Letters
LETTERS
LET'S FIX 'EM
I agree with you and your people 99% of the time, but there is one topic I must take issue with you on. About a month before your article appeared I purchased a 1952 Vincent B.L. for $2200.00. It had just been completely gone over at the works and it looked very impressive. The first time I rode it I nearly killed myself. It was exactly as you described it. But we all went to work on it. Many, many hours and $30 later the frame was fitted. The machine tracked beautifully. And, many hours and another $75 later we had our own set of brakes in. Now the machine goes, handles, and stops. So we all went riding. We talked to 97 riders and wrote down the comments of each. 72 would have bought, 19 would not have bought, 6 were undecided. 57 of the 72 who said yes said they would do the work themselves. In other words there are a lot of amateur Clem Johnsons riding around. A different breed of cat.
Motorcycles are made to tinker with. I wouldn't think of buying a bike to just ride it around and say look at my pretty motorcycle, putt putt putt ... Of the hundreds of people I have talked to in the last year no more than ten were content to just ride around and not tinker.
So to make my point clear: many bike riders like to tinker. My simple suggestion: when you find something wrong with a bike, do some research on how to fix it and include it in your report. I can guarantee you if a guy wants a bike bad enough he's not going to let a slipping clutch or weak brakes stop him. I wouldn't. None of us here would. We'd buy it and fix it. A different breed of cat.
MARTY OLSEN JAN COLLINS MIKE WILSON BOB STOTTS Walnut Creek, Calif.
COUNT AGAIN
Your May issue was the best yet. However, your claim that it is the largest motorcycle issue ever published puzzles me, because the November 17, 1960 issue of "Motor Cycle" had 276 pages.
DAVID ADAMSON Alexander City, Ala. Count again. They number their pages yearly. Ed.
40 YEARS OF RIDING "DOWN UNDER"
For forty years now I have been riding motorcycles and for most of that time I read the leading English publications. Two years ago I switched to CW. I think I can say that the majority of all cycle magazines are read by people who not only want to keep abreast of current sporting activities, but also want as much information as they can get on the latest bikes and what performance they will give. To your magazine I give full credit for the number and exactness of your tests.
Here in Australia, motorcycles are now few, and American machines, except for some ancient ex-army types, non-existent. I started motorcycling in 1925, on back roads at the tender age of 13. During the "Big Blue" I spent nearly 7 years in the forces, a lot of it on bikes.
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What I would really like to see on the market is a scooter with 12-inch wheels, and an effortless cruising of 60 mph, with more in reserve for passing. I will probably have to end up by putting a Honda or Yamaha engine in a Heinkel frame myself to get what I want. As a final suggestion, why not have a series of articles on some of the older jobs after 5 or 6 years work, give them the once over on general condition and how well they have stood up to it. I realize of course that you must strike an average.
ALBERT WATSON Victoria, Australia.
LET'S GO -
I am a subscriber of CYCLE WORLD which I enjoy very much. I have a ranch in Santa Paula Canyon, 5 miles north of Santa Paula, Calif, on highway 150, back of Steckle Park. Due to the closing of most of the back country to trail bikes, and very few places to ride, I opened my ranch to the public on Saturday and Sunday. All types of trail bikes are invited under 10 horsepower, no admission charge.
I have several miles of trails which I have built with my bulldozer; also several hill climbs up to 50% grade. This provides a lot of thrill and interest. On a weekend, it is not unusual to have 75 to 100 machines on our trails.
Through CYCLE WORLD, I would like to extend an invitation to all interested parties, clubs or individuals, to spend the day or weekend with us. There is no charge, and the only restrictions are 10 horsepower maximum and all machines must have mufflers. There are trailer and camper spaces in nearby Steckle Park, $1.00 per family per night.
GLEN ANLAUF Rt. 2, Box 138 Santa Paula, Calif.
NEVER TOO OLD
Enclosed is a photo of Ross Smith, Sr., age 67. Ross recently purchased a Honda Trail "55" for his only means of transportation. Since he purchased the cycle he has made fishing excursions as far as 400 miles round trip. This was his first cycle also.
No man is too old, no cycle too small, no trip too far, if you have the desire to own and ride a motorcycle.
EARL L. DEES Sales Manager Honda of Montgomery Montgomery, Ala.
NEWS MORE OFTEN
I wonder if you could tell me if there is any publication in the United States or in the West which fulfills in the field of motorcycles the job which Competition Press fulfills in the field of automobiles. I am speaking of the rapid reporting of competition results.
