a swap meet.
Another talented friend, Craig, who lives just down the road, helped with some of the more difficult welding and machining processes. Craig machined the Cagiva steering yoke to accept the original Mojave stem. I made frame mods and tack-welded them with a gas outfit, and Craig finish-welded them. Then he machined a ’68 single carb head to fit the ’72 pushrod tubes. Next was grafting the Alazurra swingarm to the Mojave swingarm pivot — it was an awesome weld job. And finally, my “remote” shift lever, which he improved and welded. I must mention my friend Hunter, who contributed several important parts. And Jim Mignogna of Jim’s Motorsports in Weedsport for much advice and cycle parts. Most importantly, I thank my wife, Tamara, for believing in me and my vision.
Why is it called Project 39-1/2? When I was a lot younger, I worked for a small auto glass shop. On my lunch hour I was always sandblasting or painting bicycle or motorcycle parts. My boss Hank would walk by and say, “What’s that? Project 39-1/2?” Well, I was thinking, this is the ultimate Project 39-1/2 and that’s what I decided to name it. The bike weighs 360 pounds with a half tank of fuel. It starts on one kick. Not all is perfect — I already have a short list of items I need to address, but I can still ride it meanwhile. It has just over 50 miles on it thus far.
Al Eckstadt/Jordan, New York/British Motorcycle Club of Central New York
Across the U.S. on a Heinkel
The Heinkel Tourist, listed last issue as an alternative to the Zundapp Bella, was the mount in a favorite book: I See By My Outfit. It’s the interesting account of two men crossing the USA by Heinkel scooter. Published in 1965, I encourage readers to get a copy from years later, which will include a few pages on how the two friends went on with their lives thereafter. An enthralling cycle book, even for non-riders.
Joseph Tamarkin/North Dighton, Massachusetts
Thoughts on the Neracar
Neracar details
The January/February 2024 issue is another keeper. Congratulations. What a wonderful article on the 1922 Neracar. A quick note on its transmission. The two-disc friction drive transmission may have been “unique” in the motorcycle world but was used to great effect on early automobiles, such as the Lambert, 1906-1916, and the Metz, 1909-1922. What it might lack in mechanical efficiency it makes up for in simplicity. Cheap to produce and hard to break. This is based on first-hand experience, as it worked flawlessly for years on my 1960s-era Ariens snow blower! In fact, the two-disc friction drive transmission is still the standard for many snow blowers.
Phil West/Glenview, Illinois
Neracar note
I just finished reading the article on the Neracar, a motorcycle I had heard of but didn’t know much about. The articles text goes into detail about where these bikes were manufactured, but I’m sure the sticker on the fuel tank says “Made in Canada” which was not mentioned in the article. This fact would add to the history, and why was this not touched upon in the article? Otherwise a fine magazine as usual and one I look forward to seeing on my newsstand. Thank you.
Jeff Carruthers/Calgary, Alberta, Canada
Hi Jeff,
We meant to point this out in a caption and somehow failed. The decal is a repop, and is incorrect in mentioning Canada as its country of origin. The story is correct, and the sticker is wrong. The bike was built in Syracuse, New York. Thanks for reading MC! — Ed.
