Letters
LETTERS
NO FUELING AROUND
Just a few words of gripe and praise, and some questions. First the praise: You have got a great magazine, I mean totally one of the best publications on the market today. You exercise good taste in advertising, and your views on the many facets of our sport are as free from prejudice as they can be. Of course, wherever people are involved you run into some prejudice somewhere, but this is inevitable and part of what makes the world go 'round. Keep it up. (Please?)
Now the gripes. I and quite a few others that read your magazine wish that you would include in your "little" road tests the top speed and an acceleration chart. Like I get tired hearing all the Honda 160 owners tell me their bikes do 95 mph flat out. And regarding the BSA 350 Enduro test . . . 'nuf said. Now, about some of the letters in the February issue.. Jim Thompson strikes me, from his letter at least, as the kind of person whose opinion would be valued most by the KKK. I can just see him now, running about the streets "improving the image" while dragging 650 Triumphs with his megaphone-equipped Honda. Pha. But Pfc. Slee's letter bothered me. You see, I am planning to buy a Suzuki X-6, and his accusations about hop-up fuels and 95 lb. riders (in your answers to Thompson you said Itoh weighed in at 125, which is my weight) has thrown a shadow across my bright shiny plans. I have a Suzuki K-ll which I've had for a year and a half and it has over 10,000 miles on it, more than a hundred of those put on in racing. It's been a good mount, no serious trouble, good service, and unbelievable handling on the dirt. No complaints there. But, and please tell me yes or no, did either of the bikes you tested for the X-6 test have any sort of hop-up fueling? I don't think either Suzuki or you would hold with such a thing. I noticed you gave no word of defense to his letter, and if his accusations are false, I think there should have been. I have ridden the X-6 and found it to be flawless, and far superior in performance at least to every other bike I've tried up to 650. In other words, what is your recommendation? Is it a good buy?
Now for more questions. What was the top speed you got out of the Suzuki 150? On your road tests, are the performance figures (top speed, etc.), actual, or as indicated on the speedometer? And in every issue since I can remember, on the table of contents page you have a picture of the front wheel of some exotic looking road racer. What, pray tell, is it?
Again, to use a much overworked expression, keep up the good work. You will have my backing as a subscriber as long as I can scrape the money together to pay you.
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CHRIS STILWELL
McMinnville, Oregon Your praise falls on appreciative ears, so we will ease your fears. We have never permitted a single alteration to a road test machine, particularly regarding the fuel to he used. (We usually fill the tanks ourselves.) Suzuki's X-6 is indeed a hot rod, 125-pound rider or not. CW's 160-pound, fully rigged Wagar rode the little hornet to an 84 mph quarter-mile. Speeds achieved in our tests are either electronically timed, or are obtained with a stop watch over precisely measured distances. Our tests are conducted at either Carlsbad Raceway, or Riverside Raceway. Finally, our wheel is that of an early Bul taco TSS road racer. Why? Because it's beautiful. — Ed.
HE DISAGREES
I was most interested in your remarks in regard to the old-fashioned, stick-in-themud management in the Motorcycle Industry, and by and large agree with you, but I take exception to your implications that mechanics are overpaid since they receive more than your bright (!) young men, or that your bright young men are underpaid because they receive less than mechanics!
First off, a man sets his own value in the market-place and should look at his capabilities for earning money for an employer with the cold eye of a riverboat monte gambler.
As a practicing mechanic — most emphatically not a motorcycle mech — I earned a little over $18,000 last year, and I can probably find a few of the boys who made even more; since my employer also hires these bright young college-grads, albeit for a helluva lot less money,' I would like to make a few comments.
The fact that the Motorcycle Industry Management doesn't hire these young BizSchool grads doesn't necessarily imply said management doesn't know about them and their alleged capabilities, but instead is a pretty good indication of the old once burned, twice shy axiom.
After encountering Double-E's that didn't know a capacitor from a resistor when it confronted them in a circuit, running into mechanical engineers who didn't know JIC from NPT threads when they saw them, and discovering that most English Majors can't write as well as the average author of the graffiti in the men's can in the San Francisco'Greyhound Bus Terminal, I can't really blame them for doubting the credentials of Bright Young College Grads in general!
As near as I can tell, college gives a man an opportunity to put some impressive things in the blank spaces of employment applications. Period.
DOUG RICHMOND San Mateo, Calif.