I do not mean to imply by the above that your magazine is inferior to others. It is without a doubt the best publication in the motorcycle field and perhaps even the best of all the "enthusiast" publications. The magazine is, however, hampered in the reporting of competition results by its monthly publication date. A weekly or bi-weekly publication is not hampered in this way and can report with greater ease competition results. What a magazine should do, however, is report in depth, and this your magazine does admirably.
PAUL TOMITA Oakland, Calif. In Southern California, "Motorcycle Journal" amply fills this need. Their address is Box 68, Huntington Park, Calif.
YOU NEVER KNOW
I was distressed to find that Mr. (or Mrs. or might it just possibly be a shapely Miss) J. G. Krol of Bellflower, California, writing in a letter to the editor in the May edition under the heading of "Magazine Payola," asked the editor point blank, bare faced:
"Is it or is it not true, I ask you, Sir, to answer with a simple yes or no, that W. B. Swim has a brother-in-law named Soichiro?"
To save the editor possible embarrassment, I shall take this opportunity of answering directly. Sir, I was most displeased that you had not only taken the trouble to search out one of my personal relations but had as well the gall to make it public to the readers of this magnificent magazine.
I can only thank my lucky stars that you found out about only my brother-in-law Soichiro, but apparently are ignorant of other kin of mine such as father-in-law Genichi, uncle Shunzo, cousin Kanichiro and nephew Kimio.
W. B. SWIM Tokyo, lapan
HERE WE GO AGAIN
I wrote you some time ago complaining about your advertising (too much and curiously corresponding with road tests) and all I got was a lot of doubletalk about how you would never think of such a thing. Well, I'll be damn interested to see if you print this observation on your advertising-editorial policy: If, as you recently claimed, your "Around the Industry" column is strictly editorial and not perhaps after the advertising dollar, why is the "Dept. CW" included in the address of firms marketing new products reviewed in that column. Ha? I counted 10 examples of this sneak advertising-dollar-grab in May '65 issue. Go ahead — print this letter — but only if you've got a dandy excuse figured out.
BILL CROOKER Park Ridge, Illinois What's wrong with having the recipient of an inquiry know where the writer read of it? "Around The Industry" is a free and independent editorial column dealing with the motorcycle trade. CYCLE WORLD, in a minor way, is part of that trade. You have an evil mind. Ed.
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FAR APART NEWS STANDS
I must say that we have quite a bit of trouble obtaining this Great Mag of yours, they go like "Wild Fire." It was necessary for me to drive 130 miles to obtain the Feb. issue and then I had to purchase 23 copies for the boys in the unit. So we have nothing but praise for your fine work in keeping motorcycling a great and enjoyable sport.
SGT. BILL STEWART
Braconne (Chte), France P.S. That 130 miles we drive to buy your mag is "ONE WAY".
LEAN YEARS AHEAD?
Something must be done! Last year I attended the annual cycle races at the Meadowdale race track in Carpentersville, 111. It was like standing in a graveyard and watching bees fly by. The whole place was almost deserted! Here we have a track almost in the heart of Chicago and no interest. Why? I think it is primarily because of the complete lack of advertising that was done.
Every Friday over the biggest radio station in Chicago they start yelling about the bigger than ever drags to be held the coming Sunday. The result is huge crowds and a good time all around. Why don't the people in charge of the Meadowdale cycle races get on the ball and start using their smarts? If things haven't changed this year, it will be my last.
BRAD PERRIGO Beloit, Wisconsin
HOW LONG CAN YOU GO WITHOUT SLEEP?
I figured if I subscribed to your fine magazine, you'd print my letter. I am an avid fan of your magazine and would appreciate your answer to my question. Here it is: This August I plan to ride my 1965 Honda 305cc Super Hawk from here to the New York World's Fair. How many (maximum) miles could I run the machine a day at a cruising speed between 60 and 70 mph? A friend of mine will be making the trip with me. His bike is identical to mine. Would anyone in this area be interested in making this trip with us? If so, contact me at TE 8-2771 Ext. 67, Spokane, Wash.
Thanks for printing CW and keep up the good work.
BILL SCHUCKHARDT Box 27, Spokane Intl. Aprt. Spokane, Washington 99217
ATTENTION NSU OWNERS
Do you know if there is an NSU owners club in the U.S.? If there is could you send me the address? I am assuming there is no such thing so to make a long story short I would like to start one or the next best thing.
