The True Story of Snicker Bar Dan

The True Story of Snicker Bar Dan

Part 1. How Duke and Danko met.

It’s been years since I’ve talked about Snicker Bar Dan or the events surrounding it. It seems so long ago, as all the characters are long gone, and the myths and stories about John Wayne abound, but I haven’t seen this story in print since a January1992 article about Duke in Arizona Highways Magazine, and a few articles published by Tom Fitzpatrick in the Arizona Republic and New Times Magazine back in the day. I think it’s time to tell the whole story. Not just what happened but approaching the age Dad (Danko Gurovich) would have been when it actually happened, to understand the depth of friendship, the context and possibly the psyche of the characters.

Snicker Bar Dan is a fictional racehorse. It’s the climax of a series of epic pranks played between friends, that almost got out of hand, but forever defined their friendship and made it infinitely stronger. But first, we need to know how this whole thing starts.

Dad met Duke in 1960. He had, for the times a very upscale Motor Inn/Dining Room/Cocktail Lounge called the Copper Hills between Globe and Miami Arizona on Highways 60/70. It had the good fortune of been almost equidistant between John Wayne’s two properties; Red River farms in Stanfield, and the 26 Bar Ranch in Springerville, Arizona. Duke had purchased the large cotton farm operation just before and was not doing well with it. After asking around, he was told that the best cotton man in Arizona was right next door. Louis Johnson and Duke became partners soon after and remained so throughout their lives. Louis himself is worthy of his own novel, but his sense of humor and smarts definitely make this entire story richer by more than half.

So, Duke and Louis have this cattle and registered Hereford breeding operation in upstate Arizona called the 26 Bar ranch. Some of the best Hereford breeding cattle in the world came through there at the time. On one of the first trips up, Louis gets Duke to stop so he can meet up with a friend of his that runs this hotel in Globe-Miami to have a steak and some drinks.

Duke and Louis check in to the Motel and Louis tells my dad that he’s here with Duke. Dad’s pretty pumped at this point to have someone of that stature at the Copper Hills Motel, but he’s been around a lot of famous people in his life, so he doesn’t pick up the phone and spread it around, or worse, take a few steps over to the radio station that was located in the hotel and get it broadcast. Louis tells him to wait in the bar, and they would come down once they showered and cleaned up.

Dad went into the bar, and Duke showed up first. Dad introduced himself, and they grabbed a booth and Duke said, “let me buy you a drink.” Dad said, “Not in my hotel. Let me buy YOU a drink.” Duke smiled and they sat down and chatted, waiting for Louis to show up. This time period was during the 1960 Presidential election. When Louis joined the group, Duke and Danko were into the next round, and politics came up. Duke was a rock-ribbed, “Goldwater-style” Republican; nothing like you would recognize now, but conservative, pro-business and law-and-order.

Danko is not a Republican. Danko was only a few years younger than Duke, but he lived a very different life. He was born in a very rough mining town in the Territory of Arizona, when Taft was President. He started riding the rails at 15 — his first trip was with two friends to Mexico City to see a Heavyweight Championship Fight in 1926 — and did this for the next 8 years during the beginning and height of the depression. It made him a very progressive and vocal Democrat and civil rights activist, and he remained so throughout his life. He had just returned from the Democratic Convention as a delegate to nominate Kennedy/Johnson.

As you might imagine, the conversation turns to politics. It’s friendly banter though, not like what you might witness today, and hours are spent going through a LOT of drinks and they parted the next day quite comfortable over breakfast, with only a few locals knowing what had happened. He really didn’t mention it much to his wife, Maxine, until the next day.

About a week later, the phone rang at an ungodly early hour. Our house had two phones, and one was next to the bed in the master bedroom, on Mom’s side of the bed. She turned over to her husband, knowing full well that he owned a bar, and said, “Danko, there’s some drunk on the phone that says he’s John Wayne. It’s for you.”

Dad took the phone, and it was Duke. He was sending a plane over to Globe to pick him up and spend a few days with him in Newport Beach on his Yacht, the Wild Goose. A life-long friendship was born, and the adventures, pranks and stories that grew from that meeting became epic.

The things you Learn “While you’re in there”…. Rear Suspension Edition

So this weekend, I received from Moss Motors all of the bits needed to rebuild my rear suspension. Goal was to replace the leaf springs, new nylon bushings, check and refill the lever shocks as needed, adjust the rear brakes and clean/paint anything that gets taken off while evaluating any rust areas for the planned bodywork later.

