Letters
LETTERS
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I used to be what you would term a “bum.” I had 20-inch risers on my Bonneville, I wore a large Maltese cross, and behaved in a manner typical of the Hell’s Angels. My group and I would get 75 percent drunk and ride en masse down the main street of the small southern town we frequented, with our open pipes making a terrible racket, and anyone we encountered was smothered in obscenities. I’m sure you are familiar with what I mean. I can’t offer any excuse (indeed, there is none), except that I thought that in order to enjoy cycling, one had to assume the trappings and philosophy of the extreme one-percenters. Because riding a bike is a tremendously exciting experience, things got a little out of hand, and I fell in with the wild things that seemed to garner the same fierce enjoyment that I liked. So, I thought that riding a bike and being a social disgrace were synonymous.
Now, you won’t believe this, but the first shadow of doubt as to the error of my ways was cast by CYCLE WORLD! Here was a magazine that had a lot of personality; that is, the people who make it up seemed like people I knew in that I could see who they were. It wasn’t just a collection of data charts and exploded diagrams; it had a definite personality. I’m sure you haven’t any idea of what I’m trying to say, but I’ll continue anyway. When I compared the people I knew in the “mad” bunch with the friend I had found on the newsstand, I saw a terrific “class-gap.” There, between the covers, was a decent, intelligent, hard riding something that I was totally unlike, and, in fact, harmful to.
About the time these ideas were growing in my befuddled brain, I was relocated to New York State. So, to see if it was possible, I discarded my Iron Cross, shaved, and rode to New York as soberly as I could. It was GREAT! For the first time, people would come up to me and ask about my bike, my trip, and were friendly (albeit guardedly). I became aware of the good influence I could have on a sport that is all-consuming to me.
Now the transformation is complete. I have replaced the risers with a set with about 8 inches of rise (I like a head-up riding position), I have a comprehensive wardrobe of neat clothes (purchased from CW advertisers), and feel like I just got out of jail. For a change, cars pass me without any argument, and I haven’t even been looked at by the police. I had a set of stock mufflers installed. They’re a little junky, but the money previously spent for tickets and exhaust valves will soon replace them with a shiny new set.
The point of this letter is this: My sincere thanks for what you publish. If you ever feel that you merely put out a magazine, remember me and the influence you have had. I’m sure that eventually I would have grown up, but CW hastened the change that has given me self respect and a much more acceptable and worthwhile attitude. Again, thanks, eyen though that word says so little.
Upon re-reading this I feel that you may regard this letter with somewhat less truth value than I intend. Believe me, what I have said is true, so help me.
If you intend to publish this, which is okay with me, I wish you wouldn’t include my name.
ANONYMOUS Wheatfield, N.Y.
INDIAN ROUND UP
Many people would like to know what happened to Indian. I have done a little research to find out. One thing wrong was bad management of the company. Indian was formed in 1901 and lasted partly until 1953. In 1949, Indian started importing AJS, Norton, Matchless, Frances-Barnett, James, Vincent and Royal Enfield. It is strange, because all bikes except Royal Enfield and Vincent were bought by AMC.
AJS built Indian until 1954 (AMC). After ’54, all Indians were built by Royal Enfield. It is strange, because Indian still imported AMC bikes, and Royal Enfield is not of that family. Vincent went out of business in 1955. In 1959, Indian was bought by AMC and went out of business in 1962.
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0Other odd things have happened. In 1956, the Zundapp KS 601 had an Indian head on its fender. Also, it is unusual that both Vincent and Royal Enfield had their swing arms mounted on the transmission case and primary chain case.
I have heard that AMC is not doing too well and that Norton went bankrupt. Royal Enfield discontinued all models except three 250s and one 750.
One good thing is that Vincent is coming back in business. Harper Engines, Ltd. announced it in the Sept. 7 issue of Motor Cycle News, a British news weekly.
JAMES REZAK Sacramento, Calif.
CHAIR TALK
I am a thirteen year veteran of motorcycling. Hercules, AJS, Triumph, Vincent and BSA, in that order plus numerous rides on other makes. Recently, however, I experienced an entirely new branch of the sport — sidecars. These engineering nightmares have always intrigued me, but their scarcity prevented my trying one until I happened on a much used (1952) Steib Sports last summer. After considerable trial and more error, I had the chair decently attached to my A-65 BSA. With a few road adjustments the outfit handled well, and I began to enjoy the most fascinating vehicle it has been my pleasure to ride (drive?). I am now in the process of converting the car to swinging arm, as the newer models are so equipped and are a great deal smoother.
