Patch

Usually I stay out of MKl shifting issues and there is no doubt that Puc knows them better than most. But I wouldn't discount @circa1968 comment. Considering the age V mileage and the fact your recreant oil change is way to dark you may be experiencing sticking issues. I would add the seafoam to the crankcase and let her run with a fan running in front of the rad. Every 5 minutes or so I would gently run thru the shift patterns. I would make sure the rear wheel is off the floor perhaps cut a 2by to ensure the back can't torque down and takeoff. I also would remove the shift linkage at the knuckle to just delete it from the potential bent or miss adjustment. This will take some fiddling to run thru the gears but worth it. The choice in oil is a well proven one. There is no reason to not use seafoam in the crankcase at any point after your oil change.

I started the bike and was going over the clutch handle switch as the bike would only start in neutral. Between starting it a few times and fiddling with the clutch switch and the kill switch as well using the key... 1) all of a sudden the bike went dead. 1) Battery was fried. 1)Now, new battery in 1) it starts 1) runs bad, 1) especially under throttle 2) I noticed the Tach wasn't registering correctly 2) the gear indicator showing "N" was fading in and out as well. I checked all fused and all are good. 3) I ended up laying it on its side ever so gently in my garage The order is changed as to make sense of what are most likely related to the problems. The igniter unit is sensitive to voltage. It will defy logic if it is subject to swing voltages or resistance of any kind; this includes ground paths. Just dealing with the 1’s for now: You will need a multi meter set to auto voltage, or 12 volts DC. The very first check you should perform is voltage out of the rectifier to the battery. The voltage should read less than 15 and more than 12.5. If this is not the case quickly shut it down and I would not restart it until you correct following the members procedures and advice. Next I am inserting a diagram of the electrical: I suggest you start formalizing yourself with it. Start with the legend study the position knowing in which position the drawing has placed the switching in. Then turn your attention to the right hand side of the page and find the igniter box. As you see there are many wires sending signal to the logic of this unit. It is important that the connection plug is clean and that there is NO measurable resistance from the Black Pin on the plug to the frame! Just off to the right side of the box you will see a wire color code Gy that is your Tach and fuel pump relay feed. It is fed off the #2RR coil Primary so think about : it if there is a problem with the R/W wire in or the Primary Coil the will be NO Field to ignite the Secondary side or the Spark plug which is drawn in as the ground (far right). That can also give you a poor running condition but, as I suggested you should first check the charging voltage. As for the starting only in neutral there are other issues that make more sense to me when considering the Monitor unit is not showing other gears. For the moment and my opinion you have more pressing issues to tend to. https://www.venturerider.org/wiring/86-89 Yamaha Venture Simplified Circuit Diagram Rev D.pdf

And for us old guys including Dad

I likes it!! So I just out of a get together that knew some 50 years back. The y called me "the kid" dats right NO capts. So I must say I likes the depth of your shovel! I'll see you one and raise you So one for the ante up for a challenge

I found this documentary told by a Sub Captain WWII For one of the stories you may find this link helpful to understand the "mirage" he encounters while lining up for a torpedo shot. five hour and 23 minutes of story this is a small sample of what the situation he encountered: "Many people must be familiar with the often repeated fact that when we are looking at the setting sun, it is in fact already below the horizon. In astronomy, this phenomenon is known as refraction: the refraction of light in the atmosphere raises objects in the sky at the horizon by about half an (angular) degree." https://finland.fi/life-society/mirages-in-finland/ i

When I started monkeying around as a kid some couple years back the bone yards were great place to go. One day I crawled into a container of carb castings, been hook ever since. "pushing the oil out in about 30 minutes of run time " I'd likely check for stuck rings as well as clearing the ventilation. We have a thread on that stuck rings. Wanted to share these 2 videos with U's, tho not bike engines they show pin boss damage as well as oil cooling short comings. In one video (going by memory) the mechanic pushes down on a piston that then drops. Usually we expect to see some impact scares from knocking the combustion chamber. In the other it shows more the effects of oil cooling results due to poor design oil jets. The oil jets have me thinking about nozzle or tip design. So a question for Ben: on the big diesels whats the most common piston and pin setup you see? And what pressures are they usually? https://youtu.be/MsAa1DwLpKQ https://youtu.be/ihYulB1mzhE