Thank you for your letter Doug, I am much in agreement with most of your remarks. If you will allow me, I should like to offer a couple of paragraphs in response that may be of some interest to you.
First — 1 don't think either of us would debate whether or not a college educated employee can be an asset to an employer. Properly applied, a college education is better (and more valuable to both employer and employee) than no college education at all. I think we both would accept that.
Second — The motorcycle industry has not been "burned" in the past by supposedly bright young college grads. The pitiful fact is that they have never given a group of college grads a chance and, as a result, there simply has never been enough formal education in the industry for anyone to conclude that formal education is worthless.
Third — The motorcycle industry presently has no plans 1 am aware of for ever making use of college grads. To test this 1 personally paid for advertisements in motorcycle magazines — adds that offered the services of a well qualified young man with a past record of outstanding performance. The response? An overwhelming one! Only one person, in the entire industry, was even interested in proven management ability coupled with formal education.
Doug, one could be the best and most highly paid mechanic in the world and still not be harmed by a college education. Education itself is not a detriment and I'm afraid many of your remarks unintentionally sounded like sour grapes. We both know that a college-educated dud is no better than a high school dud. So, it's really not fair to criticize formal education in itself just because some individuals who were "formally educated" proved to be duds. Education didn't make them into duds. My remarks in the recent issue of CYCLE WORLD were aimed at penetrating the clannish motorcycle industry. 1 think time will prove whether or not my warning was worthwhile, or even necessary. As a matter of fact, even with your proven ability to earn $18,000/yr, 1 bet you'd have a helluva time busting into that same salary bracket in the motorcycle industry. They're too busy to even talk with you. Kind of makes you sore, doesn't it?
Many thanks for your interest, and 1 certainly enjoyed your letter.
PRÓF. VICTOR L. PREISSER Palo Alto, Calif.
PROF. PREISSER TO THE RESCUE
After reading "Round Up" in your February issue, concerning new blood in the industry, I can only add my "amen."
Last year, after many years in industry and considering my twenty years of enthusiasm for motorcycling, I decided to seek employment in the motorcycle industry.
Professor Preisser is absolutely correct when he says motorcycle industry pay scale is low. I was completely amazed at the pay scale. I located a tool company that recognized its problems to be the same basic ones as described by Prof. Preisser, as well as a number of others, and they agreed to hire me to streamline their operation.
I believe there are many of us now in other industries with the training, background and experience, and the special interest in motorcycling to do an excellent long range job in strengthening the industry of motorcycling. We, of course, cannot do this for less than a competitive wage. There is one point I would like to make which may take issue with Prof. Preisser's words, however. Although I agree completely with his basic points I would like to emphasize that there are many people now in other industries, like myself, who do not have formal college training such as he provides. And I believe that such training, while very valuable, should not be considered by motorcycling as the only criteria in the hiring of qualified men.
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Motorcycling is very fortunate in having men like the Professor who care enough to want to rebuild it on a sound footing and largely at their own expense. Let us all hope that our favorite industry will heed his warning.
J. C. COLLINS Park Ridge, 111.
HE AGREES
Just finished reading the views on "New Blood In The Industry." I do hope many of the owners of motorcycle agencies read and digest his opinions. I have been in the automobile sales, management and service field for 12 of my 35 years. Last year I was fortunate to find an employer here in Las Vegas who welcomed that experience and hired me into the motorcycle business and I love it. Many of the ways of successful automobile dealers can be used to great advantage in this fast growing field of pleasure and business transportation.
REG SHELDRICK Las Vegas, Nevada
CW FOR EVERYONE
One thing that bugs me is why all the ads are for dealer inquiries only. I am not one to try and do a dealer out of his bread. I wish you would create a desire as well as inform new owners like myself.
"HOOT" No address This is the first letter we have ever received from an owl, but we'll try to set things straight anyway. When an ad reads "dealer inquiries invited," it merely means that the distributor who placed the ad would like for dealers to write concerning their becoming agents for his products. The advertisement is placed for the reader, hoping he will be inspired to visit one of their dealers. — Ed.
NO INTEREST
I feel duty bound to offer sincere criticism which I feel will enhance your magazine. They stem from discussions with a group of bike riding friends whom I believe represent the average potential CYCLE WORLD reader.
