Letters
LETTERS
EUROPEAN TOURING
Mr. Craven’s article was interesting, but I can’t say more for it. I have spent many months preparing for the day this summer when I take delivery of my new BMW in Munich and set off gallantly over Europe. But I have had to dig out necessary facts for the journey from many places and sources and so many of these important facts were omitted from Mr. Craven’s article. He neglected to mention the required minimum of $100,000.00 PL and PD insurance and that it can be obtained by the month from the AAA in London or Paris. Otherwise, the traveler has to pay much higher insurance fees, good for only a few days, at the borders. The “Green card” will remove this problem. The Automobile Club of California will issue, for a small fee to non-members, an International Driver’s License, which is a copy of the traveler’s regular license. Passenger vessels carry cycles. A bike weighing between 201 and 400 lbs. goes round trip for $130.00 on the German Lloyd lines as accompanied baggage.
Duty of cycles purchased abroad is 10%, minus the $100.00 free custom allowance if the traveler brings nothing else back. Since the machines are returned as used, this is also considered in the duties.
I could go on and on, but there isn’t room nor time. I have to stop and pack my bags! By the way, would like to correspond with others touring abroad by cycle this summer . . . unless they plan to travel on a tiddler!
C. BAILES Chula Vista, Calif.
Y on failed to notice the last paragraph in Mr. Cravens story. It states that those who might be interested in going to Europe and buying a machine should write Cycle World for details on this and such things as general information relating to insurances, documentation, currencies, useful addresses and advice. Cycle World’s Reader Service Department has mailed several hundred of these information sheets out since the article appeared in our April issue. Ed.
MORE EUROPEAN ADVICE
Having spent three months last summer touring Europe on a motorcycle, I’d like to offer some information that may prove fruitful to readers planning a similar trip. Reliable information is extremely hard to come by in this country regarding conditions abroad, and while my experiences may have been isolated and atypical, I hope they will be of help.
There is a pamphlet printed concerning traveling by cycle in Europe, but we found it next to worthless and certainly not worth the asking price. The two major problems which first confront the planner are; whether to buy new or used; and what make to buy. If one purchases new, then make is little problem. However, if so, one should arrange with the American distributor at least two months ahead and should not expect to pick up a bike new from the showroom. When we arrived in London early in June, Triumphs were unobtainable, and from what we were told BMWs are only made to order in Germany so could not be bought off the floor.
These two mounts are undoubtedly the most popular among Americans buying new in Europe. Larger Hondas were also sold out, at least by the German importers. England and Germany both have local taxes on new bikes which only affect Americans in that the local price is paid and then a rebate is sent to the owner’s home after he leaves the country.
Buying used bikes is a much more ticklish subject. Undoubtedly excellent buys can be gotten from suddenly ill-fated and resultantly impecunious individuals. We ran into two Canadians who had bought threeyear-old Jawas from strapped Belgian students for $50.00 apiece. Other equally fantastic buys were occasionally reported, but they were reserved for those who weren’t in a hurry to get going and who could afford much time looking around and exploring all leads.
Once one reaches the mainland of Europe, the only bikes seen making long distance hauls on the highways are BMWs. The only time we saw English bikes was in Northern Europe, Germany, Holland, Austria, Denmark (where we confined our trip), and this was at great gatherings of motor enthusiasts such as at Zandvoort in Holland, and at Avus in Berlin.
Matching this predominance of BMWs is the comprehensive network of authorized BMW dealers and repair shops. However, this is not as ideal as first appears for two reasons; outside of Germany the shops don’t always carry a full supply of parts, and the mechanics aren’t the greatest. Shops are booked months in advance; therefore, if you have a major breakdown, expect to spend some time exploring the hopefully, scenic and historic area in which the breakdown occurred.
The best advice for buying a used motorcycle is, first to have a fairly respectable knowledge of whatever brand one is seeking — especially of that machine’s mechanical idiosyncrasies and mechanical failings, although after having spent a summer learning about the workings of a BMW, I still don’t know what I’d look for to guarantee not getting a lemon.
Secondly, a decent mastery of the language (if not English) can be used. I think if I were to try to find a good buy in Germany, I would go to all the BMW dealers and ask the mechanics if they knew of any for sale, if I could speak German, of course.