One of the learning curves I went thru was when Ajay came of age and showed interest in mechanics. That's when I began collecting bike projects again. Also tho and more importantly for myself was the MB cars I took a liking to. As I ventured into the drive trains the tolerances were so different then what I had been accustom to. When we think of the rotation speeds of the cranks, cams and chains that are built now V the early racing years we grow a whole lot of respect for maintaining oil pressures. Suzuki on the other hand and in my experience is a looser engine then Yamaha. But and that said Yam has to rely more on viscosity being consistent. I think it was 2010 Yam had a 1000?? that developed a thrust issue that showed up around 14k klm's. One has to question why the mileage for this catastrophic fail was so consistent? Viscosity is the difference between 2 friction surfaces and in the case journals. The most critical is at the maximum bottom before reversing direction or stroke. This is when the connecting rod is about to hit its greatest angle. Any lose of thrust tolerance will cause the journals to canter. That in turn loads the connecting pin, that increases slap, wear on the skirts, wear on the pin bosses, oval bores...... In the case of the Yam sport bike it cause the balance shaft to collide with the crank, blow the bottom end out. Yam did come up with a fix for it but the customers weren't notified (best of my recollection) So the point is if you overheat the engine do we recommend after addressing the overheating issue "and change the oil"? 9 out of 10 times they'll answer I just changed it before it overheated, its good! Unclej mentioned seafoam, personally I put it in my engines before storing, in the crankcase, anything from my diesels to the bikes. It does not effect the friction plates, it is not a friction modifier, it is only a mild cleaning agent, it primary purpose is to liquefy . On a Venture we already know that they tend to clot at the filter feed. If it aint broke don't fix it, aint preventative maintenance ; Agreed?

There is a BUT tho unclej, a gen1 is not a fair example of good ownership. They run when they should be dead, a gen2 bike rider lets a bit of air out of the rubber when no ones looking just to keep in in eye sight. Lets face facts they are a bent attitude of a machine. I heard tell it takes an 1874 50-90 to lame dem mist-fits. The thing is tho that stabilizers make a difference, draining the carbs when storing keeps the shell/casting ready to trigger too. You have enough bikes to know how to store them and likely prep them for a hard ride where as most rely on should be good?

Well how about this: Just because some says a Yamaha Venture never...... (fill in the blank) an old bike is an old bike! Old bikes need maintenance, maintenance performed a year ago regardless of how few miles between last maintenance then stored - the chemical fluids continue to degrade that in turn requires the maintenance to need repeating. Examples hear seem clear, carbs, antifreeze, sticking issues excreta. Ride the old bike more than storing it is better than the other way around. Really not a conspiracy unclej just fact ;