First, your column Round Up for the greater part of eight pages was absolutely of no interest except the mention of the Pennsylvania bike inspection. Continental Report, Report from Japan and from Italy are best described as something to read when all else fails. Two of the pictured bikes were enjoyable to behold, namely the H-D Golden Wing and the Grifo 500. The rest, including (I can't believe it) a scooter, were ugly things.
I don't think you are getting to your average reader by showing such cumbersome appearing bikes as the MV-4 and teeny scooters. (Buzz, buzz, that's the sound they make.)
We enjoy your road and trail tests of 30and 40-inchers, but why do you insist on testing 125cc and 175cc machines? It's beyond our comprehension. It's kinda like Hot Rod testing a 1952 Studebaker flathead 4 with creepomatic drive. Instead of an article on the Thruxton 500, which looks as though it were built for laughs, why not some stories on the bike the kid down the street built, so to speak. Hot Rod does this a lot with their cars as you well know and it is extremely interesting.
How about some hop-up articles on the bikes we see on the street, 30and 40inch Triumphs and BSAs, Nortons, and so on. The only color picture of a bike to be found in the entire issue was of the Triumph. Surely you are big enough for a full page color shot of a Mulder wheelie or something? Also, more home town stuff and less foreign plant tours which prove very boring. We look forward to your Service Department and Letters column and consider you our best hope for a top flight bike mag. Hope you'll keep improving.
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RAY KEOWN Portland, Oregon
Thanks for the parting shot of kind words anyway. You ask us to become "back yard cycle," and give up our world wide scope. We are number one because we cover the motorcycle scene from every aspect, including, if you will check a few back issues, the things you like to see as well. If you have noticed, some of those little bikes you don't care for go mighty fast, and do an excellent job, and many thousands of our readers ride them. A magazine designed to your desires would be mighty thin and only able to come out on rare occasions as not enough people would be interested in such a small part of motorcycling. On the other hand, this same answer applies to a large number of other limited areas of interest in motorcycling as well. You just can't please them all, all of the time. —Ed.
HILL & GULLY FAN
In your February 1966 issue you have a thing on Carol Morton, "Hill & Gully Rider." Well, I must say she's in good form and I'd like to challenge her to a race one day. So would my buddies. Maybe to facilitate arrangements we could have her address.
TYLER MOGENSEN TERRY RUSSEL MUNRO BUDD Toronto, Canada
Just a short note to tell Mr. Harold Morton that his daughter, Carol, is very cute.
TERRY BERGH Niles, Illinois
VIETNAM CYCLE REPORT
Thought some of your readers would be interested in a few photos and a little motorcycle information from here in Vietnam.
There are many different makes of machines here, the more common types are from England and Germany, such as Ariel, BSA, Norton, Triumph, BMW, Zundapp, Puch, TWN, and Adler. Most are 250s because of the high gasoline prices. A 1956 BMW 500 twin is worth the equivalent of $1,200, in good shape, as most are here.
Military and civilian police make use of motorcycles. The QC, or Vietnam military police, are using Harley-Davidson WD's. The big black machines are used mainly for escort and messenger service. The civilian police, or Canh Fats, are using mainly Harley Sportsters in the Saigon area with a few older Triumphs seen here and there. Quite a sight to see in their white uniforms on the green and chrome H-Ds. There are quite a few motorcycles here, but they are out-num-
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bered better than ten to one by mopeds, and in even greater number by bicycles. If any of your readers would like to ask questions please write me.
PFC BOB COLEMAN RA 19780793 560 MP Det. APO San Francisco 96291
VELO FELLOW
I read the February issue of CYCLE WORLD and thought I would make a few comments on the Velocette Thruxton Road Test. To begin with the test was bad — in fact shouldn't even have been in the mag. The staff of old Velo owners who tested this machine perhaps didn't even read the manual that comes with this machine to acquaint themselves with the "starting drill" that is plainly described. They were "confused" to say the least because when a person comes up with two contradictory conclusions from one observation — that equals confusion!
The big single was a man's machine and still is. It was a real challenge to bring that big thumper to life and hear it whump contentedly at idle and hear its sharp staccato crack in top cog in the outside lane on the freeway. Why, the big single sounds like a motorcycle. Half the fun of owning and riding a motorcycle is in the sound — and the Velo has it with that special muffler it has.
I own a 1965 Velocette Venom Clubman which I bought new last June. It already has 15,000 miles on it and is thumping just like the day I bought it. Went through the guarantee period without spending a dime either by me or the factory. Velocette is still building machines like all the manufacturers used to do in the old days. I ride it every day to work and have no trouble starting even with 50 weight Valvoline in it in this 30 degree weather we have been having. So much for that.