London has some immense second-hand bike stores, but here, as abroad, one must remember that Europeans use bikes as a primary means of travel and less for sport than we do. Consequently, they really drive a bike into the ground. Some of the places offer guarantees on bikes selling for more than $280.00 or so, but this does you little good if you are broken down in Istanbul.
Accessories is an area that should not be overlooked by anyone seeking to furnish a bike he intends to keep. The huge, hairy touring tanks for BMWs are half what they cost in the U.S. English Pannier cases similarly priced, cross over pipes, megaphones, etc., are the same.
(Continued on page 34)
Finally, the question of whether or not to bring the machine back arises. Just as there is a paucity of available machines in the early summer, so there is a plethora of bikes glutting the market in the fall. If you are selling an old bike you may get only loose change. A large bike can be sent to New York, uncrated, from Rotterdam, for $50.00. Crating, naturally, costs more. Probably a nice profit could be realized by buying up bikes at the end of summer and sending them to the U.S. London and Paris are rumored to be the places to pick ’em up. If I had it to do over I’d definitely scrape up the jack to buy a new bike which runs about 1/4 less there than here; in the long run the likelihood of large headaches is much more remote.
Oh yes, if it rains as much this summer as it did last — go south young man — change your plans, don’t hope the weather will change. I hope this helps someone, ’cause it’s a great way to see any country.
JOHN A. LEFCOURTE New York, N.Y.
WHO’S FOOLING
Like man, that road test you did on the Kawasaki 175 really burned me up! You guys must not know how to drive a real machine. Your road testers must have got their experience on typewriters or else you had a four hundred pound man riding in that test.
I took my Kawasaki 175 to the strip and turned a 13.2 second quarter. So how do you like that! And what’s more I’ve shut down three hopped up XLCH’s, two Vincent Black Lightnings, an AC Cobra, and a Ford GT. So put that in your old briar and smoke it!
All I can say is that you didn’t break that old ’Saki in right or maybe you just never got it up to its power range. It doesn’t come on until you get it up to 45 in first; then it really comes on like a bear. Cram it in second at about 65 and that old front wheel just won’t stay down. When you guys start having honest tests let me know. Meanwhile I’ll be humiliating TT Specials and BSA scramblers.
Psedepigraphously Yours WILLIAM (SHUT DOWN) HUF Chapel Hill, North Carolina And a happy April fool to you too. Ed.
OKINAWA MEMORIES
Thanks for the wonderful magazine. Jerry L. Lane’s article “The Novice” in the April issue brought back fond memories for me as well as anyone who ever rode the byways of Okinawa.
Old Highway #13 (appropriate??) was the very same road where I first learned the eccentricities of a two wheeled motor vehicle. I started with a Cushman scooter with a centrifugal clutch, and 1 can truthfully say I never had a more dependable machine. The only shortcoming was having to run up hill from Ora-Wan. The machine was able to make the hill but not with me astride; it was the old story of the proverbial straw on the camel’s back. I had to run alongside the beast with the engine revved up enough to carry my pack as well as itself up the steep incline.
(Continued on page 36)
I’ll vouch for his crooks and turns, they must be seen to be appreciated. Time after time I’ve made the trip from Kadena to Sedake in rain storms and after typhoons, but I would have committed suicide to try it at night. The roads must have improved since 1950 to 1953 when I was there. I used to think a Cushman was too fast for those roads as I’d have to slow to skirt the foot-deep chuck holes. I can well imagine what it must be on a Triumph Bonneville. The sensation must be one of flying most of the way.
While there we never knew what a service station was, so one had to carry his own extra supply of gas, especially when hitting the boondocks.
Somewhat later I graduated to a Mustang which was the goingest machine I had ever ridden. I could pass anything on the road, but the telescoping forks just would not hold up after five hours of foot-deep holes. Then after changing tires on the clincher rims a few times, I wanted to buy my old Cushman back; at least baling wire would fix most anything wrong with it.