Provoking thought thru experience and logic: Here’s a question for U’s: What is the root cause of system pressures? Resistance (R) right. (R) : Compression is an example of resistance, viscosity, friction all factors of (R). So now what if we consider causes and effects of (R) That’s a simple question to answer right! Here is a common one we see posted often: The Venture engine can run just fine on 3 jugs. No it can’t! The fact that we are often unaware of dropping a Jug has to do with not the engine design rather the engine mountings; the effort to reduce vibration. Those of us that have run the EU cars know firsthand the difference a bad hydraulic engine mount produces even on an engine that is firing or running correctly. OK I am skipping over V angles and the inherent consequences. Recently we had the opportunity to view a clip from Gregg across the Pond. Carl was the first to pick up on it and comment on likely not running on all 4. So what did OP tell us about his running experiences on the stand or on the road? “overheats” his words so overheating and boiling over are not the same nor do they have the same consequences, also, not the same influences on the “duty” clocks! The shake gave it away for me: How often do we see these engines run on three with no visible shake? Yet in the clip shake is very obvious. Also obvious was the slapping noises picked up by the mike at some 6-8’ distance away. On the 2 MKII we ran even with downed Jugs, I needed a listening aid to hear the going ons so, it can’t be just 1 Jug for that engine right any more than it can be a simple overheating issue. This is opposites to the firing order of the crank or major crank imbalance is resulting from the pairing. So at least 2 not firing: This is where we walk thru the (R) consequences to explain the chain reactions that we see and hear in the clip. Starting with what OP told us and what he didn’t recognize but, first another question: Anyone thinks this bike would be able to accelerate at all in 5th and what about 4th? There were likely 2 main issues, carbs and spark: This theory will apply even if the engine was running on 1. Intake stroke draws fuel and air into a jug whether it fires or not (that is just a matter of T. position and available supply), the piston reverses travel compresses without ignition, piston again reverses, ex valve opens charge or charges are pumped into cold pipe down to collector / times down jugs plus evap plus flame from firing Jug exhaust and, we now have a 2000* constant because the cycles continue (make no mistake a warm pipe due to circulation will not ignite the fuel). The attempt at driving speeds with some air flow over the system and the throttle now open more un burnt fuel puddles above the piston past the rings on compression strokes. Why “puddling” combustion temperatures not met and no ignition. But lots of O2 to fuel the fire below also pumped out. Yet another 2 factors of (R) comes into play: Viscosity drops and so does pressure therefore the journals throughout are wet but not floating! Skipping past (coking) we also have increased slap throughout including thrust. Fuel past the rings reduce viscosity and therefore pressure but, increase friction more heat and again less viscosity. (duty cycle/life out the window) Extreme duty: What’s included, seals, gaskets, friction surfaces including clutch and bearings, warpage, all perpetuating the extreme heat and is not reversible. Higher than limits of compression also can create high temp problems thru choked up port restrictions, as well as combustion issues. Let’s add in a failed thermostat as a 3rd problem: (even tho there are bypasses to reduce risk of boiling over) “Changed the stat and all is well bike runs great no more overheating problems” Again overheating and “boiling over” present different pictures and results. OK I’d buy that peace of mind statement but would anyone with such experience believe it? What we can do is manage the results after the effects providing of course we correct the other issues. Look what I found and who remembers Mopar’s stupidly late 60’s early 70’s ? How many blocks & heads did this trap burn hmm hmm Anyone change a catalytic converter and not asked why it went prematurely? #1 cause after theft that is is fuel injectors leaking 2nd is burning oil. If we run a melted cat we fry that side of the engine, yet, most won’t check the fuel system for leaks because it is too expensive, weird or what?

Right on!

Yup that's how it goes. When I bought the 745 the fellow thought he blew his I don't remember what the name was X something. He had been racing it when in his words "it just blew up" "doesn't matter tho cause I found another one and going to swap the engines" I went back with some troubleshooting tools and took a look around. The first thing I did was look at the engine and components from a distance, pull the dip and smelt then rubbed the oil between my fingers and well we know what a blown engine smells like and the grit we will feel, nothing, tho I could smell fuel. I triggered each injector separately then check for spark on the packs he was using. This being an older Jap model it had one large control plug that fed back from the ecm, when probing it I found the plug in place but not locked down, I pushed it in and no burnt anything, the torque in the mounts was what lifted the plug enough to free it that and the clips being busted. No doubt the last running open throttle created a hell of a bang but, no proper follow thru spent money unwisely My point I guess guys is that so many here have a vast amount of experience and, not just on ventures. When we read forum posts there are times when we get bated by the OP seeking your inputs. The questions themselves prove they need the experienced guidance that in my view means someone has to run point or take the lead, the whole of the forum pitches in filling in the color and the missing pieces as the threads progress. I'd like to share this link I came across. This is for all the parents and grandparents aunts and uncles. I think understanding mankind young and old is the key to patience:

