Letters
LETTERS
DAYTONA DISCREPANCY
I read your article in CW about the Daytona 200-mile road race. It all seemed pretty accurate except the part where you said you were sure I made two pit stops.
Maybe how you got mixed up was because you thought I made a pit stop at the half-way mark, approximately 26 laps when everybody else did. I didn't stop until the 34th lap for gas.
I just thought I'd drop you a line and set the record straight.
GARY NIXON Baltimore, Md.
This year, as always, I used our "double" stop watches to record every lap time of two Expert riders. They were Gary Nixon and Buddy Elmore who finished in 4th and 6th place. The two pairs of watches were built in 1950 and were first used to time Billy Matthew, winner of the 200 Mile Race and myself, winner of the 100 Mile Event. For the past fifteen years we have used them for every National Championship Road Race and my wife has operated one pair of these watches for more than one hundred road races. These times have often been useful for checking results by comparing the lap times in seconds with the electric card box which as you know, records continuous one second digits.
According to an official roll check record, Nixon and Mann were running very close throughout the race and, as you know, they were only separated by 100 feet or so at the finish line. Nixon had been running just ahead of Mann from the 29th lap (this was the lap Mann stopped for gas) until the end of the race and I personally walked from the pit area to the finish line during the last lap so that I could be right at the line in case of a "photo" finish between Nixon and Mann. A.M.A. official checker, Red Mosser, was also posted at the finish line to handle the official roll check at the finish.
Finishing positions for the first six places places are as follows and you will note the digit times and the "gap" in seconds between the riders.
Here are some interesting comments concerning rider position during the race. On the 21st lap, Elmore #79 had been lapped by the ultimate winner #1 and at that point Nixon was leading Mann. Murguia (#50) was running between Mann and Elmore. On the 27th and 28th lap Mann was leading Nixon and on the 29th lap Mann pulled in the pits for gas. This gave Nixon a substantial lead over Mann until Nixon stopped for gas on the 34th lap. When Nixon left the pits he was still leading Mann and he maintained this lead right up until the finish of the race at which point Mann had reduced the lead to less than one second as shown by the electric card box and there was a gap of approximately 100 feet between them.
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I hope this information will be of interest to you. In my twenty years of experience with long distance motorcycle races, I have never known of a case when an official has denied a rider the opportunity of studying his check card or the official roll checks. If a rider has any question regarding his finishing position, he should always check the records during the hour after the unofficial results have been posted. Although many people with a limited experience of the A.M.A. checking system will not believe this statement to be true, my experience has convinced be that the written records of the electric card box digit system combined with roll checks, are invaluable and virtually "fool proof."
ROD COATES
The Triumph Corp.
Baltimore, Md.
THEY LIKED THE CW SHOW
I enjoy taking this time to commend you on another fabulous show. As well as my own opinions, I am expressing those of eleven other members of the Drifters M.C. who were present for the show, and probably thousands of other spectators. The custom bikes were fantastic, and the displays in general were all well laid out. There were three representatives, however, that we feel deserve special recognition. The managers of the Van Tech, Bultaco. and Greeves displays were extremely friendly, willing to explain, and very well informed. I might add that, unlike many of the other sharp displays, these three were managed by representatives who hadn't forgotten where their displays were.
WENDELL BARNES Drifters M.C. San Mateo, Calif.
PRETTY BIG IDEA
I am writing at the risk of being thought of as a nut but I must speak my piece. I have just re-read the "Technicalities" column from the June issue and that of April. Mr. Jennings does fine work and I enjoy reading his column along with the whole magazine, but I did not like what he said in the April issue and this prompted me to write.
He stated that in Europe there would not likely be any Grand Prix racing done by Americans. Do I presume too much by saying he also meant participating with an American built machine? Because I disliked that sentence. It gave me an idea that might or might not change that. The idea is that you should get a campaign going, seeking contributions toward the designing and building of a Grand Prix racing cycle. Since CW has much influence (plus a good spy network — bet CIA envies you!) you might rally the industry and motorcyclists to the idea.
