STUNT MAN, RACER, BIKE
COLLECTOR, LEGEND
If you know your way around the streets of North
Hollywood, chances are you can find 11027 Weddington. There's no real
sign on the front of the white one-story building, but there is a an
old burned-out neon logo hanging in a window that says
"Bud." For all I know, it might have been part of a
Budweiser sign at one time.
This is your only clue that you've found Bud
Ekins' shop.
For those who don't know, sit down and learn
something. Bud Ekins was a great movie stunt man for over three
decades, a fantastic racer who dominated in the desert when people
rode real bikes, and a collector/restorer of old bikes.
Bud's claim to fame is that he's the man who
performed the stunt that many credit to Steve McQueen in the movie,
The Great Escape. Yep, the Triumph that sailed over the fence of the
German prisoner-of-war camp, was piloted by Bud, not Steve McQueen. We
talked with Bud about that incredible jump:
Bud: It was the first thousand dollar stunt ever
in the movie industry. It was done in 1962, and that was considered
huge money back in those days.
Rick: Who's idea was it to have you do the
stunt?
Bud: McQueen. We were friends and he wanted me
to do it.
Rick : How long was the actual jump and how high
was it?
Bud: It was about 12 feet from the bottom of the
wheels to the ground, and about 65 feet long.
Rick: Tell us about the bike.
Bud: It was a '62 Triumph; nothing special.
Nothing was done to the suspension.
Rick: You jumped a stocker?
Bud: Yes. Girlings in the back, no sidecars
springs in the forks, nothing. It was completely stock other than a
lighter earlier model front wheel.
Rick: You jumped over 65 feet on a 400 pound
motorcycle! What was the landing like?
Bud: Hard! It just went bang and then it
bounced.
Rick: Did you land on a down-hill grade to ease
the landing, like a ski jumper?
Bud: Nope. I landed on an uphill. You gotta
think about it a bit. I launch off the ground and my bike is 12 feet
in the air. By landing on an upgrade, my bike didn't have to fall 12
feet; the actual drop was about six feet, and that's quite a
difference. I made the jump on the first pass. I jumped. They filmed
it. That was that.
Rick: Actually, you have two of the most famous
bike stunts ever done in the movies. You laid that bike down in Bullit,
right in front of the sliding truck.
Bud: That was easy. But most people don't know
that I did the driving in that Mustang, too.
Rick: How and when did you start stunt work?
Bud: McQueen wanted me to double for him. For
that Great Escape jump, they just bleached my hair and cut it like
his. I was a good five inches taller than Steve, but when you're
wearing the same clothes and you have the same kind of build and hair
style, it works.
Rick: You had a background in racing, obviously,
having won most of the great desert races, but did you ever have any
serious injuries doing stunt work?
Bud: Nah. Twisted my wrist or ankle a few times.
That was it.
Rick: Were there any stunts that really scared
you before you had to do them?
Bud: Most of them. Davey Sharp once said to me:
"Any S.O.B. who gets hurt doing stunts is stupid!" I don't
think he ever got hurt.
Rick: Have you ever turned a stunt down?
Bud: Yeah. Some of 'em were even too stupid to
consider. One of them I passed, and the guy who tried it got killed
and the other guy who tried it after him got maimed bad.
Rick: Why does this shop exist? It doesn't look
like you're exactly scrambling for business.
Bud: I sold my motorcycle business in 1972 and
worked in movie stunt stuff up until about two years ago. I get a
pension from that movie work now. I opened up this place to help me
fiddle around with my hobby, messing around with old motorcycles. I've
been into old bikes since 1950. I don't even try to make any money
here at all.
Rick: How did you get into racing?
Bud: By cow trailing up in the hills. That's
what people did in those days. Then one day the people I rode with
said: "Let's go ride a Hare and Hound." I asked what that
was and they said it was a desert race, so I started riding desert
races.
Rick: You have this shop here now, and pretty
much do what you want to do ...
Bud: It's usually nothing.
Rick: If a customer walks in and ask you to
restore a bike for him, will you do it?
Bud: Nope.
Rick: Do you do any business at all out of here?
Bud: Yes, but only as favors to people. For
example, if they need something I've got, and I've got enough of the
thing, I'll help 'em out.
Rick: So, effectively, this huge shop is nothing
more than a hobby?
Bud: It's just a place to hang around.
Rick: Nothing wrong with that.
Bud: I'm here every day, seven days a week, but
only about five or six hours a day.
(Editor's note: during the day I spent at Bud's
shop, a number of his friends stopped by, to swap stories, exchange
details on bikes of the past, and in general, to have a good time.)
Rick: As I look around this shop loaded with
bikes, which ones - street and dirt - would be your favorites of all
time?
Bud: The old Cyclone would be my street choice,
and for the dirt, maybe a twin-piper CZ, or an early 250 Husky.
Rick: What if you had to ride a vintage bike
from here to Florida, what would you pick?