Eh guys thought I’d share this experience with you. You all remember my brother SK, well, a woman he is close friends with a single mom with a 10 year old girl and, is pregnant at the moment. She is not a well-balanced person, talks very loudly nonstop; I do my best to steer clear! SK mentions her car broke down and I agreed to go take a look at it. The car was parked on a grade so a risky jack up but the obvious was the need for a battery. So they went and got one while I probed around. After installing it the starter would not engage, then it did but turned very slow, the car started one time. She had scraped together many parts, a starter, right axel, 4 full sets of brakes, washer container all gathered in the trunk. She couldn’t afford a mechanic so I said have it towed to my place and I’ll get it in order. A long story ensued before the car finally showed up a couple days later. I was preparing lunch for a friend (a hot spicy cold pasta salad dish I had dreamt up) and off she goes like I am deaf holding a takeout chilly in her hands……(: oh brother Yesterday I had time to work on this 8th Gen Honda Civic. Once I looked up the schematics for the starting circuit and known issues I took apart the Colom and stroked the ignition slowly while probing the start relay. SK asked on his way to work asked what I found, I explained that it had to be the electronic side of the ignition switch and that she can likely count on returning the starter and the washer container as I had fabbed up a patch! While I was pulling out the component SK had come back with a new electronic control module he picked up before heading to work? He went on to explain she had called him upset because I wasn’t answering the phone, (cashmere is my favourite troubleshooting song why interrupt perfection) she was inpatient and upset because the “parts guy told her the starter had a flat spot and was the problem)!!! Troubleshooting is a game of patients. It is the process of elimination; we must first prove the part failure by working our way to the part noting our measurements as we proceed! We have to ignore the obvious or the assumed failed part until we confirm whatever the circuit we are working on has been proven good before changing parts. That is troubleshooting. In her shopping spree which is a $1000. All I really needed were the brakes and the battery. The axel needed a boot that’s $25. Including grease, the starter is fine, the hole in the washer is repaired (she needs an inner fender to stop it from happening again)! The switch is repaired as you clearly see below. Here’s the kicker: she won’t allow me to keep the repaired switch for say a young guy stuck trying to get to work with another Civic Gen 8 or whoever whatever the next case might be.. That’s right a shellfish hoarder yuck. Look closely on the right and left after cleaned, there is a dimple in two of the contacts, flaw or purpose? Purpose, greater contact area signalling higher current demand. The one on the left is hard to spot but I remember cleaning it so it’s there. No sand paper, just cleaner and grey scotchbrite.

Hi Greg, First I want to say you have a good mechanic already involved in the thread with Tramp. Just re read the post he wrote about the pump, that a OLD MAN that knows his stuff. I'll fill in some comments to your questions below but first off I am only viewing it thru the eyes and ears of experience with old engines meaning not just because it is a Yamaha Venture. ----------------------------- """"Patch - What is it that you think could be the problem ? You think that an oil problem could cause overheating like this without parts failing ?""" Pressures can. What you are describing/thinking is a catastrophic failure. Something does not have to break to reach its limits. Often we see engine with sever over heating such as boil overs in a worn down engine. Sometimes this is a premature failing sometimes neglect sometimes just bad luck. We can easily tell this thru compression and oil pressure readings. I'd be looking for something around 80 pounds of oil pressure. If as I hear via your video is really happening then the journals are bleeding to quickly. Venture does not a potential problem with the oil passages clogging by the way. '''''The carbs were a problem, but seem fairly good now and were balanced with decent gauges."""" Some years back @Du-Rron had a thread where we discussed carb balancing, there are basics that are often ignored by hobbyist when starting a tune. Experience tells us when the tune is not adding up, a hobbyist is at a disadvantage there because we can cheat any carb to match the breath to the intake strokes! ''''''The exhaust could be a problem and does need work, but I don't see why it would cause overheating if all pipes are a similar temperature and it runs okay on the road.''''''' What I am referring to is the potential for a stuffed up system. """"Did you mean use the infra red gauge on the casing by the plugs ? Actually taking them all out takes longer than a couple of minutes, so I'm not sure what you're saying. """" Just pull the wires, work quickly and take the readings at the steel below the insulate, that is as close to combustion real heat as you need. """"The cams could do with shimming - it has been a while since I got into them as access is not easy, but before I faffed with a half dozen other issues it wasn't overheating and I've done much less than a thousand miles since then, so it's hard to see that could have been such a big issue come on quickly since then."""" Furthering my point. ''''I'm glad of every contribution and thank you for your time, but I'm trying to follow the logic and not really following your train of thought.''''' You are only looking at the result as in the boiling over of the cooling system. Trouble shooting is incorporating the failing system as a result of something else "potentially"! Look I've been wrong before however what I stepped out for you will prove it one way or the other. best of luck