I would like to correspond with NSU owners in the U.S. and make a list of their addresses. This would be sent to all NSU owners and thus enable us to find parts and service along with repair tips and moral support. As you know parts for NSU are dear — especially for my machine since it is a 1957 Special Max. ALEXANDER ALLMAYER-BECK 1340 Oak Street Syracuse, New York 13203
INCORRECT ADDRESS
Thanks for publishing my letter in your May issue of CYCLE WORLD regarding the two reservoirs. However, there has been an error because you gave my address as Huntington, Virginia and it is Huntington, West Virginia.
Will you please correct in the next issue.
O. E. HAUBROCK 425 Whitaker Blvd. Huntington 25704 West Virginia Phone: 525-4462
MORE ON THE LEGISLATOR
I have just finished reading "The Legislator Will Get You If You Don't Watch Out" (CW May 1965). Making one's feelings known to elected government representatives is always a good idea. However, care and thought must be exercised before merely asking for laws to your own advantage. For example, a number of years ago (I think 1957) Illinois put through a bill that let people fourteen and fifteen drive motorcycles five horsepower and under; however, the Illinois driver's license covered only people above age sixteen. A license was not needed to drive the lightweight bikes, thus a license could not be revoked for reckless driving and repeated violations. I remember seeing some bikes driving on sidewalks and on people's lawns. Also, adults who had lost the use of their driver's license due to carelessness and/or drunken driving were now able to attend the bars and drive home on their five horse-power motorbikes. The final result was that Illinois removed the law completely.
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I am the last one to wish laws against the use of motorcycles, but this Illinois law did more harm than good. What we need is to encourage laws that will result in the safe and sane use of motorcycles, and then the sport or means of transportation will continue to prosper. Perhaps limiting certain bikes would not be a bad thing, for example small bikes might cause a problem on freeways and toll roads, yet I depend upon these roads and desire to take my bike on these roads because it is able to stay with the traffic and pass if necessary. Also the use of helmets on roads where high speeds are allowed (some roads demand minimum 40 mph) might be a wise idea. Thank you for your time.
JAMES A. DUNHAM
Boulder, Colorado
Will the legislator "get" you (CW, May) because you are a member of a group which has lately become more visible, or will he "get" you because you are a member of a group which it pittifully underorganized? Your feature on legislative attempts to restrict motorcycle travel on the public highways underscores a most immediate threat to riders. But there exist several other irritants two-wheel enthusiasts must put up with which, on a day-to-day basis, can be just as annoying.
For example: Insurance. New Jersey cyclists who obtain insurance from a company that specializes in motorcycle underwriting must also pay a fee into the state's Unsatisfied Judgment Fund. The reason? "To be considered insured," the state says, "an owner must be insured . . . by a company authorized to write automobile liability insurance in New Jersey" (emphasis added). In New York City, motorcyclists, irrespective of their past driving records, are placed in an assigned risk pool, thereby forcing them to pay premium rates in a state which requires insurance on all vehicles.
Service: Most motorcycle dealers in this area keep their service facilities open during standard business hours. A motorcyclist unfortunate enough to run into mechanical trouble in the evening or on Sundays had better be prepared to walk or take the nearest bus, train or subway home. The industry is woefully short of even reasonably qualified mechanics; the repairmen who work for roadside garages generally don't even know how to put gas into a two-wheeler. Heaven forbid that they should try to repair one!
Police: Noisy trucks and buses grind their gears over the foothills of this area while motorcyclists are stopped by the police. One rider was curtly halted twice within two weeks and sternly warned not to come racing his engine around that quiet neighborhood at night. His machine — a Honda Benly.
Licensing: New Jersey requires separate road, written and eye tests for a motorcycle operator's license, even though the written and eye tests may — and probably will — be identical to those taken by the same person for an automobile driver's license. The road "test" has, on occasion, consisted of driving around two poles at the testing site.
Toll Roads and parking: The smallest two-wheeler arriving at the World's Fair this year will pay the same $1.50 to park as the largest Cadillac. While motorcycles are far lighter and more compact than private automobiles, they still must pay the same toll rates as cars on most Eastern toll roads, bridges and publicly operated parking lots.
These irritants, along with attempts to restrict machines, are all legitimate concerns of a legitimate special interest group. For someone whose interest in motorcycle racing, scrambling and the like is confined to watching from a reasonably safe place on the sidelines, the American Motorcycle Assn.'s proclamations from on high concerning racing officials' pictures, specified sizes for racing numbers and the like have a distinctive irrelevance.