Hats off to the gentleman from Pennsylvania who wrote the poem "Ode to a Single My Velo." I cut it out and put it in my wallet. There must be some way that all Velocette owners could get in contact with each other to form a little association; could you be of help? If any Velo owners want to contact me they are welcome to do so.
Hoping you take the criticism in the spirit that it is given, namely — sharpen up the test crew, because my full dress Venom with saddle bags and windshield will do 97 mph with no strain. Yours for better motorcycling and motorcycles and all that goes with this wonderful sport.
JOE BERNETT
Lomita, California We could have read the instruction manual for six months on end and it wouldn't have started our test machine. We appreciate your passion for the handsome beast, and share it to a large degree with you, but Velocettes are notoriously bad starters. Look upon it like a small flaw in a beautiful woman, and accept it for what it is. As for its performance, poor top speed can hardly be laid to our test crew; an ape can turn a throttle wide open, and our very able crew wound the engine until it rattled. Readers interested in joining Mr. Bernett's association can reach him at 25002 Andreo Ave., in Lomita, Calif. Ed.
ROGUES REPLY
In your Letters column you made a comment about the Hells Angels, stating there "is a little good in each of us." I perceive from this statement that you think that the Hells Angels are the worst of us. I would like to ask you if this is your own conjecture or are you an authority on the Hells Angels?
GEORGE FOSTER
Venice, California The reader of any police report can easily become an expert on these despicable creeps. We have read many reports, including the Attorney General's, and can readily accept the title as expert on these low forms of animals. We will acknowledge the fact that reader Foster's letter went on for two, single-spaced, typewritten pages, about "pre-judging people," "different moral codes," "targets of publicity seekers," and a whole mess of similar garbage. Being "different" from the respectable, civilized world, operating under your own moral code that suits the standards set down by no one else in the world, even animals, is valid only when discussing human beings. Ed.
OLD TIMER
Your article on the Indian racing team and Gene Walker was very interesting. I was there when Gene was killed. He was practicing and a woman ran across the track and Gene avoided hitting her by running off the track and he landed on the stump of a tree they had just cut down. I was an Indian dealer in Bangor, Pennsylvania, at the time. I visited him the next day and he was up and walking around, but the next day he died of a punctured liver.
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Also, your old 1912 Pope was very interesting, I am 68 years old and still working on motorcycles. I have been with motorcycling for the past 57 years, starting at the age of 11.
W. E. DIETZ Beverly, N.J.
DEFENSE FROM ENGLAND
After reading in your Letters column lately some of the scathing criticism that you have come under from your American readers, I felt that I should write to you.
In my opinion your magazine is the best motorcycle or motor magazine to come out of America. The articles are varied, intelligent, and interesting, even to me, an Englishman. So carry on the good work.
T. G. REES
Bristol, England . . . and thank you. Jolly good letter. Ed.
SAFETY CONSCIOUS
I'd like to pass on some information that I gained the hard way. In your magazine I've noticed that your staff members always are shown wearing helmets.
This is a GOOD idea!
Last summer Bill and I took a little trip down to Panama City, Florida, We enjoyed the sights and on the way back a lady in the other lane decided to pass; she did. Bill was riding behind me, on his Honda 150, she hit him head on. He went over the car and landed all the way off the concrete, EXCEPT for the back of his head. His skull was broken in two or three places, there were no other injuries, not even bruises! He died eleven hours later.
We both read your magazine and I think Bill would like for me to pass on this warning to all people like us who ride without helmets.
DON'T!
It may take a little of the fun out of riding but you will probably be able to live for a lot longer if you wear the helmet.
E.A.S., Jr. Ozark, Alabama
AN H-D DEFENDER
As a long time enthusiastic reader and present subscriber to your magazine I find little to complain about in your magazine. I don't think there is any other magazine on the market that even compares to yours. However, I have read and heard so darn much criticism leveled at HarleyDavidson that I can no longer remain silent.