what the heck is all this mail about rad problems and curly's? Listening to her run is pretty sad; sounds to me like a hybrid Kawa/HD failed nightmare. 1) fabricate a T to check oil pressure (measure when cold) 2) check compression if those pass then 3) check exhaust for obstructions ( a family of 9 pink things nesting in the collector) 4) Run the bike for 2 minutes, pull the spark wires off the plugs then measure the heat at the base of the plugs. Then repeat for 3 minute at 1/4 throttle. 5) re-shim the cams ps don't fool around with the oil pressure test, you only need one reading, preferably with a T but the crank alone will be acceptable. Saldetramp can help you fab something together he knows where I'm going with the problem

Yes Bro it is! I am overwhelmed with this knowing as well! It remains an insult to follow and read the wichdoctering that accompanies this virus. This club meant to share wisdom has fallen short at times, we have been drowned in conspiracy theories, ill informed opinions, and an uneven moderation has permitted an untruth to be a refection to our intelligence. If any one chair feels personalty insulted by my words then so you reap what you sew. I have been insulted by the ignorance surrounding what has been a forum of maturity and intelligent in all ares other than this debate relating to this matter of C19! We lost a good man because of the ignorance that surrounds us at large....... just my opinion of course.

So @Johnnycyclone I have 3ish projects in my shop a 745i and at easily 2 bike projects in the go. What's say you come pick one and make it yours? HMM

As only a bother would care

A couple things to note with this tragic news of Kevin. This is one guy I liked from the getgo, the first to help me find my way around the MKll. I'd make it a point to thank him ( when I'm around) on every post regardless of who he posted for. He had every needed camera angle and part number. Absolutely impeccable fact based comments. Kevin truly represented what this club is all about. These passing's are growing in number; tho they knock us hard it is imperative that we pass the torch of our accumulated experiences thru the club where, so many have come to settle and clear paths bringing light to the uncertain. Kevin was such a beacon to so many, he will be greatly miss around here! wow eh just stunned at this news

Well we just had a good discussion on PCV for the 1326 cc. Again we get back to the basics and the need to know how close the engines we run are to the benchmarks provided by the factory. Knowing is key to our tuning and repairs. Fluid dynamics is not easy: It baffles the mind to realize that a dip, tube splice or blunt edge may represent a performance flaw but such is the case. CCV (closed crankcase ventilation is by far a safer and cleaner way to go, why it took so long to arrive is well no different then the temptation to reverse it because 1 we have trouble understanding it and 2 we don't trust it I guess. OCV is easier, makes sense too when we only choose to see one side of the loop. OCV has kill many an engine and any of us that worked on the 60's and 70's American muscle engines have experienced the effects and visuals after removing a valve cover; gritty grime right thru the system. Have you ever had the chance to split a intake manifold? I have for more than just one reason too, the signs we see inside are often depressing to say the least. In my time of fooling and experimenting with engines crankcase venting has always been somewhat of a pain until I began working on European engines. Those especially the Benze were quite complex and finicky as well. When they mess up the E.M.S begins spitting codes, it can be a bugger to track down. They can also rune the cats and begin blowing blue out the tail pipes. At first it's a WTF moment, where do I start the guess work. The BMW 4.4 often get valve seals changed because the YIY doesn't even consider the CCV system as a potential and that works out to be roughly a $2970.00 booboo and that's not considering cats. All that to say it is an important factor to maintain and understand the CCV on any internal combustion engine. I found this link by the EPA, it is a bit slow to read because of how the we turn the pages but still a very worth while read IMO, it basically starts on page 7 look for the green arrow to change page. There's a lot to this I hope you'll see my intrigue in combustion and the results of the symphony at play. For a quick sufferance on the value of this read check out page 11 https://nepis.epa.gov/Exe/ZyNET.exe/91010D2I.txt?ZyActionD=ZyDocument&Client=EPA&Index=1976 Thru 1980&Docs=&Query=&Time=&EndTime=&SearchMethod=1&TocRestrict=n&Toc=&TocEntry=&QField=&QFieldYear=&QFieldMonth=&QFieldDay=&UseQField=&IntQFieldOp=0&ExtQFieldOp=0&XmlQuery=&File=D%3A\ZYFILES\INDEX DATA\76THRU80\TXT\00000021\91010D2I.txt&User=ANONYMOUS&Password=anonymous&SortMethod=h|-&MaximumDocuments=1&FuzzyDegree=0&ImageQuality=r85g16/r85g16/x150y150g16/i500&Display=hpfr&DefSeekPage=x&SearchBack=ZyActionL&Back=ZyActionS&BackDesc=Results page&MaximumPages=1&ZyEntry=11