It is with the above background that I opened the January issue of your magazine and found it devoted largely to sidecars. Does this mean that you have found an increase of interest in these beasts, or could it be that you are trying to promote same? At any rate, you must admit the highways aren’t exactly choked with these triangular conveyances. This leads one to speculate on why sidecars enjoy so little popularity in the United States. The obvious answer seems to concern economies. In this country the issue of really inexpensive transportation has seldom reared its head; therefore, why buy an outfit when everyone has at least one genuine automobile? If this were the prime reason for the absence of three-wheelers, why are two-wheelers not also absent? The motorcycle is rarely used as sole transportation in the U. S. What then has held down the sidecar population?
I offer two answers. The first is that dealers have just not attempted to handle the chairs, much less offer alignment service. The second is that the makers of those machines, which are hefty enough to pull the chair, offer no easy means to attach it. I am referring, of course, to the large capacity British machines which have excellent, reinforced attachment points — all on the wrong side for American use. The kickstart is also in the way of the attaching arms, with no provision for lefthand attachment such as the Vincent had.
With all of these problems I could not suppress a wry chuckle when I ran across an editorial comment in an old issue of the British weekly The Motorcycle which asked why Americans didn’t show interest in sidecars. How typically British.
The notable exception to these comments is, of course the BMW, but even its dealers have made little attempt to generate interest.
I hope that these comments don’t serve to scare any would-be sidecarists off, for I sincerely believe that a try will convert many soloists.
GARY W. KINCAID
Westport, Connecticut
RESPONSIBILITY PAYS
Our organization, Cycle Insurance Service, are managing agents for the Public Service Mutual Insurance Company, who underwrite motorcycle insurance in New York State. While reading the Dec. ’66 issue, my attention was drawn to an article regarding a reformed motorcyclist, Douglas P. Fiorillo, who decided that responsibility paid off. My first impression was to contact this individual and tell him that we would be most interested in insuring him, as he had learned his lesson well.
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When I arrived at my office, I checked my files to determine whether we were the insurers who had cancelled his insurance. Instead, I found that another company had cancelled him. Our underwriter had reviewed his application and found that in the last couple of years his driving habits had improved and we therefore insured him.
The lesson that could be learned from this incident is that not all insurance companies are alike, nor do all insurance underwriters think the same way.
I hope that others in similar circumstances can take advantage of Mr. Fiorillo’s experiences.
BENJAMIN R. MINTZ Executive Vice President Cycle Insurance Service
HONDA OWNERS CLUB
As one who often buys a copy of your excellent and informative magazine, I have noted with interest, the recent correspondence in your columns with regard to one make motorcycle clubs.
From what I have read, I get the impression that clubs of this sort are not very prevalent in the States, the Harley owners and BMW owners being some of the exceptions. Certainly, there do not seem to be any organizations of a similar size that deal with the Honda marque. In Britain, we are riddled with clubs for just about every sort of activity, and, as you can see, I am the secretary of a section of the Honda Owners’ club, locally known as “London-Honda.” Whilst I do not want to try and turn your correspondence columns into a free ad section, I would deem it a great favor if you could draw the attention of your many Honda-owning readers to the existence of my club, and to the fact that we are anxious to recruit overseas members. Indeed, we would like to have an affiliated branch in the U.S. The cost of belonging to this club is only $1.00 per year, plus $3.00 if the quarterly magazine “Golden Wing” is sent by airmail. Remittances are made by International Money Orders, if possible. For this outlay, the member will receive a magazine and newsletter, and be in contact with a very enthusiastic crowd of fellow Honda owners. We cater to all types of Honda, although the majority of members ride Hawks, Super Hawks and 450s. However, all other types and capacities are represented. You might also care to note that Honda (UK) Ltd. are in approval of our activities to the extent of a certain amount of sponsorship and encouragement.
TONY ELD RIDGE Hon. Secretary Honda Owners Club 26 Sherwood Road Barkingside Ilford, Essex, England
ARIEL OWNERS’ CLUB
I am hopeful of forming a local chapter of the Ariel Owners’ Club. If you could run my name, address and that I am trying to contact members, I would appreciate it.
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AUSTIN MUNGER 550 N. Hermosa Sierra Madre, Calif.
FROM AN EXPERT
Your sidecar features in the January issue were very interesting to me. I hope that you keep printing articles on this subject. I have noticed a few articles in previous issues, but nothing to compare with the January issue.
Being a sidecar rider myself, I naturally find sidecar stories interesting for my own enjoyment. But I also like to see these articles printed, because I believe it will help stimulate interest in the sport.
The AFM sidecar races held this past season seemed very popular with the spectators, and I am sure that with the proper publicity this class will grow rapidly. At present, there are only a handful of racing outfits in California. There are a number of people interested in building outfits. These people should find your article, “All About Sidecar Racing” very helpful. I wish I had access to such information when I was building my outfit.