As members of what with honesty can only be called a minority group of road users, motorcycle riders must organize, lobby, propagandize — even demonstrate if necessary — to remove unjust distinctions, restrictions and discriminations imposed on their right to use their machines.
There exists a disturbing parallel between attempts to restrict and hinder motorcyclists in the use of their machines and attempts to restrict and hinder ethnic minority group members in the use of public facilities. Some of the perpetrators of such restrictions for both groups will concede, if pressed, their motivations spring from prejudice. Others, essentially well-meaning, simply lack any insight into what they, as outsiders, are suggesting.
A new organization must be founded, perhaps modelled along that of the American Automobile Assn., to meet the legal and operating needs of a changed and growing motorcycle riders' group. Formation of an American rider's association would allow existing groups to devote their full energies to their primary concerns of racing. Such a group, broadly based in membership, could devote its full energies to advancing the rider's interests.
CHARLES F. ROZEMA East Paterson, N.J.
MORE ISN'T ENOUGH
Foul fellow! Someone should rap you smartly on the head with a clip-on bar! May I register my disappointment with your new abbreviated road tests of lightweight motorcycles. Wouldn't it be fair to assume that there is more reader/ consumer interest in the CB-160 than the TR-6? And, inasmuch as many readers do use your performance tests as guidelines for buying, wouldn't full performance figures be justified for lightweights such as the CB-160 and the 200 Sprite?
(Continued on page 24)
All your readers realize that your tasks have grown tremendously — particularly in this last year. There are more machines to test and more material about motorcycling to organize. And you have to maintain your journalistic standards. Most readers are aware that the gathering of full performance data is a time-consuming job; most buyers, I would hope, realize straightline speed is not everything. I imagine that these considerations in part prompted your decision to eliminate much of the performance data.
If these reasons led you to your decision, I understand your position; but I do not sympathize with it. Your test data have promoted a healthy honesty on the part of manufacturers, distributors, advertising agencies, and dealers. Especially in the lightweight field. I have a feeling that performance figures are subject to considerable inflation. Unfortunately, the performance figures which no longer appear would seem to create a never-never land in which apologists will claim their machine will excel all others. All this aside, however, I think one must ask if reader interest alone justifies full performance figures. In this present case, I think so. I believe many readers will be quick to demand a return to your old policy of full performance data.
PHIL SCHILLING
Madison, Wisc. The new three-page road tests were actually scaled UP from road impressions to give more complete treatment to the interesting crop of under-200cc machines which are appearing on the market.—Ed.
PRICE DIFFERENCE
In the course of my travels throughout this country and visiting with cycle dealers handling all brands I have noticed a common area of difficulty in dealer-customer relations. In all of your and other cycle magazine road tests and in a great deal of advertisements the list price of the particular machine being discussed is given. I am continually asked by my customers and prospective customers about the disparity between the price as given above and the price I charge for a particular machine. As an example, I sell the Benelli 125cc Sprite for $489.00 and it is advertised in Cosmopolitan ads for $469.00. As a recognized publication in the industry, would you please make a statement as to what causes this difference, i.e. freight and set-up. If such a statement were published in your magazine, it would make an explanation of this difference much simpler and more plausible for us dealers. Thank you very much for your time.
I wish to state that I am a member of the large group of readers of your magazine and sincerely appreciate the effort that you give in printing a truly enjoyable publication. This is not an easy task and the temptation for partiality in this field is not an easy one to avoid. I wish to commend you for printing as nearly impartial a magazine as is possible. J. G. FREW Nokesville, Va.
SEARS SERVICE
I have recently had the opportunity to read your article "Allstate 60 Sport" in the May, 1965 edition of CYCLE WORLD and found it to be very interesting and informative. Your generous remark, "Sears issues with each machine one of the most elaborate and complete service and parts manuals we have ever seen for a motorcycle" is appreciated. Coming from one of the high standing magazines of this field, the compliment pleased me very much.
Apparently, however, you have been misinformed as to our service facilities for our merchandise. I realize the possibility of your receiving this information from one of our own store employees. This sometimes happens through conversation with a new employee that doesn't have a complete understanding of the service we render.
I would like to enlighten you as to the efficient type of service we provide our customers in the Los Angeles Group area. We have a total of 17 retail stores with 12 Service Centers to service merchandise sold to our customers, including motorcycles.