The reason for doing this is — I purchased the vehicle last month, and while driving home it steered quite heavily, and would dart left on acceleration and right on deceleration. I knew the U-joints were good and the front suspension, for the time being, is “tight enough”. It was obvious that the rear suspension was pretty much roached. Just needed to figure out the extent.

All the parts came in from Moss, and they looked awesome. I finally found a Sunday to schedule it, and then, well, here we go! Here are some notes if you plan on doing this.

  • A ratcheting open end wrench for the rear springs is really helpful — It’s a 9/16ths.
  • The front Bolt is 11/16ths
  • The rear shocks are held by 3/4in bolts
  • I’m sure that when MG stopped making vehicles, any company that specialized in making UNF Fine thread bolts went out of business
  • It really helps to wire brush any hardware that you plan to re-use, and paint the flat black. I do this because I want to be sure that anything I “touch” in the vehicle has been replaced “as new”. So every time you work on something, it is cleaned and refreshed. Incremental progress is key.
  • Do one side at a time. It is a LOT easier to line stuff up when it is loose only on one side.
  • Wire brush and clean all nuts and bolts to be re-used. It goes back nicer
  • Clean everything as much as you can ahead of time.
  • While the wheels are off, Clean them up inside and out
  • You will definitely need an extra jack to place the leaf springs
  • When installing the leaf spring, I found that installing the rear side first gave me the easiest time, especially for installing all the busing bits.
  • Use the included lubrication included with the nylon bushing kit. Liberally. Really. Liberally
  • Once the car is on jackstands, I found that putting the trolly jack under the middle of the differential towards the front and in front of the drain was helpful in lining up the U Bolts
  • Clean your hands a few times with Orange goo or whatever you use. It helped me quite a bit.
  • While you’re in there, look at the fuel pump and gas tank wiring and replace any crappy connections that a previous owner may have used for really good ones, and make sure they are out of the way. Why wait for something to go wrong?

What I found — The bushings weren’t that bad, but the springs were more than an inch lower than the replacements, which matched nicelyi. I also noted that the shocks were rebuilt. Whomever rebuilt them did not re-install them correctly, and, if you refer to the attached drawing, left out the bottom plate (#19, one of two, the bottom one) and just bolted the rubber pad straight to the shock mount. I think that might have been the largest source of my troubles. In fact I know it.

Finally piece of advice, always keep a printed copy of the exploded drawings handy so you know what kind of dumb stuff a previous owner has or hasn’t put back on the car.

Rear Suspension MGB (Courtesy Moss Motors) open | download

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Moto Guzzi V7 Classic – 20,010 Miles and Time for some Mods

Where has time gone?  I haven’t written anything about my V7 Classic in more than a year.  I guess life and the enjoyment of life kinda get in the way, plus just actually getting down to business and writing something out can involve a little mental effort.  Funny thing, life may have gotten in the way of writing more articles about this wonderful Moto Guzzi small block, but it definitely wove itself around it!

A long weekly commute for 18 months.

I took a position as an Enterprise Architect Consultant in Detroit mid 2010, and started an 18 month long period of living in an apartment in Grosse Pointe Park, MI, for 4 nights a week.  Weekends were spent at home after making the 300 mile journey back to my home in Oak Park, IL.

I started work around May 1 2010, and, until the riding season ended in Mid October, I never drove a car in Detroit.  Most of the commutes were made on the V7 Classic, so I was making two 300 mile trips a week on the bike, and then 30 miles a day commuting, along with some very fun trips, which I’ll get to in a bit.

Outside of Jackson, MI

Outside of Jackson, MI

The Little Guzzi was awesome.  I only had to take the train back to Chicago on a few occasional weekends when the weather was too rough to ride, and even then I had a couple of episodes when I got caught in a downpour anyway. Continue reading

Moto Guzzi V7 Classic – 20,010 Miles and Time for some Mods

Where has time gone?  I haven’t written anything about my V7 Classic in more than a year.  I guess life and the enjoyment of life kinda get in the way, plus just actually getting down to business and writing something out can involve a little mental effort.  Funny thing, life may have gotten in the way of writing more articles about this wonderful Moto Guzzi small block, but it definitely wove itself around it!

A long weekly commute for 18 months.

I took a position as an Enterprise Architect Consultant in Detroit mid 2010, and started an 18 month long period of living in an apartment in Grosse Pointe Park, MI, for 4 nights a week.  Weekends were spent at home after making the 300 mile journey back to my home in Oak Park, IL.