One thing your readers may be interested in. Through my efforts, and perhaps those of others writing to the Dunlop Rubber Co., racing sidecar tires are now available in the U.S. from Johnson Motors and BSA Western.
If you wish to print my address, I would be pleased to correspond with anyone seriously interested in constructing a road racing outfit.
JAMES R. SADILEK
839 Westgate Drive
Eureka, California
HELP!
I have been an enthusiastic reader of CW for several years, and up until moving to San Diego, my only contact with motorcycle legislation has been through the editorials in your magazine.
I am now faced by restrictions stiffer than the States. I am speaking of the fact that the United States Marine Corps does not allow motorcycles of over 90cc to be driven on Camp Pendleton.
Let ’em take your time, your money, your freedom, but when it comes to this, they have gone too far.
PFC. ROBERT B. BEEBOUT San Diego, Calif.
GIVE US THE BIRD
A long time reader of your magazine, I recently purchased my first motorcycle, a new ’66 Triumph Thunderbird. I had had no previous experience whatsoever riding on two wheels, but in a matter of hours I was riding smoothly, and now, only a short time later, friends tell me they think I am an experienced rider of many years. This machine, despite the fact that it is rather powerful and does displace some 40 cubic inches, is tremendously easy to ride. I bought it for solely two reasons: first, your magazine had a very high regard of the bike; and secondly, Boutwell’s Triumph gave me the best deal and salesmanship in town, while I was snubbed by a local BSA dealer. I am very happy with the machine, to say the least. I ride many times over 500 miles on a weekend, loving all of it.
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Now, I understand that the Bird is no longer to be sold in the U.S. I suppose England thinks that with the low cost of premium fuels here, as well as the high standards of living, the average American Triumph buyer is more willing to pay a little extra for a zippier TR6 or jazzed-up Bonneville. I disagree with Triumph on these points. The Bird does sell for a bit less than even the TR6, and this might be the deciding point in many a sale. Many Triumph owners I have spoken to admit that they rarely, if ever, use the full potential of the Bonneville. Certainly, the Bird has enough power to suit anyone in his right mind, and there are a few sane cyclists around these days. Too, the Bird is easier starting than the other two 650s and runs on regular fuel to boot, additional selling points. And I have heard at least a dozen happy Bird owners, as well as other just plain enthusiasts, who bemoan the passing of a great touring bike. If the BMW sells so well here, why shouldn’t the Bird, with its equal smoothness and superior performance, handling and price?
I hope you print this letter. Perhaps an influential publication such as yours can convince Triumph, as well as other companies, to stick to their mild touring models. There is a market for them here, as evidenced by the popularity of the H-D FLH 74, the BMW and, of course, the greatest one of all (at least to me), the Thunderbird.
PETER DENZER Baltimore, Md.
COMPOSURE REGAINED
After reading of the mandatory helmet and goggle law recently passed by Governor Rockefeller, it took me quite some time to regain enough composure to coherently (if belatedly) express my objections.
I must confess that my primary gripe is that this law was passed to protect the rider from nothing but himself, basically. Helmets and goggles will undeniably save lives, but anyone with enough sense to sign a driver’s license knows this anyway, and consciously or not, has weighed the consequences of riding without protective gear against the pleasures of unfettered wheeling. If the citizen is adjudged unqualified to make these decisions for himself, then vast realms of human activity have been left scandalously unlegislated upon. Reckless John Q. presently plays football, skis, swims, and even smokes — all with complete disregard for his personal safety. Let’s get the ball rolling and cover up these “loopholes” in our legal structure, too.
A secondary objection to this Orwellian law concerns the group at which it is aimed. Requiring the use of protective gear while operating a motorcycle is on the same order as a mandatory seat belt use law. Why don’t we have the latter? Because of the vastly greater number of automobiles in operation, I’m certain it would save many more lives than helmet laws. I don’t like to make waves, and so will say no more about it after observing that it is a lot easier to protect someone else than yourself.
Congratulations on a fine magazine, even though it occasionally brings with it gloom and depression.
R. H. DUNN
Venice, Calif.
BIGGER SEATS
I am sore! Those sporty looking motorcycle seats are taking the fun out of motorcycling. Whatever happened to those old fashioned, comfortable seats?
The trend seems to be the smaller the ccs, the smaller the seat becomes. This I am sure doesn’t make the rider any smaller.
I doubt manufacturers are willing to change their styles in seats, but there should be optional seats available which can be interchangeable to suit the riders’ needs.
It is very easy to find a suitable touring engine for long hours of riding, but just try to find a comfortable seat for those hours.
RICHARD A. STEDNICK Levittown, Pa.