I’d be the first one to vote for Okinawa as a site for an obstacle course. It would be an ideal place for a yearly event of road racing. The road circling the island would give about a two hundred and fifty mile event with every known obstacle to be imagined. With the Japanese enthusiasm for motorcycling as high as it is I am sure the Okinawan people would support a yearly event of this kind.
EUGENE R. FERGUSON National City, Calif.
HE CAN TELL, TOO . . .
After reading your impression of the Mattel Bronco I traded my Yamaha Big Bear for one. I easily shut down a Triumph Bonneville on Ocean Parkway, but got beaten badly by a girl on a Schwinn with a basket full of groceries. (With training wheels yet). Do you think vitamins might help?
MARK ELKINS Brooklyn, New York
FARAWAY AND FAITHFUL
Just a few words of appreciation from a faithful reader in a faraway capital. The enjoyment I derive from reading your magazine can’t be laid down in so many words, but is nonetheless meaningful.
The fact is that while weather prohibits use of our cycles in winter, the colorful pages of your magazine keep interests and anticipation alive where other activities wane and lie dormant.
So, I wish you and yours, happiness and prosperity so that you will carry on the good work.
PAUL ADAM JR.
Gloucester, Ont., Canada Were it not for such words of support, endorsement and encouragement, it would not be worthwhile. Our thanks to you, too. — Ed.
WE’VE SEEN HAIR SPLITTING, BUT -I read your road test of the HarleyDavidson XLR saying it's faster than a speeding bullet. It takes an XLR 25 seconds to cover a mile. A bullet does it in 1 Vi seconds!
LOU SHREYMA Chicago, 111.
We stand corrected; the XLR travels .06 as fast as a speeding bullet, but don’t tell the Green Hornet. — Ed.
NINE FROM TWELVE
I think your magazine is the greatest single publication of all time. I enjoy the tests most of all. I am 12 years old and have been riding motorcycles since I was 9. I have ridden such bikes as Yamaha 80s and 125s with Gyt-Kits installed. I have experienced rides on lOOcc Yamaha twins and 175cc Bridgestones and a 250 Yamaha.
Enclosed is a picture of me on an 80cc Trail Yamaha. My brother owns a motorcycle shop, that’s how T get all my rides.
CLAUDE PICKETT Frankfurt, 111.
We were wondering. — Ed.
ARIEL OWNERS
May I, through your excellent magazine, let your readers who are Ariel owners, know about the International Ariel Owners Motor Cycle Club.
Membership on the American Continent, mainly the States, is increasing steadily. We run a mutual aid scheme for spares, contacts with other members in the U.S.A., Canada and the U.K. We also have a growing membership in Holland and France. We publish a monthly magazine, in which we are going to publish road test repeats of Ariel models, and of course we have the usual badges. The club is in regular contact with the Ariel factory; though not producing at the moment, they are nevertheless very much a going concern. Anyone interested in joining the A.O.M.C.C. should contact me. If you will publish my address I will be grateful.
(Continued on page 40)
DENNIS OWENS Rose Cottage Rockcliffe Lane Oakenholt, Nr. Flint North Wales, England
NEW CYCLE-SPORT
We would like to inform you and your readers about a new sport we have developed. It is sort of a hill race. It is very simple. All that is needed is a steep hill in a wooded area. Set up a course around trees and stumps. Start at the top of the hill with the engine off, race down the hill, crank the bike, and race back up the hill by another route. The cyclist with the best elapsed time wins.
Take this for what it is worth — we just thought you might be interested.
BOB EASTBURN No return address Sounds like fun. — Ed.
INDIAN MADNESS
I thought you might be interested in the enclosed mailing piece (Reproduced below. - Ed.) on the Indian Chief. I received it in the mail. I’m passing it on to you, it should make some interesting discussion.
Also find enclosed a picture of my 1941 Indian four-cylinder which last October took a trophy.
GEORGE PESPAS East Meadow, L.I., N.Y.
Well George, the interesting discussion centered on what kind of a nut ever claimed a 1966 Indian Chief would cruise, or even reach, 140 mph! Then it turned to the fact that Indian hasn’t made a motorcycle since 1954. It takes all kinds. — Ed.
WRONG BELL
I want to thank you very much for including the photograph of the Bell Magnum in the special motorcycle clothing issue, May 1966, of Cycle World Magazine.
