Letters
LETTERS
"LET NOT THY LEFT HAND ..."
I read every issue from cover to cover, as do most of my bike riding friends. My question concerns the road test of the Triumph T100R Daytona in the February issue. In the close-up picture of rider and mount, we can all see what the man is clutching with his left hand. What is his right hand doing?
MIKE NICKOLOFF Goleta, Calif.
We were wondering who'd be the first to ask the question, Mike, and you win, hands down (no pun intended), Perhaps we should have entitled the picture: "Portrait of a Plug Chop." Our rider's right hand is on the kill button. — Ed.
SO WHO'S CHAMPION?
On the rear cover of the December, 1966 issue of CYCLE WORLD, Honda says that they won the 1966 World Road Racing Championship in the 500cc class. In the same issue, on pages 63 and 94, Carlo Perelli says that Giacomo Agostini (MV Agusta) won the 1966 World Road Racing Championship in the 500cc class. Please tell me, who is the 1966 500cc World Champion, Giacomo Agostini (MV Agusta) or Mike Hailwood (Honda)?
JAMES OWENS
Lake Worth, Fla.
Agostini won the individual riders 500cc championship. There is, however, a manufacturers championship in the 500cc class which was won by Honda, which amassed, between Hailwood and teammate Redman, the greatest total number of points. — Ed.
SHORT WHEELBASE
At the risk of being trite, I say that CYCLE WORLD is, and has been for some time, the most interesting magazine in its field. Also, it is continuously improving.
After several months of occasionally reading past and referring to your June '66 Road Test on the Bultaco Matador, I have become so vexed that I decided at last to take pen in hand. The test is peachy, except that the acceleration and maximum speed figures seem unrealistic. In the test, you clocked it as follows: 0-30 = 4.3 sec.; 0-40 = 7.7 sec.; 0-50 = 11.4 sec.; 0-60 = 16.8 sec., with a 62 mph top speed. Now, these figures might be accurate, for all I know; but what bothers me is that these figures just don't bear out my own experience.
I have a '65 200cc Matador (which you trail tested in your August '64 issue), which ought to perform similarly to a '66 Matador 250cc. The thing is that mine seems to be a real bomb! It has no trouble matching a Honda 305 Scrambler up to about 60 mph. This I know from informal drags with several of these bikes. The acceleration figures for my '65 Matador
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should, then, be comparable to those of a 305 Scrambler. From your '66 Road Test Annual the figures for a Honda 305 Scrambler are as follows: 0-30 — 2.4 sec.; 0-40 = 4.2 sec.; 0-50 = 6.1 sec.; 0-60 = 9.0 sec. It is apparent that either the '65 Matador 200cc is much brisker than the 250s, or that your Matador test is misleading or in error.
It is my ignoble guess that the Matador you tested was geared lower than stock. The manufacturer claims that your machine will do 80. I don't believe this, but from numerous Matador-riding friends I hear that it will do 70 plus. Mine will do a clocked 73. So, when you clocked the 250 at 62 mph, I concluded that it must be geared low. Tell me, was your 250 geared lower than normal, or do I just have a bomb in comparison? Was the advertising optimistic with that 80 mph figure?
One more thing, for what it's worth. A few nights ago I was riding my bomb (?) down the freeway here in Berkeley, where I go to school. A motorist failed to see me (as he approached my Matador from behind) and proceeded to shorten my beloved Bui by about 18 inches. Since I was riding in the far right lane, I was knocked off to the right, fortunately. The point is that I was knocked off the bike and managed to put down my landing gear 78 feet later (according to CHP) sustaining only minor injuries. There are three things that saved my friends from having to send flowers (note): (1)1 had securely fastened long, heavy bolts to the rear swing arm for buddy foot rests; these kept the bike off me when the bike went down (as would crash bars). (2) I was wearing a crash helmet, and (3) I was wearing a leather jacket, which spared the arms, etc. I only regret that I was not wearing high topped boots. I heartily recommend that your readers wear not only a helmet and leather jacket, but leather boots as well.
Thanks for your patience. Keep up the interesting articles.
THOMAS EDWARDS
Berkeley, Calif.
You do, indeed, have an exceptionally good 200 Matador. Our figures are accurate and we did not feel that the 250 was underpowered. — Ed.
SENSIBLE DEALER
I have been in the motorcycle business for two years and I find myself in a community that has had a tremendous upsurgence in the number of motorcycles during the same period of time.