Our Training Center is one of the finest in the nation with excellent facilities to expertly train technicians. Training classes are in session daily for the entire Pacific Coast territory for all service personnel. With a well qualified staff in all divisions, we offer the ultimate in technical training.
In addition, to further provide fast and efficient service to our customers, we have a Regional Parts Pool located in the Los Angeles area that is presently stocking approximately 45,000 different types of parts from over 800 sources. A crew of some 120 employees processing over 3000 orders daily to our Service Centers provides a wide range of parts availability. E. LENHART L.A. Group Service Mgr. Sears, Roebuck & Co. Los Angeles, Calif.
VERY BIG ONES
Don't you think Honda or you could be persuaded to knock about a hundred inches off the length of the Honda "450"? 179.6 inches makes this machine as long as some automobiles. See page 59, May issue.
JOHN H. McCORD Bonfield, Illinois
I wanted to be among the first to let you know about your li'l goof on the Honda 444. Not that this is all I have to do — but couldn't resist it. The May issue of CW carries the description 179.6 inches overall length. According to my calculations this is a fantastic chunk of Honda. They are really grabbing for the large American with this one. Quite a motorcycle, 14.9 feet long — whee, what a brute! Should prove to be quite a novelty, with its 52" wheelbase. Question — is it ridden, clambered into/onto, ridden only with front and rear outriggers, ridden only in the open country or what?
(Continued on page 26)
Seriously — keep the good publication as is — but — if you need an extra proof reader how about getting in touch with me — glad to help out.
CHARLES H. MECHAM Burns AFB, Oregon Yes, we erred. Drop the first digit and you will have the correct length of 79.6". -Ed.
ANOTHER VIEW
I write in regards to the article in your April issue entitled "A Look at Motorcycle Engines." It seems the author has set out to antiquate the complete industry in one fell swoop. His archaic pleas for a return to such things as plain bearings, sleeve valves, and his attacks on hemispherical heads and overhead cams cause one to shake his head in argument. If engines were designed according to his theories we would have motorcycles with 100 cu. in. engines developing 30 hp at 2500 rpm and weighing little less than a barge.
Such things as ball and roll bearings, hemispherical heads and overhead cams have made compact, powerful, efficient, modern engines possible.
His reference to Corvette's 1 hp/cu. in. as an example of high output smoothness is a joke. Anyone who has driven an injected big engine Corvette knows all about the way it shakes and lopes at low engine speeds. What's so special about one horse per inch anyway? My Ducati Diana puts out 30 bhp from 250cc and it is much smoother than a Corvette and uses neither plain bearings nor sleeve valves.
I imagine designers in Japan and Italy really had a chuckle over this article — Honda and MV Agusta winning Grand Prix races on plain bearings and sleeve valves?
The author's 3-throw crankshaft for a flat twin for perfect balance may look good in the lab, but this sort of design has no place on a modern high speed engine. The heavy crankshaft does nothing for acceleration or deceleration, and the extra bearings and rod would do nothing to lower the cost of manufacture of engines he claims are too expensive already. I am a devoted reader and regard your magazine as the best, but please no more articles like this. Fill such valuable pages with more technical articles of the type Jennings writes.
DAVID LOMSHED
Pittsburg, Kansas Right or wrong, we felt Mr. Bond's article was worthy of publishing. It represents the views of an acknowledged expert in the automotive field. Ed.
STATISTICS
I have just started reading your magazine, but already I have run across letters from unhappy Harley riders. The letter that attracted most of my attention made the complaint that Harley-Davidson didn't get enough space. The reader backed up this statement by pointing out the fact that Honda received a greater amount of space. This seems fitting to me, because in 1963 over 65% of all the motorcycles sold were Hondas. During the same year Harley only sold 3.7% of the total. I am not saying that you should use sales percentages as a rule of thumb for space in your magazine, but I am sure that more of your readers are interested in Hondas than Harleys.
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LARRY HANSON Reno, Nevada
HATS ARE "HOT ITEM" IN JAPAN
In the May 1965 issue of CW is an article entitled "The Legislator Will Get You." It states that certain bills, if passed, would retard motorcycle sales. Then in the "Report From Japan" it is stated that because helmets have become mandatory that the sales of helmets have skyrocketed. Therefore it should make sense that some good has been done both for the "Motorcycling Image" and dealers.