I am especially pleased with the handsome gentleman used as a model. However, I must point out a couple of discrepancies.
(Continued on page 42)
First of all — you show the price of the magnum at $49.00 which is correct and then you state $15.00 for the visor. The decimal point got misplaced as the correct price is $1.50. Secondly — the copy then states that Bell Helmets start at $23.00 for the Kompac touring model. The Kompac has been discontinued for two years in favor of our Shorty which is priced at $24.75.
FRANK HEACOX
Bell-Toptex
Long Beach, Calif.
WRONG WORDS
Thank you for printing my letter about your Bonneville report in the Feb. issue of Cycle World.
At the end of my earlier letter I stated I was taking a good natured poke at Cycle World and hoped it would be received as such. Your witty reply was neither good natured or in any way the truth.
Enclosed you will find pictures of my fairing as it appeared at Bonneville, Daytona, and any other place I raced this past year. Across the front it has XLCH printed. On both sides at the top it has 99 44/100% Harley. Beneath that is a figure of a death’s head with the words GRIM REAPER printed beside it. At the top near the right handlebar it also has “Triumphs, Breakfast of Champions” written.
I think you were very hasty in your reply for I can find nothing dirty in any of that lettering.
The other machine I mentioned in my earlier letter belongs to Jim Leineweber from Chicago. Best known for AMA road racing and his fuel injected “74” which turns over 150 mph in a quarter mile. The only lettering on his fairing is for a Harley shop in Skokie, Illinois plus the numbers 72.
I feel you have made a grave error in your judgment of Mr. Leineweber and myself. And by printing in your magazine that he or I had dirty phrases lettered on our fairing, not only shows your staff’s neglect for not getting the true facts which is the responsibility of every magazine when reporting on any event, but have branded and condemned us to all the Cycle World readers of which I am sure there are several thousands with a false reputation.
The real reason for “slightly” overlooking us as you stated in your reply is your people were so busy with the everyday problems of keeping their own bikes running of which there was at least two or three and maybe more that they didn’t know what was going on around them.
I feel we conducted ourselves as gentlemen at Bonneville, Daytona, and Laconia. And expect to act the same way when we reach California. And when we return to these same places next year, we don’t want people downgrading us because of a false statement printed in your magazine, as I am sure you wouldn’t if the situation were reversed.
(Continued on page 44)
As we pulled onto the salt this year a member of your staff took a photograph of my bike. I am sure if you will go through files and compare that photo with the ones enclosed you will find them to be the same.
I feel you are in error and owe us an apology. And we would greatly appreciate a printed retraction as soon as possible. Thank you.
DON MARSHALL Barrington R. I.
We profoundly apologize for the mistaken identity. Your machine was obviously not the Harley referred to in our answer to your letter (CW February issue). We overlooked your bike in the report, not because we were too busy with our own machine. We had three staff men on the salt; two were running bikes; the third spent every moment of his time taking pictures and preparing the report, but because it was just that, simply overlooked. Ed.
45 VS 30.5 AGAIN
No doubt you will get letters on the 30.5 vs 45 cubic inch bikes after the Daytona event. The fastest bike there, still was a 45, not a 30.5. This 45 was having trouble getting through the turns, because of either oil getting on the rear wheel, or a mechanical thing with the wheel. This was told to me by one of the men who went with the rider of Andres’ machine to Daytona.
I will write a few things on your May issue.
1. Lots of advertisement, which I like to read, but seem short on stories & etc.
2. The western drag-fest — a few good pictures but very little on equipment, times, ideas, etc. A short story with it that was just words.
3. Enjoyed the Sprint write up, good pictures. Could you be in reverse with AMA & HD? Others have tried and backed down in time.
4. Sometime look over a few issues of Motor Cycle, the British magazine. It has some very good articles in it. It is quite different than most U.S. magazines.
