OUR REAL BUSINESS
Larry Hughey is the owner of Larry Hughey’s Interior Refurbishing LLC. D/B/A Hughey Hartman Upholstery. Family owned since 1921. We specialize in commercial and residential upholstery. We also do steam extraction cleaning.
Larry has a strong motorcycle background. He is a lifetime AMA member. He raced on a Suzuki TM100 for Cycle City in Indianapolis. He placed 2nd in the 100cc class in 1974. In 1975 Larry opened an accessory shop called World Class Products. Larry still enjoys going to Pro and vintage races.
At the moment Larry owns 6 motorcycles. Three are vintage bikes which he has worked on to return to a semi restored state. Which means bringing back to a former position or condition. I do my best to bring back to a former state but they are not in perfectly restored condition. Bike number 1 is a 1972 Hodaka 125 Wombat.
This bike was bought from Rik Smits at one of his Boone County Motorcycle shows. I think the purchase price was $600.00. I totally went through this bike and this is the results.
This motorcycle I ended up buying two motorcycles so that I had enough parts to put together one motorcycle. The hard problem on these particuclar bikes is to find a down pipe. They are hard to find.
Nicknamed the ‘CYCLONE’ the TM400R was the first Japanese production motocrosser to be mass-produced. The huge 82.5mm bore piston turned out 40 bhp at 6,500 rpm and along with the fan-finned cylinder head it had a compression ratio of 7.3 : 1. The crankshaft halves were not full circle type as fitted to most two-stroke engines and made the engine rev more; one answer was to fit aftermarket flywheel weights made by Competition Dynamics in the USA. The clutch was based on the T500 road bike with seven fibre drive plates and seven metal driven plates it was operated by a rack and pinion type mechanism. A five-speed gearbox provided transmission. Carburation was provided by a Mikuni 34mm carburettor featuring a fuel trap around the main jet, developed to keep the float level more constant by keeping the fuel in the trap area. Air filtration was by a large capacity, dry paper element housed in an airbox under the seat.
It had Suzuki’s Posi-Force oil injection rather than the usual pre-mix used on most competition bikes of the time, the two stroke oil tank was situated behind the right hand number plate. Kokusan Denki provided the sparks with their new pointless electronic ignition (PEI) that had an automatic spark advance curve from eight degrees at 2000 rpm to 28 degrees at 5000 rpm.
The front forks had seven inches of travel but this wasn’t all used because the standard springs were to heavy. Rear suspension also was very stiff and only provided four inches of travel.
It was very powerfull and unlike the ‘Works’ bikes of DeCosters it didn’t handle, infact it was totally different to the factory racers and more suited to the open type racing or desert races in the USA. For the more serious competitor specialist frame manufacturers produced frames to help the handling problems, Eric Cheney in the UK and Red Line Engineering in the USA were two such companies. Folding footrests were made from fabricated steel. The fuel tank had a steel twist type cap with air breather and badges that screwed on, the colour was Chrome Orange (Suzuki colour code 184) with a black stripe running under the badge horizontally.