Bud: A Harley, a '36. Because it was the best
one they ever built. A '36 VL had 80 cubic inches, a four-speed
gearbox, and it would cruise at 80 miles an hour easy. I got one right
over there (points to the corner) that I took to the Great American
Race with a sidecar. They had a choice of a three-speed or a
four-speed, so I put a four-speed in it, so places like that big climb
going to Vegas from Baker, I could pop that thing back into third to
make that ten mile grade.
Well, I got to the top of that grade before I
realized that it was there. I stayed in fourth the whole climb. Those
old antique cars with us, they were down in second gear, boiling and
steaming and chugging.
Rick: So other than being a great place to hang
around, and maybe a project or two gets worked on when you feel like
it, very little business gets done here?
Bud: Actually, Mark Anderson here specializes in
restoring early Japanese bikes. He's really into the late '60s and
early '70s Kawasakis.
Mark: We do work on Kawasakis from '59 up to '72
or so, and some Honda stuff, in addition to the Kawasakis. Most of the
Honda stuff I do is from '59 through '63 or '64. We've even found
parts for CBXs and do a lot on Z1 and Z1-R models. Most of the work is
on the two-stroke triples. It's getting real hard to find parts for
them now.
Rick: It's been said that the Japanese
manufacturers copied most of the ideas of the British bike builders
from the '50s and '60s. Any comments on that?
Bud: In the beginning they did, then they got
smart real quick and changed all that about the second year they were
building them. The Japanese built a bike called a Cabdon. It was a
dead copy of an Ariel Red Hunter. Nothing would inter-change, but it
was a ringer of a Red Hunter. If they tried as hard as they could,
they couldn't have picked a worse bike to copy. Because that Ariel Red
Hunter was not a good motorcycle. That bike, in the late '50s, the
parts were interchangeable with what they built in the '30s! The
design was that ancient. It was an early '30s design.
The cams would wear out in about 300 or 400
miles; they'd get big flat spots in them. They couldn't have copied
anything worse! Then the next bike they copied was that BSA twin. With
a plain main bearing in it! A 650 cc machine with a plain main bearing
in it! They even had the low pressure oil pump failures the BSA had.
So they wised up after copying the two worst
motorcycles possible. If they'd copied a Triumph, they'd have been OK.
They got smart quick and started designing their own stuff.
Rick: Your shop is loaded with bikes. Are there
any you'd like to sell?
Bud: No, I don't want to sell any more. I had
135 bikes and I'm down to about 20 keepers, and that's it.
Rick: Hmmm. I see what looks like 75 or 80 bikes
in here.
Bud: All that Jap junk doesn't belong to me.
That's Mark's stuff.
Rick: What's in your current collection?
Bud: I have two G-50 CSRs, and they were garaged
for 25 years. They only made 25 of them. They're sitting right over
there. I've got number 10 and number 25. I paid $15,000 apiece for
them from some guy who just walked into my place. They're worth about
$25,000 to $30,000 right now.
I've got a 1937 Excelsior Manxman, which doesn't
sound too unusual, except that this one is a 500 cc, which they only
made about three or four a year for about four years. There's only
about 12 that exist.
Over there's a 1915 Indian. That belongs to a
friend of mine who's working on it.
There's a Monark made in New York. It's about a
1912. It's a twin-cylinder, about a 1200 cc. As far as I know, it's
the only one in the world.
And then there's the '13 Flying Merkel, and a
'12 Emblem Twin and a 1913 Polk and a '12 Emblem Single. Then there's
a 1912 Schickle, and I think there are only two of those in existence.
It's a two-stroke single.
Rick: Did you actively hunt for these bikes? How
did you find them?
Bud: Once I started collecting, they came to me.
People started bringing them in. And then I bought a lot of them from
other collectors.
Rick: Right now, I'm staring at a virtually
priceless collection.
Bud: Well, it was, when I had a 135 of 'em.
Once, I had 54 different American-made makes. And they were all
pre-1916.
Rick: Do you ever get a wild hair and want to
put some gas in one of these old classics and take it out for a ride?
Bud: Oh sure. I used to do it all the time until
a few years ago. They have these old bike tours, where you get about
75 pre-1916 motorcycles out, but I haven't ridden 'em lately.
Rick: Most of these bikes here look startable
and capable of being ridden.
Bud: Oh, they'll all run! Every one of them.
Late in the afternoon, I reluctantly left Bud's
shop. Two or three more of his friends showed up and were looking
forward to a game of pool. You see, there's a pool table right in the
middle of the shop.
So, the Cheney Matchless that someone had been
working on got covered up.
At Bud's shop, there are no schedules, no
pressures and no real deadlines to meet. Projects are started when it
seems like the right thing to do, and finished when ... well, when you
get around to it.
In many respects, Bud Ekins has escaped from the
normal day-to-day things that drive so many of us nuts. He spends his
time with his beloved vintage bikes and treasured friends.
In 1962, he was part of The Great Escape.
In 1998, he has accomplished the Great Escape.
|