I believe that dealers would profit if motorcycles were made subject to annual inspection. If inspection would be made mandatory, a person would have to pay the local dealer to bring his vehicle up to par, according to law. I think that faulty equipment is more to blame for accidents than bad driving.
If a person wants to buy a motorcycle a small delay should not discourage him at all. In fact he should be proud to have a special license. It should be a status symbol.
If motorcycling is to flourish here in the United States I think it would be wise to bring motorcycling up to date. The motorcycle should not be known as a notorious vehicle!
WILFRED P. INGRASSIA Nanuet, New York P.S. Sales in Japan are increasing tremendously despite rigid rules.
Mr. Swim is telling us that a very large number of motorcyclists did not own crash helmets when the law went into effect. Ed.
USEFUL TIPS
I have owned a Vincent for several years now, and I don't agree that the particular faults of the one Vincent you tested are universal amongst all Vincents.
Braking can be improved a remarkable extent by using Ferodo AM4 brake linings. These give really powerful brakes, without fade.
Handling can be absolutely transformed by using alternative hydraulic dampers. The Dutch specialist firm, Koni, makes dampers specially for the Vincent. Serial numbers are 76C-1083 for the rear and 76C1083 F for the front. The rear unit has heavier damping than the standard front.
Clutch slip is best avoided by assembling the clutch in accordance with the factory's instruction sheets. It is unfortunate that few owners bother to obtain these informative data sheets.
Jumping out of gear? Phil Irving, who had a part in designing the Vincent, wrote an article in the Vincent Owners Club journal a while back, detailing a couple of simple modifications to overcome this bother once and for all.
(Continued on page 30)
In a way, these modifications are an admission of initial imperfection.
DAVID J. JONES Glendalough, West Australia
FALLS APART, LITTERLY
In reguards (sic) to the road test on the TR6 in the May issue of CW. The TR6 is about the biggest pile of junk I have ever had and I owned 6 bikes including two brand new TR6 Triumphs.
I dont know what you guys call touring but out here in Kansas we ride about 80 or 90 mile per hour and the TR6 next to the Harley Sportser (sic) H just litterly (sic) falls apart and if the winds (sic) is blowing a little it wont even run but the Harley Sportser (sic) H just goes right on and furthermore the Triumph are noted for there (sic) bad clutches and the carberater (sic) on the TR6 you were braging (sic) about, one of the guys out here lost his.
Speaking of parts and service I waited 28 days for parts and I finally gave up and if I rode another TR6 again day after day it wouldn't last over a week, because they can't take the preasure (sic) of a Harley Sportser (sic) H rider. Now put that in your Honda and smoke it.
Please publish this letter in your next issue.
Anonymous Topeka, Kansas
(Sic, sic, sic.) We imagine the reason you did not sign this letter is because the police are looking for the litterbug. Ed.
MORE PERFORMANCE FROM TWO-STROKES
I am the owner of a 1965, 250cc Suzuki T10. There seems to be a great deal of discrepancy in this area as to how to modify a two-stroke engine. I would greatly appreciate any information you could supply to me as I plan to race my bike this year.
Also if there is a list or brochure on speed equipment available it would be very helpful to me. May I take this opportunity to say how much I enjoy your magazine and I think it is the most informative in its field.
WILLIAM J. GRACIE Willowdale, Ont., Canada We suggest Mr. Jennings' Technical Manual, which covers two-stroke tuning. Ed.
CONSTANT REASSURANCE
I have been a CW reader since your first issue went on sale. I have been riding for almost 12 years now, and I have owned a number of different brands and models. I follow the letters written to you by other readers with great interest. Their comments never fail to stir or amuse me in one way or another. But nothing can compare with what the "rabid one-brand enthusiasts" dish out.
There are a moderate (and hopefully declining) number of individuals who picture themselves as a small, gallant minority of rugged idealists fighting to keep from being swallowed up by a large, unsentimental, brutal "world of many makes." It is people who possess this kind of attitude that create unrest and lack of cooperation all over the world. My point is this: let's do all we can — you and I and everyone who has any interest in the future of our sport — to stamp out (by not encouraging) this kind of petty narrow-minded immature attitude in our sport.
There are a small group of machines which I especially favor. They are presently best able to suit the requirements of my type of riding. Occasionally another make or model may be added or dropped from the list as new developments and models are introduced by the manufacturers. And so it goes. But there are those poor frustrated individuals who need to be reassured in every single issue just how popular and marvelous "their" machine (whatever make it may be) is. Perhaps the individuals who continually gripe about not getting enough "recognition" for "their" make, those who need this kind of constant reassurance, are trying to suppress their own doubts by substantiating what they think they are supposed to believe.