The reason one does not see a KR or KRTT waiting for sale on a H-D dealer's showroom is that H-D builds the KR, Sportster, and 74 models only after receiving a firm order from their dealers. The KR (rigid rear frame dirt track machine) and the KRTT (swinging arm rear suspension model) can be had with either a 2Va, 33Á, or 6 gallon fuel tank, 3 or 6 quart oil tank, 18" or 19" wheels in either aluminum or steel, standard 8" or racing brakes, 12, count em, twelve different transmission gear ratio sets, 8 different mainshaft sprockets, choice of engine sprockets, choice of three different type handlebars, three different types of racing seats, any number of tire choices depending of course upon the intended usage, and even a conversion kit to make a dirt tracker out of a KRTT. Can you imagine trying to choose the right combination of all of these options to have sitting in your showroom waiting for just the right person to come along who just happens to need it as is for his particular type of racing. Possible but not probable. But anyone who can lay their hands on $1,320 can go to a H-D dealer and order this machine built to their specifications for their intended use. Suggested list for the KR $1,320, the KRTT $1,425. And in point of fact they can even order their H-D from H-D dealers in South America, Canada, Europe, Africa, and the Near and Far East. And where else can you get so much for so little? These machines even though of an old type design are certainly rugged and the main reason why H-D riders have won the National Title and the number 1, twelve years out of the last fifteen. And I might add, it's American, if you have any pride in your country and its products. I do. I think H-D is to be highly commended for their efforts, but like anyone else who is successful, they immediately become the enemy of those who can't do as well.
Instead of fighting petty squabbles among themselves over brand names, motorcyclists should stick together as we have enough enemies outside our own group to be divided among ourselves. If a rider thinks it's unfair to run a 500cc overhead against a 750cc flathead H-D, he has merely to ride the other machine if he wishes. And I think the $2,000 claiming rule eliminates the factory from favoring certain riders with anything very valuable, or the riders from putting too much money into their machines
Incidentally, I am not a dealer, only an interested person who likes the sport of motorcycling in all its forms, and who rode his first machine 19 years ago. Let me again thank you for your fine magazine, and although I'll find points I disagree with you on from time to time I still say keep up the good work.
JOHN S. PINE Bartlesville, Okla.
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A REBEL REBELS
I am writing to let you know that as for me, I am against any more laws controlling motorcyclists. We already have too many laws telling us what we must do. I agree, that no one should get on a bike without a brain-bucket, but let's not let them pass a law that says we have to wear one.
If we have to get a special license, then we will be on record as an outlaw. One look at a license like this and the Fuzz will need two pencils to write out all the charges. Let me and the Indiana motorcyclist see what kind of support this fine magazine called CYCLE WORLD will give the motorcycle rider. Forget the guys trying to sell skid-lids.
I really dug "The Christmas Ride" in the January issue, and a Happy Anniversary to CYCLE WORLD.
I belong to a club called, "The Invaders," and I ride a 650cc BSA Lightning Rocket and my wife rides a Honda chopper. I belong to the A.M.A. and the C.M.A. organizations.
May the Good Lord have His way.
MARION ASHWORTH Invaders Motorcycle Club Northern Indiana We aren't on good enough speaking terms with Him to know what His views on the subject might be, but we disagree that being forced to wear a helmet would make motorcycle riders "outlaws." We don't like the compulsory helmet law either, though we profoundly endorse their use. The "guys selling skid lids" are, virtually to the man, wholly against the compulsory helmet laws. — Ed.
WHITHER APOLLO?
In the December 1964 issue of CYCLE WORLD you featured a short article and photos on the Ducati/Berliner Apollo 1200cc four which was nearing completion at the time. Since then I have been eagerly awaiting more information on this new motorcycle, but so far none has been printed in your magazine.
Would you please let me know if this project was discontinued, and if not, when will you run a test on the machine and when will it be available at dealers?
RAYMOND LEONE
Batavia, Illinois Silly as it may sound, we are as much in the dark as you are on the fabulous four, but we'll do our best to find out Ed.
SATISFACTION SEEKER
Along with subscribing to your magazine, I would like to make a couple of suggestions. (A sentence calculated to warm the heart of any editor.) First, like many others, I am a recent convert to motorcycling, and, like many others, whether I remain with it or not will depend to a large degree, on the amount of satisfaction I derive from my machine; satisfaction being a function of reliability and durability as well as performance. It would be instructive if, in this regard, you would survey long standing (say 20,000 miles or more) owners of the more popular lightweight and touring machines, and publish their collective (and, hopefully, objective) opinion on how well their mounts have served them. A numerical rating system could be applied to various features (electrics, engine flexibility, handling, transmission, brakes, finish, etc.) and the results expressed as numerical averages. In addition, outstanding gripes could be included. Such information might prevent the souring of many new riders as well as alert the manufacturers to areas of improvement.