5. Do not push own personality too much through magazine.
A STEADY READER San Diego, California
Yours is the first letter concerning the Daytona 200 winner. A 45 cubic inch machine may very well have been the fastest on the straight, but a 500cc Triumph won it, and it wasn’t from being slow! 1. We maintain an even-as-possibte 60% editorial balance in each issue; hence the 130-page May issue, which was that large, mainly to accommodate advertising. We added considerably to the editorial section to balance it out. 2. Sorry you wanted more on the drag-fest and we were unable to comply, but we are pressed for space and must often publish rather condensed reports. 3. Not sure what you mean. We are not “backing down” or anything like it. We have freely criticized the AMA and others from the first, and have no intention of changing! What has that to do with a road test of an excellent machine, no matter who made it? 4. We receive Motor Cycle each week, as we have for years, and are told by almost everyone that Cycle World is a better magazine, which we also feel is true. Remember Motor Cycle comes out once a week. If we had that much space we could also do a great deal more. 5. We don’t know what you really mean here, either. You did not sign the letter so we must assume you also didn’t know what you meant. Ed.
FROM AN EX-SUBSCRIBER
I just received my May copy of Cycle World and was wondering why the editor insists on using a balding middle-aged man on the cover rather than a younger man. After all, an “old goat” sitting next to a pretty young chick on a motorcycle doesn’t do much for our image, does it? Hum, hum, ho-ho, sour grapes.
CONN LE GEROS
Minneapolis, Minn.
It’s because that middle aged old goat is the Editor. That’s why! Ed.
MORE PLATES
Two years ago the Liberty Motorcycle Club requested that readers of your magazine send us their expired motorcycle license plates. The response .was gratifying. However, as we stated in our original letter we have one large wall which we hope to cover. At the present time, this wall is only half covered. Therefore, we are renewing our request for additional plates to permit completion of this project.
(Continued on page 46)
Our greatest need is for plates from the Eastern and Northeastern sections of the United States. However, all state tags for the years 1964 and 1965 would be appreciated. So please send any and all old motorcycle plates to:
Liberty Motorcycle Club
29760 Shiawassee
Farmington, Michigan
Through this magazine we wish to thank all the past contributors to our collection. Without their kind assistance all our efforts would be useless.
Thank you again.
We remain,
LIBERTY MC
29760 Shiawassee
Farmington, Mich.
TOURING TIP
Here is a money-saving tip which perhaps some of your touring-minded readers will find useful: Last summer, while planning a camping trip by motorcycle, my wife and I realized that all our food, gear, and what have you would not fit into our saddlebags, and that one of those fancy chromed, welded tubular steel carrying racks for the bike (a Super Hawk) would set us back almost the full amount we had allotted for the trip itself. Besides, what we really needed was something longer, lighter, and more readily detachable than the commercially-available models, so that after the trip the bike could be reconverted from pack-horse to “pride and joy” with a minimum of fuss. I started fooling with the materials I had on hand and came.up with the carrying rack pictured. It can be duplicated by anyone with a drill and hack-saw and about one dollar, and the dimensions may be altered to fit just about every motorcycle.
The two parallel sides are pieces of aluminum alloy “L” stock, available at most metal supply houses and many hardware stores. My stock had the cross-sectional dimensions 1" x 1 1/2" x 1/16" and the total length A (see drawing) was 2 1/2 feet. This supported about 30 pounds of gear evenly distributed without any bending. However, any convenient size stock that looks beefy enough may be used, and the length A is up to you, within limits of good sense, of course. The two large holes are the diameter of the bolt which carries the rear spring/shock absorber suspension units, and it is by these two points that the rack is anchored to the bike. Measure the exact distance between the outside surfaces of the rear suspension units with the mounting nuts still tight, and this distance becomes dimension B, the width of the wooden spacer block. The bottom of this block is chamfered and the chamfer angle and the dimensions C and D should be worked out so the bottom of the block rests on the rear fender and the rack is parallel to the ground with the bike fully loaded. I used a bit of rubber padding under the block so it would not scratch the paint. Use a couple of long, thin wood screws on each side to attach the block to the angle stock, and fasten the two or more rear slats of aluminum with machine screws and self-locking nuts. Round the edges with a file for safety and appearance, lay a little paint on (optional since there's nothing to rust), and you're done. Happy touring!
(Continued on page 48)
Keep up the good work with CW.
STEVE FABRICANT Malibu, Calif.
