Bud Ekins, 77, motorcycle stuntman dies, most famous stunt was jump scene in "The Great Escape"
wazzzy
Bud Ekins, one America's pioneering off-road motorcyclists, died on
October 6. He was 77 years old.
Ekins' racing career spanned from the days of desert and mountain
endurance runs to the modern era of scrambles and motocross and he was
one of the first Americans to take part in the World Motocross
Championship in Europe in the 1950s. He also earned gold medals in the
International Six Day Trial. Following his racing career, Ekins went
on to become one of Hollywood's leading stuntmen and his most famous
stunt was the motorcycle jump scene in the 1963 movie, "The Great
Escape," starring another famous motorcyclist, Steve McQueen. Ekins
also went on to be one of the country's leading collectors of vintage
and rare motorcycles. At one time, his collection numbered over 150
motorcycles and was considered to be the most valuable in the country.
In 1955, Ekins won the Catalina Grand Prix, one of the most
prestigious races in the country, taking almost 10 minutes off the
race record time while riding a Johnson Motors Triumph. He also won
the Big Bear Run three times during the 1950s, including the 1959
victory in which he completed the 153-mile course over half an hour
ahead of the second-place rider - despite suffering a flat tire and
breaking a wheel. For a period during the late-'50s and early-'60s,
Ekins was easily the most dominant racer in desert events. He was also
a founder of the famous Baja 1000, making record runs down the Mexican
peninsula in the early-1960s.
Ekins' greatest accomplishments came in the International Six Day
Trials. In 1964, Ekins, his brother Dave, and Steve McQueen raced in
the ISDT in Germany and the team led the international competition
before McQueen was involved in a crash and Ekins later broke his leg.
In all, Ekins won four gold medals and a silver medal during his seven
years of competing in the ISDT during the 1960s.
: By the mid-1960s, Ekins owned a Triumph dealership and had become
something of a hero to Hollywood's young movie actors, who would often
hangout at his shop. One of those actors was McQueen. Ekins helped
McQueen learn off-road racing and the actor became an accomplish
racer.
Through his association with McQueen, Ekins began his career as a
movie stuntman. In 1962, McQueen asked Ekins to come to Germany to do
some stunt riding for the filming of "The Great Escape." Ekins was in
Germany for more than four months working on the film and it was at
the end of shooting that McQueen and Ekins came up with the now-famous
jump scene.
Ekins continued doing stunt work until he was in his mid-60s, his
stunt career spanning some 30 years.
PirateJohn
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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:
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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.
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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.