Second, motorcycles can be regarded as both practical transportation and as satisfying recreation. In the latter regard, however, there is always the danger of a short-lived, shallow minded sort of association that arrives at an unsatisfactory conclusion when the first thrills wear off and repair bills mount up as a result of punishing a machine in the search for bigger "kicks." Cycling can make a meaningful contribution to the individual if through association with it he learns principles, acquires skills and the confidence to use them, and gains respect for precision machinery. In this area, CYCLE WORLD can make its mark by publishing more of the technical articles,articles that give owners the "know how" to tackle maintenance and repair problems whenever feasible. (Some dealers could benefit from this too.) The "Service Department" is a step in the right direction, but what I have in mind is expanded articles dealing with general service and repair problems rather than modifications.
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I realize that these suggestions may tread on advertising and, hence, editorial policy, but over the long run it is in your advertisers' collective interest that motorcyclists be satisfied with their purchases and that they derive from their activities the meaningful satisfactions that extend to lifelong association.
Third (this is one more than my announced couple), while I have no intention at this time of entering active competition, I would appreciate it if you would publish an article, perhaps a series, on the various forms of cycle sport (both F.I.M. and A.M.A.), the types of courses involved, scoring, classes (amateur and professional), and, briefly, the characteristics of the type of machine involved in each. Thank you.
JAMES R. STUEBE Gainesville, Fla.
Your suggestions have stirred some thought around CW's offices; we'll give the matter of a numerical rating system some thought. Articles on servicing your own machines are difficult to consider, primarily due to the large number and endless variety of bikes available in this country. It would require tens-of-thousands of words and hundreds of pages to even scratch the surface of the subject, hence our omitting such editorial coverage from our plans. We leave such things up to dealers and their service publications, and to specialized books such as are available from Motor Racing Books (a CYCLE WORLD advertiser). Fear not the treading on advertising policies. CYCLE WORLD'S editorial worth is pointed towards our readers; if we felt it could be done well and properly, and our readers wanted it, it would be done! Your final suggestion is a bit prophetic; we are working on just such a feature. Ed.
WE READ IT Dear Good Guys*,
I'm writing just to see if you read all your mail. Thanks.
DAVID COLLINS Meridian, Miss.
PS: If your magazine is good enough for Batman, it's good enough for me!
*(I can tell "ya'all" are good guys because "ya'all" wear white helmets.)
MORE FOR THE PROFESSOR
Professor Preisser's article in February's "Round Up" overstated the need for sophisticated management techniques and proposed an unrealistic method for selling the motorcycle industry on the merits of these techniques. As was mentioned, the industry is in a state of flux only narrow segments of it behave in a manner which can be usefully defined in mathematical terms. When the industry matures and the variables critical to decision making become less volatile and more predictable, then, advanced management techniques will become more useful as they are in the bicycle and auto industries. For the next five years, however, I'll put my money on the type of manager who may be old fashioned, but who has a good "gut feel" for the pressures and movements within the motorcycle market.
As for selling the industry on professional management, I do not think it is a problem. When good applications develop, they will be recognized and utilized. In installing an advanced system professionals should be used rather than inexperienced, runny-nosed graduate students.
DAN T. MOORE Harvard Business School Boston, Mass.
BEING SPECIFIC
I'm sitting here supposedly studying for the final written exams for a Ph.D in Psychology, but when your March issue came today I had to get this letter off.
Having bought my first bike, a 125cc Yamaha, last February and since then purchased a Trail 80 Yamaha for my wife, and a Honda Super Hawk for myself, I must confess considerable frustration .
Every time I ask a dealer or mechanic any specific questions about motorcycles it becomes more obvious to me that most of them don't read magazines like yours, or even their own service manuals.
You people, for obvious reasons, don't care to recommend specific bikes for specific uses in your road tests. Although they are great, they don't help people like me to choose between dozens of bikes with similar characteristics when they all appear to pass with flying colors.
As an example of the kinds of questions I ask both dealers and mechanics; 'What bike would you recommend for me to buy that will cruise all day long at 70 mph with two aboard that will not require frequent costly maintenance?" Yamaha people say the 250 street model would be best for you. Honda people say the Super Hawk would do the job but you'd be happier with the 450.