YAMAHA YOUTH
I thought you would like to hear about the efforts of a fan of yours, my son . . .
Forrest Preston Morris; age 16; Marshfield High School, Coos Bay, Ore.; employed by Harless Sports Shop, North Bend, Oregon . . .
Spent quite a few hours this winter building a racing cycle. He is rightly proud of his efforts because the Yamaha 80cc has plenty of speed. He isn't sure, yet, how fast it will go but it has out-run all the stock 80s he has raced to compare.
Some alterations to the motor are: Full race rotary valve, shaved head, racing piston, bored carb, bored out valve cover, enlarged exhaust port, and a tuned exhaust.
He plans on straight cut primary gears. One unusual feature about this cycle is that it is one of the few racing cycles using the oil injection system.
(Continued on page 50)
The cycle will be painted an undercoat of silver with 2 coats of translucent red flake.
The cycle is not legal on the highway.
LOUIS N. NORRIS Coos Bay, Ore.
FAMILIAR PROBLEM
While leafing through your January ’66 issue tonight, I ran over a problem in Service Department that seemed familiar, and it was, because I had read it only yesterday in my March issue. Kind of a puny reason for writing, huh? Really I wrote to tell you that brand (beep) motorcycle magazine seems like something a high school journalism class threw together compared to CYCLE WORLD. Keep improving. How does (beep) figure it has the “world’s largest monthly motorcycle circulation?” They must make excellent fire-starters and crate-liners. Anyway, keep up the good work.
CHUCK LEDERER Warrensburg, Missouri
Sorry about that, chief. We’ll watch it. As for (beep), we haven’t tried starting a fire with it yet, but it does make good packing.—Ed.
GOOD ADVICE
I have been motorcycling for about two years now, and have found the sport to be tremendously exciting and interesting. I wouldn’t trade my little Honda for anything. However, there is one particular and potentially dangerous aspect of highway riding which I feel every bike rider should be aware of — don’t let yourself be “tailgated” by someone in an automobile! Following too closely is bad enough when it involves two cars, but when a driver pulls this trick on a cycle rider he is setting up a potential accident that would surely be fatal to the unfortunate motorcyclist. There is always the possibility of a blown tire or a rock lying on the road. A fallen rider who would otherwise suffer only a case of asphalt rash, can be turned into a statistic by an automobile driver who has been breathing down his neck. When I find myself being tailgated, I first try flashing my stoplight a couple of times. If this doesn’t work, I pull over and let the creep go by. Motorcycling isn’t the safest sport in the world, so why not be safe rather than sorry?
JIM THOMPSON Spokane, Washington
HE HAS A POINT
I have just been reading the Letters in the April issue, and can’t believe that you really devoted three full columns of type to the idiotic letter from David Davenport.
Yeah, that’s what we need all right, is someone like him to worry about the old “image,” so the rest of us can get on to more important things. You know there’s something wrong with a guy who sits around and clips newspapers for a year just to prove a point. A fellow certainly shouldn’t have to collect press notices on the Hell’s Angels for a year to find out that most of the people would rather see than be one.
Old Davenport wants us to go out like Apostles and spread the word about cycling to the misinformed millions . . . well, let Old Davenport do that, if he can get them away from their TV sets long enough to listen. Why do guys like Davenport start to think that cycling is a religion, when it’s really a sport?
I suppose I shouldn’t discourage him, as he will probably grow up to be a big advertising executive or used car salesman or Senator. But I wish he’d remember cycling is a sport.
Now take sky-diving, that’s a religion! “FLASH” TRUESDALE (Older Brother of Crash Truesdale) Los Altos, California
LOTS TO SAY
Ceriani forks certainly are not unique in having light damping on compression and heavy damping on rebound. The B. E. B. forks on my 1962 Parilia Wildcat embody these very same features. (These are the steel slider forks that bear a slight resemblance to Bultaco TSS forks.) Knobs on the top of each leg control the damping — only on the rebound damping. The Ceriani forks are beautiful but not unique.
In reply to a letter to your service department your man said that a wet sump two-stroke engine is impossible. This is absolutely incorrect. You neglected to mention the GMC two-stroke diesel engines. These are wet sump engines but rely on a supercharger instead of crankcase pressure for scavenging. Exhaust is expelled through two exhaust valves per cylinder. There is no reason why this would çot work in a spark ignition engine.
