The Scene

THE SCENE

IVAN J. WAGAR

UNFORTUNATELY, many motorcyclists are under the impression that their ma-chines can stop as quickly as automobiles, but in most cases, this is not true. Light-weight sports machines can, under ideal conditions, approach braking distances of cars, if everything is in their favor. Fre-quently we have been asked to supply stopping distances, and while braking is not part of our normal road test proce-dure, we quoted approximate data gather-ed on an experimental basis.

-Recently, however, the Metropolitan Cycle Association, a group rapidly gaining fame in their fight for the motorcyclist’s rights in New York, printed the results of some tests carried out by CBS News and the New York City police. Mr. Bob Livingston of CBS was in charge of the test, and because the technique employed eliminated operator judgment error, the results can be considered accurate.

To eliminate judgment, or reaction error, Mr. Livingston and his associates contacted the Engineering and Safety Department of the AAA, who custom built a device which first signaled the operators when to brake; but, more important, a detonating device left a chalk mark on the road when actual braking began. And this small point is precisely the reason CYCLE WORLD has never opted to incorporate braking figures into the road test data panels. For unless we can gather and publish exact information, we feel it is best left alone. We have never felt there would be sufficient accuracy in driving down the strip at Riverside, or anywhere else, applying the brakes at a marker and measuring the distance required to stop; because the rider would have to turn his head slightly to the left or right in order to know when he is immediately opposite the marker, and that is the instant he should be looking dead ahead, if he is to use maximum braking.

The automotive magazines have an easier time carrying out their tests, because a passenger is on hand to time the event and also to sight the marker for the driver.

For Mr. Livingston’s tests three motorcycles were chosen: a 1965 Harley-Davidson FLH with hydraulic brakes, a Vespa scooter, model GS 10 and a standard Yamaha 180 twin. To make up the car portion of the test, a standard N. Y. police 1966 Chevrolet sedan with standard brakes was used.

In order to ensure complete privacy and plenty of operating space, one of the boulevards at the World's Fair grounds was picked as a venue. The results are on a separate table, and are no surprise to us, although the people conducting the tests were shocked by the figures.

A motorcycle, because it is a banking, single-track vehicle, must have a tire with a round profile, and, as a result, there is not an over abundance of rubber on the road. Most, if not all, modern sports tour ing machines have brakes capable of over coming the traction offered by the small tread area, and will lock the wheels un der maximum braking. In this case the

only way to decrease stopping distance is in the use of tire compounds which offer more traction. Road racing has done a great deal to encourage tire manufacturers to develop what is commonly called highhysteresis rubber. In simple terms, it is a rubber which is quite dead, with very little bounce, and its adherence characteristics are unusually high.

There is one problem: tire wear. Manufacturers are now capable of building tires that will stick to almost anything, but have a very short life. Goodyear, who is doing considerable research in motorcycle road racing tires, has developed compounds that are a happy medium. At the AMA races at Indianapolis, I was hard put to find an Expert who was not using the new Goodyears. The point of bringing racing into the subject of touring safety is to emphasize the importance of a high quality tire; the most severe test of any tire is road racing. And when it is time to buy replacement tires for a touring motorcycle, it might be a good idea to shop around for a racing type rubber. Of course, a higher traction tire will only be a benefit, when braking, if the motorcycle’s brakes are capable of locking the wheels.

An important point to remember is that cars now have a lot of rubber on the road since the advent of wide, low profile tires. Also, there are many super sport autos around with disc or enormous drum brakes that are a hazard even to other cars, because the stopping power is so great. A motorcyclist with poor tires or inefficient brakes just doesn’t stand a chance.

We are currently putting together an article on highway braking that will appear very soon.

Two months ago in this column I editorialized on the possibility of four European riders coming to this country for the winter months to race. At this point it appears they will, in fact, make the trip. Paul Freidricks, the East German who has picked up his second consecutive world championship, has publicly made the statement to the British press.

There are still many loose ends, and no one is really quite sure about the FIM’s feeling if the riders compete in AMA races, but it is hoped that a special arrangement can be made. So far, there are four West Coast races: Hope town, November 11th and 12th; Castaic, November 19th; San Francisco, November 26th and a Los Angeles area ACA event, December 3rd. On the Eastern side, an event is planned in the Boston area for October 29th, and another on November 5th, possibly in Kingston, Ontario, Canada.

Although he is the opposition, Torsten Hallman, the friendly Swede, will captain the team. Torsten is still battling the 250 world title with Joel Robert but whether he is champion or not, we all look forward to seeing him in action again.