What happens is you collect the contributions and then set up a letter in your magazine for any manufacturer in this country to take up the money and use it towards the building of our machine. Our American machine I mean. I realize that much money would be needed towards such an endeavor but it would show that people at least are interested in such an idea. Just how long can it go on that we don't have any motorcycle at all representing the United States at Grand Prix meets in Europe? After all, we have the best of everything, engineers, technicians and the know-how to build something! Maybe Harley-Davidson has something in their experimental shops that nobody knows about, or someone else has a design or idea for such a project.
To CW I say, whv don't you try designing or giving an impression of such a racer, with an accompanying article. At the risk of getting out of hand I might possibly visualize another American brand of machine for street use growing out of this endeavor. How about it, CW?
Also I would like to correspond with any persons who have or are riding the late Ariel Square Four, and I need information and parts for my 1958 model. DAVID STERNIK Box 39. RCA BMEWS Project Clear, Alaska Who supplies the aspirins? Ed.
COOL MOM
I felt that vou should be informed of the greatest breakthrough in the image of motorcycling which has vet been made. Two months ago I stole silently into the night and came home with my first bike, a Yamaha YDS-3.
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But then motorcycles' greatest enemy appeared — mother! Mine immediately conjured up images of Marlon Brando and two thousand motorcycles doing wheelies down the Ventura Freeway with several riders falling off at 180 mph. I tried to explain to her that not all bike riders are like that. Some even wear T-shirts and tennies. But she wouldn't have any of it. I was allowed to keep it only because I had already paid for it and because I am bigger than she is.
The weeks went by and my enjoyment of riding increased. I didn't talk to Mom for several weeks. But then it happened. I was sitting at my desk studying when she walked in and said sort of sheepishly, "How about taking me for a ride?" Lo and behold, a mother, my mother, had actually seen the light!
Well, we hopped on and off I went. Up and down the hills, leaning into the corners, opening her up a little. And Mom, bless her heart, she loved it. "What great fun!" she burbled. From that moment on I knew that bike riding in America was headed for new heights.
By the way, I want to compliment your fine magazine. As a novice I find it clear and very interesting. In fact I like you so much I won't even mention that American motorcycle firm whose fans have given you all that trouble.
TERRY CHEVILLAT Hollywood, Calif.
A QUICK CONVERSION
Enclosed is a photograph of what we think may be a unique machine. It is a Honda CB-160 frame mounting a Honda CL-72 250cc engine. We run Harman & Collins 7194 cams, Webco 1055A valve springs, and a few other goodies we don't talk about. We've run this machine through the quarter-mile for time and it turned 13.48 seconds e.t. and 95.745 mph. This was with the dirt track setup on it, changing only the gearing. We could have gone quite a bit lighter and turned a little better time but we were more interested in what it would do at normal weight.
The engine installation is fairly simple, needing only three modifications to the engine mounts. The upper rear is removed and replaced with heavy steel relocated slightly higher. The upper front is replaced with heavy steel in the original location.
The footpegs are replaced with CL-72 pegs modified to fit the frame. The rear fork is also replaced with the CL-72 fork and wheel.
KEITH RICHARDSON
Honda House
San Antonio, Texas
MISINTERPRETATION
I read in the May issue of CW that Hodaka has stopped production and would like to know if this is true.
KURT PICKETT Costa Mesa, Calif.
This no doubt refers to "Report Erom Japon" on page 94, where correspondent Swim gives production figures for 1964. Quote: "Hodaka is not a member of the association and their production figures are not available." The fact that Mr. Swim mentioned Hodaka is because they are very much in production and with such a good product are likely to continue for many years. As he explains to us, Hodaka does not belong to the association from whence the figures came. Mr. Swim then goes on to tell us how many motorcycles were produced by people who are no longer in business.
The reason Hodaka does not belong to this organization is because the machine is built only for the American market. Ed.
H-D "ENTHUSIASTS" FOR SALE
I have 36 copies of the H-D Enthusiast dating back to 1932. Most copies during the war years. Also have a 1932 H-D rider's handbook. All in neat condition and all for sale. Any takers?
J. W. BERTOLETTE 810 Broadway Vincennes, Indiana 47591 •