How could you sit there and let someone tell you his Honda 160 would crowd 100 mph? I presume he is another one of those poor asses who knows only the word Honda, when it comes to choosing a motorcycle. Surely it is a good motorcycle, but there are other motorcycles of comparable prices that will outlast and out-perform the Honda.
Two questions: Why is it that a Pannonia 250 including sales tax costs only 110 pounds ($308) in Great Britain, and $595 here under the name of White? Why does a Bultaco 250 cost $960 at Carts and Cycles Distributing Company in Portland, Oregon but only $850 in Southern California?
Yours is the best U.S. motorcycle magazine, but it is mere rubbish compared to the British Motor Cycling.
GARY BRADLEY St. Helens, Oregon
Our thanks to Mr. Bradley for contributing this month’s rubbish.—Ed.
IS CO-EXISTENCE POSSIBLE?
As both a lifetime member of the Sierra Club and a lifetime motorcycle rider and enthusiast I grow progressively more tired of the increasing number of innuendoes your staff voice in regard to some apparent rift between cyclists and the Sierra Club.
Could you illuminate the cause for the conflict and perhaps have spokesmen for both sides writing something in your mag? Isn’t co-existence possible? Is my bipartisan soul doomed to be tom asunder?
(Continued on page 52)
Half-sincerely,
ROBERT RICHARDS New York, N.Y.
P.S. Executive offices of the Sierra Club are at 1050 Mills Tower, San Francisco, California.
Peaceful co-existence with the Sierra Club is the best idea we have heard yet, and as a matter of fact, many Sierra Club members ride motorcycles as well. We’re willing anyway—Ed.
NOW HERE’S AN OFFER
With reference to the Service Dept, letter entitled “Happy Honda Owner,” (April) I agree with him completely. If his stock 160 has twice topped 100 mph and has three times reached 98 mph, it is truly remarkable. My ’62 Ducati will turn 115118 in road racing trim, but when it is stripped of its fairing, re-geared, and equipped with a muffler, it will not quite reach 105 mph. It therefore seems that Mr. McIntosh’s 160 develops more power than my much modified 250, as his engine has much less torque. An engine of such obvious potential should not be wasting away on the street; it should be on the race track. I shall therefore obtain an application to the 250cc novice road race at the Meadowdale National on the 13th of Aug. If Mr. McIntosh will contact me, I shall send the application to him and pay the $5.00 entry fee as well. He can reach me through Cycle World.
ALVA T. EARLEY
Chicago, 111. 60637Q
THANKS
For some time now, I’ve wanted to write and tell you, as so many others have done before me, what a very good magazine you put togther each month. I believe the thing that impresses me most, is that your already good work keeps getting better.
The quality of your road tests, reports, even the advertisements(!) — are so far superior to other motorcycle publications, that any comparison is pure folly.
During the cold winter months, your magazine helps keep the “spirit” alive. Now that warmer weather has arrived, I’m looking forward to many pleasant miles on my third bike . . . and many more issues of CYCLE WORLD.
WALTER MANNING University Park, Pa.
WOW
I am writing concerning your May issue. Several things bothered me in relation to your proofreading department. The most obvious mistake is on page 75 of the Harley-Davidson Sprint CR-TT Road Test. That graph is atrocious. It has what seems to be the gearing of a hot rod (150 mph in fourth and 70 mph in first at 7,000 rpm). The Harley has five gear ratios, 127 mph, and 10,000 rpm. There were other minor mistakes also, like the error on page 98 — “15 degrees, plus 24 degrees = 29 degrees.
One hundred-thirty pages pleases me, and your magazine has always been my “most waited for” publication. When time is due for re-subscription, I will cheerfully ask for a two year extension.
RONALD LYSTER
Rolling Hills, California You didn’t see through our little game? It took considerable effort to go back six issues and use the performance graph for the Super Sportster (Dec. ’65). Very efficient filing system, eh what?? Of course 15 + 24—39 (1 think?). Glad to hear you are going to stick with us. Ed.