Now after reading your magazine for a year, and going over all the road tests I've concluded that there aren't more than half a dozen bikes around that will cruise all day at 70 mph and it seems to me this should indicate some kind of quality vs. piston speed factor that would tell us how long a properly maintained machine should last. This, then, suggests a reader poll similar to that used in Consumer Reports to provide information on which to base the quality figure or frequency of repair as it were.
If data were obtained from many riders who constantly tour at 70 mph; make, miles, years, type and frequency of repairs, etc., a professedly neutral organization like yours could publish said data and thus do a great service to improve manufacturing quality. Such a service would also be invaluable to beginners who are totally at the mercy of dealers whose honesty is at the mercy of their stomach, or who just plain don't know what they don't know. In just a year of sampling the lore of motorcycles I have found legends, folk tales, fantasies, and just plain bull.
Your road tests are great, above anything else I've seen anywhere, but they don't give the information that would really separate the dogs from the real jewels. Other than reader polls, the only way I can see to get this kind of honest information is from some kind of amateur race or cross country rally of stock bikes maintained by their amateur riders. D. V. SHARPE Upland, California It would take a whole bunch of lifetimes to accumulate the kind of information you ask. The dealers you talked to were both right, is it so difficult to believe that there really is more than one machine that will do what you ask of it? We suggest you ask owners of every kind of machine you are interested in, maybe even make a little survey on your own, how they like them and Jiow they are holding up. It should not take too much time to reach an intelligent determination. But, in the long run, the final decision will be up to you, and it will depend largely upon which one you like. Which is exactly the answer our road tests give you. We rely on the intelligence of our readers, so don't let us down. Ed.
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VELOCETTE THRUXTON
Even standing still, the Velocette Thruxton ís sure one magnificent hunk of motorcycle. Nor can I believe that it actually stands quite as still as your test indicates. If so, how does it manage to beat Tigers, Goldies and Norton SSs, as it has?
Thought you might be interested in this photo of my 1934 model 95 TT Replica Sunbeam. This is a very rare machine.
Enjoyed the test though, and everything else about your fine magazine. You've got a great thing going.
REVEREND JOHN K. MOFFAT Oshawa, Canada
With all due respect, Rev., our test Thruxton was in excellent tune, and was ridden as hard as it would go. Our tester even wound it up until it rattled, hoping for more, but no more was to be had. Maybe the glamorous Thruxton has done better in the past, but we suspect the past in this case is like the past in a lot of other instances, full of grey and vague memories, and representing something that has changed. Perhaps regrettably. Ed.
WILDERNESS RIDER
Riding a motorcycle in our National Forests, with special attention on California, is becoming more and more difficult. Trail riders are being hemmed in by many impractical and one-sided laws. Of course, not all laws governing the trail rider are impractical and unfair.
Within the past two years, a law was passed prohibiting motorcycles or any other motor vehicle from the very good California Riding and Hiking Trails (one of these trails is located about fifty miles from Chico). This law is a good example of one of the one-sided and unfair laws. I have a good idea who is behind the passage of these types of laws such groups as the Sierra Club (how many members of this organization does one see riding a motorcycle in our forests?) and other like groups in addition to the people who have horses and have formed riding clubs. These owners overlook one very important thing; far more people own trail bikes than horses. The groups such as the Sierra Club are being impractical too. They are against motorcycles in the forest and would like very much to keep them out entirely. They refuse to give way to the majority when they are the minority. However, unlike trail riders, they have power in legislation.
There is room for everyone on these trails. There is no existing problem with overcrowding on the Riding and Hiking Trails. (At least that is the case in Northern California.)
This law governing motorcycles on the Riding and Hiking Trails is most unfair to the owner of a motorcycle who has his machine in the area of these trails but is unable to go to his destination because his method of transportation is prohibited from the trails that take him there. Anyone can see this is not right. How would the owners of horses (many who claim that a motorcycle can frighten horses into throwing riders) like it if a law was to be passed prohibiting all horses from paved as well as the jeep roads? This would apply in other areas besides in the mountains. After all, horses have been the cause of accidents when they have become frightened and uncontrollable when passed by a car on a road. If motor vehicles are to be prohibited from trails such as the Riding and Hiking Trails, then horses should be barred from the road.
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I can think of only two cases where motorcycles should be prohibited from the trails. One is in the wilderness type areas and the other is when crowded trail conditions exist. (The crowded condition usually occurs in such places as National Parks).