I am not saying I am right. I'm only stating an opinion. There is no single best brand for everyone, but all brands and models are best for someone. As for myself, I think you devote a lot of space to a lot of makes. I don't care to waste my time counting and keeping a running tally on which makes or models get the most attention, greatest number of lines, greatest number of pages, greatest number of photographs, etc. Just keep mixing them up as you have been doing and I'll consider it a job well done.
(Continued on page 32)
Finally, I like your advertisements. They are a wealth of information. Your general format is good, and the road tests are pertinent and informative. Your good photographs go a long way towards making CW a fine magazine. My compliments on your well balanced and interesting magazine.
GEORGE J. CRACIUN
Camby, Indiana
HONDA CUSTOM
I was looking through a past issue of your magazine and I noticed a "customized" Sports Cub in your Letters section. In Japan, "The Land of Many Motorcycles," it would scarcely be considered customized.
I am enclosing a picture of my cycle in hopes that it will be good enough to be printed in your magazine. It's Candy Apple Red with a chromed front fender, a chromed tank, and a custom made chromed chain guard. I started with a stock C-110 Cub and I replaced the bars with racing CB low bars and a racing seat. I also installed a special made double header with custom made chromed megaphones. In the engine department, I put in an oversized head and barrel. To reduce valve float at high speed, I replaced the original springs with Honda 90 valve springs. The head is ported to accept a Honda 90 carburetor, and last but not least I installed a close ratio 4-speed transmission . . . and mine isn't really customized compared to some others!
PHILLIP TOMPOROWSKI Yokota A.F.B., Japan
WE TRY TO PLEASE ALL
I thought I would drop a line or two and let you know that after purchasing your magazine for a period of six months I have come to the conclusion that it is nearly as bad as the others. Although your mag is more for the enthusiast rider of all makes and not just one brand name. I have thoughts about a longer Racing Review with more drag news and road racing, and one, maybe two, less pages on Japanese success.
I will continue to purchase your publication until something better comes along, then who knows it could be CW.
(Continued on page 34)
CHARLES B. RAY Spring Valley, Calif. We hope it will be CW. Ed.
HARD FACTS
Being a member of a Triumph Club, I naturally, take special note on what you have to say about them. We are in agreement most of the time, but I have one question about your tests of the Thunderbird (Aug. '54) and TR-6 (May 65). Why doesn't the TR-6 with 11 more horses and the same weight and gears, show the Thunderbird the way home in the quarter?? Both logic and experience tell me that it will. You report the Thunderbird faster (15.4 vs. 15.8). Please explain.
By the way, CW has gotten an "A" here at Providence College for being the best periodical available for a balanced view of motorcycling.
JOE CARNEGLIA Providence, R.I.
All the figures are true. We do not make facts, we report them. Sometimes (due to different cams, etc.) peak horsepower alone does not produce the "best" quarter. Ed.
UNKNOWN MACHINE
I am the proud owner of a French motorcycle, a model C6S Ratier, 600cc horizontally opposed engine, shaft drive. I am an ardent BMW owner and still have one, but I must confess that I find the Ratier far superior in every respect. Why has this machine not caught on in the U.S.?
I would appreciate any information you may have on this machine, particularly another owner, if there is another one in the U.S. You might like knowing that the Ratier factory has a very thorough and fast parts service.
JOHN KNOTT
9 Grand View Dr.
Ridgefield, Conn. Sorry but we cannot help you; perhaps one of our readers can. Ed.
HAY, GAS OR BOTH?
It is obvious from your May, 1965 issue (page 89) that you are not aware of the true characteristics of that class of machines known as horsecycles! For your edification, I am enclosing a picture of a genuine horsecycle. The machine pictured is of course, a Snorton.
VIRGINIA ALRICH Cambridge, Mass.
INVITATION TO BRAZIL
Yours is the best motorcycle magazine in the world. When I receive a copy I read it all over, inside out and upside down, and in my opinion it rates from 0 to 60 in 3 seconds flat.
Do not relax, keep up the excellent work, but if you want to take it easy for a few weeks and have the most fantastic drives of your lives, come to Brazil.
DAVID VINTRA LEITE Sao Paulo, Brazil •