So as the title says a bit busy cooking a ham and fresh pea soup but put together a neat mellow set so if you feel like chilling join in on the chat button!

My English took a turn, I corrected the post above..

This little project of yours seem to have some cool refinements, especially like the baffle and the use of scrub-bud. I thought some on this a couple days ago and came up with the purple or grey scrubs cut to 3/4" then a key ring threaded thru the top say 1/2" down as a pull and lock against slipping. If I were of mind to I might just insert that into the down pipe from the air box. What I would anticipate the webbing would catch the droplets while allowing the vapor thru then drip back down to the crankcase, also easily maintained. Anyways the problem should first be looked as symptom of too much crankcase pressure. So like what you did. Important to think thru fluid theories before altering flows: The P in PVC is the pressure side of the loop. The volume in the crankcase is of course greater than above it. The vacuum in the air box is generated by the intake strokes but, the air box serves as a plenum with a fixed open aperture ! There is no guess work in the air box. As we know each time we expand or reduce areas in flow we change velocities as well but; in so doing we create a low pressure just behind the and in the direction of flow: so meaning the opposite happens when the flow area is enlarged! Take those basics and you can then apply that to the PCV tubing So, that is where the loop goes from Positive to negative, or at least should. This same principle applies to your catch or separator and in your case Gh. at the baffle. the flow slows after the baffle which drops the oil in the container just as it does in a vacuum cleaner! One last consideration : We often read about drilling holes in the air box to get more air thru it, this is false what you end up doing is altering the velocity of the flow thru the plenum, that in turn reduces velosity performance and, low pressure at the PVC port! Hope this stuff helps enlarge your understanding of modification to the essentials of that 4 banger 1326 cc air pump