I started work around May 1 2010, and, until the riding season ended in Mid October, I never drove a car in Detroit.  Most of the commutes were made on the V7 Classic, so I was making two 300 mile trips a week on the bike, and then 30 miles a day commuting, along with some very fun trips, which I’ll get to in a bit.

Outside of Jackson, MI

Outside of Jackson, MI

The Little Guzzi was awesome.  I only had to take the train back to Chicago on a few occasional weekends when the weather was too rough to ride, and even then I had a couple of episodes when I got caught in a downpour anyway. Continue reading

Moto Guzzi V7 Classic – 20,010 Miles and Time for some Mods

Where has time gone?  I haven’t written anything about my V7 Classic in more than a year.  I guess life and the enjoyment of life kinda get in the way, plus just actually getting down to business and writing something out can involve a little mental effort.  Funny thing, life may have gotten in the way of writing more articles about this wonderful Moto Guzzi small block, but it definitely wove itself around it!

A long weekly commute for 18 months.

I took a position as an Enterprise Architect Consultant in Detroit mid 2010, and started an 18 month long period of living in an apartment in Grosse Pointe Park, MI, for 4 nights a week.  Weekends were spent at home after making the 300 mile journey back to my home in Oak Park, IL.

I started work around May 1 2010, and, until the riding season ended in Mid October, I never drove a car in Detroit.  Most of the commutes were made on the V7 Classic, so I was making two 300 mile trips a week on the bike, and then 30 miles a day commuting, along with some very fun trips, which I’ll get to in a bit.

Outside of Jackson, MI

Outside of Jackson, MI

The Little Guzzi was awesome.  I only had to take the train back to Chicago on a few occasional weekends when the weather was too rough to ride, and even then I had a couple of episodes when I got caught in a downpour anyway. Continue reading

Moto Guzzi V7 Classic – 20,010 Miles and Time for some Mods

Where has time gone?  I haven’t written anything about my V7 Classic in more than a year.  I guess life and the enjoyment of life kinda get in the way, plus just actually getting down to business and writing something out can involve a little mental effort.  Funny thing, life may have gotten in the way of writing more articles about this wonderful Moto Guzzi small block, but it definitely wove itself around it!

A long weekly commute for 18 months.

I took a position as an Enterprise Architect Consultant in Detroit mid 2010, and started an 18 month long period of living in an apartment in Grosse Pointe Park, MI, for 4 nights a week.  Weekends were spent at home after making the 300 mile journey back to my home in Oak Park, IL.

I started work around May 1 2010, and, until the riding season ended in Mid October, I never drove a car in Detroit.  Most of the commutes were made on the V7 Classic, so I was making two 300 mile trips a week on the bike, and then 30 miles a day commuting, along with some very fun trips, which I’ll get to in a bit.

Outside of Jackson, MI

Outside of Jackson, MI

The Little Guzzi was awesome.  I only had to take the train back to Chicago on a few occasional weekends when the weather was too rough to ride, and even then I had a couple of episodes when I got caught in a downpour anyway. Continue reading

Moto Guzzi V7 Classic — Exactly Enough Power

The Moto Guzzi V7 Classic has been a resounding success for this company that is now approaching 90 years of continuous production.  It is a comfortable, good-handling and very stylish ride.  I’ve found it to be extremely reliable, a great 500-mile per day bike, and perfectly adequate on power.

In fact, that’s the number one topic of questions and comments about the V7 that I’ve answered.  Further, if one surfs the many Moto Guzzi Forums, whenever the topic revolves around the V7 Classic, there’s always a group that says “I’d get one if it had 80hp”, or “it’s a nice, beginner’s bike”, or “what were they thinking with only 48 hp?”

2009 Moto Guzzi V7 Classic

The V7 Classic is all about balance.  Balance in riding position.  Balance in handling.  Balance in power-to-weight.  The V7C is about 100lbs lighter than anything else in the Guzzi Inventory.  Putting a bigger engine into it would mean bigger frame, CARC rear-end, different wheels and tires, longer wheelbase — a different bike that is NOT a V7C  (perhaps it’s a Bellagio?).  The V7C is a very integrated design.  It is light, great handling, super for the city, more than adequate for the highway and definitely fast enough, especially with the torque characteristics of the wonderful small-block V-Twin. Continue reading