After reading CYCLE WORLD, I have come under the impression that you stand for lifting the ban on motorcycles in our wilderness areas. I think you are very wrong, and I will attempt to point out why.
Wilderness areas are areas usually within a National Forest which are set aside for their unusual beauty and other unusual characteristics that separate them from our regular forest land. Logging, roads, permanent structures (except those absolutely necessary for fire purposes), and motor vehicles are prohibited in these areas. These are measures taken to insure that the area will remain in its natural state. If the restriction on motor vehicles was lifted, an invasion of trail riders would flood into the area. This in itself is not bad. However, there are disastrous side effects of such an invasion. Very few riders would limit themselves to the trails. (I know I wouldn't.) This crosscountry riding could cause damage in some areas. Another thing, once the motorcycles were in, jeeps would eventually get into the area. Next thing you know, there would be a road leading into the area. The road would steadily increase in quality until it became possible to drive a car to the area. With all these improvements would come many more people than before. Many of these people would have no regard for the area at all. Most people now going to these areas are the type who really belong in these areas. Some people just do not belong there. With all these improvements, the areas would no longer be wilderness areas. They would be merely parts of the National Forest as their unusual properties would be gone. Their special character lost. No, I'm afraid this is one instance where the horse should be victorious. Even though I would personally love to get to these places with my Honda Scrambler, I realize that motorcycles are just not the thing for these places. I hope you see my point in this matter. We should be allowed almost everywhere except here.
There is only one remaining place where trailing should not be and is not allowed. This is in the crowded National Parks and other similar places. There are just too many people on the trails in such places.
Spark arresters are to me one of the biggest jokes and swindles in the motorcycle industry. I sometimes think the Forestry Service and the companies that make the things are working together to get the poor trail rider one way or the other. Either they get the unsuspecting guy when he buys the ridiculous contraption which (correct me if I am wrong) has to be emptied constantly and decreases power, or when he fails to buy one and a citation is issued. I personally despise the things and do not have one on my Scrambler which is in the mountains constantly. I have never had any problems with the Forest Service as yet. (Many Forest Service personnel do not even know what a spark arrester is, let alone that it is required on a motorcycle.) If there ever was a needless piece of equipment on a motorcycle, a spark arrester is the thing.
I am aware that it has been proven that hot particles of carbon are emitted from the exhaust system of motorcycles. I have seen these particles at scrambles. However, as soon as these particles came in contact with the air (they of course came from straight exhausts and at night), they are cooled their power to start fires diminished to next to nothing. And by the way, did you ever try to start a camp fire with nothing but dry twigs and dry grass? If you did, I'll bet you had very little luck. You probably had to use newspapers and a little"instant fire" (gas). These articles together with a match (not a hot piece of carbon) probably did the trick. It's about as easy to start a fire with a motorcycle as it is to rub two sticks together (next to impossible).
Spark arresters are needless, or almost needless. It seems to me that a motorcycle equipped with a muffler or baffles is as safe as any other motor vehicle with a muffler. Why is it that spark arresters are not required on jeeps and cars operating in the forests? After all, the darn things were designed to be installed on tractors operating on a farm (especially in orchards).
In concluding my opinions on motorcycles in the forest, I can only say that if we don't watch out, we may find ourselves barred from the forest altogether or have so many restrictions on us that we may be unable to find a place to ride in the forest.
BARRY HIAT No Address
You are quite right that there are more trail riders than horsemen, but horsemen are organized! The Sierra Club has thousands of members who write letters, attend meetings, and follow club policy of supporting the desires of the memberslüp. This club is huge and powerful; they are instrumental in achieving many things, some of which deny others their goals but promote those of the club's large membership. Riding and hiking trails were designed for just that; you will be pleased to know that in some areas motorcyclists are being given "scooter trails" as well, so it is not a total loss. You are misinformed in feeling we endorse turning over wilderness areas to bike riders; this is precisely what we are against. These areas should be preserved; we ask only that everyone be excluded from them if bike riders are to be. We also agree with your opinion of spark arresters. They do restrict sparks, but hot carbon has never, in our knowledge, been proven to be the cause of fires, yet they are mandatory devices on some internal combustion engines being operated in a National Forest. It is nontheless a small concession to the Federal Government for being allowed to use these lands; it seems to make them feel better anyway. Ed.