Boy can I still see, hear and feel the craziness of moments just like that video demonstrates. What I experienced early in life would turn to shape how I anticipated the tomorrows. I just assumed men older than me were not to be trusted, always be ready to run, be ready to shut the coming hurt off, no time to wallow, do what you can to distract him and run. Man I could climb anything, stick to a brick wall like a spider, shimmy up a telephone pole cross thru the lines to another yard like a squirrel! My old man was a violently crazy, Dr. Jackal one minute have your Hide the next. He often ran with a bunch of losers, wanttobe’s yaknow the kind. Yet he was gifted too in engineering. As a kid I had all the broken bones, torn ligaments, ringing ears, black eyes, afraid to sleep markings of a kid growing up bent. There were standoffs with the police, hostage with camp servitors, dragging me along was a stall tactic.. One night with the camp servitors think it was in 66 I grabbed a paring knife to hold him off us while he was negotiating with the police over the lobby intercom receiver. He and I thought my Mom dead; I was boiling over with rage. In 67 he fell tearing off his foot at the ankle; landing as I entered the yard. “get me something to drink” he barked lying face down. The lady there gave me a bottle of whiskey to bring him, the neighbor next door a Dr. gave him a shot of morphine. In those days the ambulance was run by the police and one of them put his arm around me walking me towards the apple tree in the yard “he’ll be OK” he said, I responded “I hope he dies there”. Jumping forward to the late 13/14 age and in another fit of violence I reached for my bat out of my room and puppy began biting back. The gift of the bat that lurked behind my bedroom door is actually an interesting one. I was not a sport enthusiast as a kid; the fellow who gifted it was a brother in-law and a brother to me. He was also a student of Judo. My Oldman tried very hard to throw him out the 3rd story window once. Anyways after that event I was relabelled by family services detained and brought before a judge. I was now waring the title of a potential youth dangerous offender. For one year I was ordered to be under the supervision of Psychiatry. Every week I’d bus to an old institution, was it scary, yup, did it help, yup. What did I find there at the institution? Someone that listened objectively, not judgemental rather a leveling force! She explained that I was more my mother’s son than my fathers and that violence as a weapon was what I knew but not who I had to be? Does one learn the in’s and out’s in a year NO, but the concept seeded Next and not long after I met a fellow; he picked me up from somewhere in a 67 candy apple red corvette. I had met him twice before thru a family member; anyways, he drove me home to the old building we were getting ready to move away from. As we walked to the walk leading to the building he placed his right hand on my shoulder and said “look kid I know about your Oldman he won’t bother you anymore, I promise, don’t worry about him OK” thanks I said, OK. Little did I know then I was green enough for the picking, I had the essentials already seeded. He and I were tight for a long time, in those days he was what we referred to as a syndicate man. After my year was up it was time to place me and I ended up with him as my guardian. Our tightness hit a snag, I can’t share the details but it was my turning point and man was I angry. Thru their teachings they had made me a formidable enemy. This proved to be quite a difficult situation as there was zero chance of making the wrong right. If I fell away there would be no not knowing why. So an agreement was struck and I left the life but, I did not leave the need to revenge it. The ins and outs let’s just say eventually played and as mentioned above I refused to back down or give an inch because I knew in doing so I would show signs of weakening, my family would pay for it when I was not around. So it is true that equaling the score was not my way; if there was an encroachment it was 2 for 1 that is how I kept them away from my family friends and neighborhood. Yes it was a hard life at that age but, never a sad one. Yes I have regrets but I was Mama’s Boy and her Lions Heart beat within me. What I did and had to do was out weight by the good that came of it. My training: I learned that on the streets and in an underground parking. A Fellow named Eve taught his son and I together, he was a hand to hand combat instructor during the Korean war time. He, not I worked for and as an enforcer. I grew my skills on the street and in other training as well. I didn’t stop training till my 50’s. Having kept this to myself for most of my life, I have in recent years been able to rely on it with confidence for which I am grateful. I still get involved on behalf of those that cannot. Yes as my oldest says, “dad you are getting to old for this” I know it to be true but it is who I am and, I’ve earned every ache and mark on me, sometimes it’s just worth being Johnny-on-the-spot Based on what I grew thru sometimes as happened a stranger can do more good by not looking away. It can be as simple as someone not having to stand alone in a crowd. Step up when you can, when you can’t then do the next best thing. Now as to your words GH.: From my book: “While I have decided to share some memories of my early years I cannot promise the whole truth, nor can I claim more pain, more hurt, more shame then other young innocent children of this world both past and present! I can say however for those of us that have had a cruel start to life, victims in the eyes of some, set on a violent path to a violent life, where violence is the only known path likely to inflict the {scars of raging cruelty} this infection of our early teachings on to those that cross or share our path; is simply not written in stone. Stop the cycle. Stop the anger, remove yourself, run if you must, stay gone if necessary. When the noises in your head become bearable, sleep is no longer a fear, when the sudden movement of a stranger extending his arm pointing to his wrist is no longer perceived as an immediate threat; when the scent around you no longer causes you to bead with sweat; then, no longer does the ghetto control your fate, you are free to make your own statements and choices not based on which punishment awaits you. Now free to live without fear, anger and hatred. You have survived them, free to live as you choose one moment at a time; and, you will grow stronger than most: now you’ll be fine! But, remember, always keep the door to those memories, locked shut! I would like to thank all those that shaped the man I have grown to be and that must include all, to the bad I say I have no hatred left to keep you alive, to the good there are not words worthy enough that can express how important a role you played, regardless of the time we shared. Patch”

Yes WE are certain, top down and I watch the progression thru the years as I traveled thru the belt. We appreciate what you bring too! GH