On a number of occasions during this time motorcycles and cyclists have been subjected to quite a bit of adverse publicity. As I am vitally interested (financially) in the public acceptance of two-wheeled transportation, I feel that it behooves me and all other dealers to do whatever is necessary to maintain harmony in our communities.
First off, I must mention that our local newspapers (two papers with one owner)
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have been dead-set against motorcycling. They have had at least five editorials about the "nuisance" that motorcyclists create.
I do think that there are a few things that we as part of the motorcycle industry can do to help ourselves and get the news media "off our backs!"
As is the case with most things that bring on public wrath, it is only a relative few that create the problem. Actually, I feel that the best way to get doctors, dentists, lawyers and the like to forget their hue and cry, is to make them forget that there is a motorcycle in earshot.
Almost from the beginning of the complaints, it was not the high accident rate that alarmed anyone, it was the noise of unmuffled machines and the disregard^ of other citizens' rights that created the problem. The grind about accidents was added to give impact to the anti-motorcycle campaign.
I believe that if the noisy motorcycles were properly muffled and the unruly few taken to task, this whole anti-motorcycle campaign would die a quick, natural death. The truth is that the accident rate per 1,000 motorcycles, as compared to each 1,000 automobiles is usually less, but never higher. However, no one wants a loud ferocious looking two-wheeledbeast roaring down his quiet residential street, no matter what time of the day or night it is. No one likes to see motorcycles four or five abreast coming down the main thoroughfare, endangering everyone and everything in their way.
There are several ways that we, as part of the industry, can help ourselves.
1. Encourage, in fact, insist that the police fine each and everyone of the violators that are apprehended. No warnings; the laws are clear and the riders are aware of them. If the police go after these few people with a vengeance, they will come to realize that they cannot flaunt the law. It can become quite costly for the offenders.
2. Dealers should cease the sale of equipment that violates or almost violates the law. Let's start at home, clean up our own end of the deal. If motorcyclists find it difficult to acquire these noise makers, or if they cannot get them, at least we are helping them abide by the law.
3. Encourage the use of safety equipment, helmets, clothing, etc. Promote law abiding, safe and sane use of these machines. Convince the wild few that it is as much fun to ride correctly and within the law as it is otherwise.
4. Make sure that the industry itself (manufacturers, publications, etc.) helps itself with its own image. Do not carry ads that show machines in motion with people improperly attired. Help maintain and create the proper image.
Charity begins at home, so let's all start at home, clean house and work together toward the right goals. Help enforce the laws by not aiding in their violation. Remember, if we can eliminate half the noisy wild ones, we might be able to
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get the public clamor to die off (or at least half-off). Ultimately, we will sell more motorcycles, which will in turn enhance the sales of your publications.
EDWARD L. STEIN Reading, Pa.
ADLER HELP
I believe I may have some helpful information concerning the letter "Help Wanted," which appeared in CYCLE WORLD, Feb., 1967. I owned an Adler MB 250 and had no trouble obtaining small parts, but I was curious as to what I would do if some major part would go.
I wrote to the "Adlerwerke," and they were quite courteous in a lengthy reply. They informed me that they were forced to turn their motorcycle business over to another firm, and that I should address my letter to this firm.
Here is the address: Motorhandel, Joop van Wees, Marnixstratt 244, Amsterdam/ Niederlande.
I traded my Adler in on a new Honda CB77 Super Hawk before I received this reply, and never did inquire at the above address. However, I am sure that they could supply the requested information if anyone can.
DAVE JEMO Weatherly, Pa.
ADVERTISER RESPONSIBILITY
A possible explanation of the seemingly
poor seat design of so many Italian machines occurred to me. In Italy, these motorcycles are invariably equipped with low clip-on bars, which provide a decidedly "down to it" riding position. The seat, in this case, serves in much the same manner as the thin hard rail found on the sports bicycle. They were never designed to carry the full weight of a rider assuming a sit up and beg posture. I therefore feel that the point has been lost (or gained!) by the importer who specifies a relatively high handlebar in the American manner.
I think the manufacturers or importers who wantonly illustrate their ads with happy-go-lucky teenagers astride potent and fast motorcycles sans any protective clothing, are doing great harm to the sport. They are, in fact, a silent accessory to many accidents involving serious injury or worse. They have a moral responsibility to the new rider, so easily taken in by the image-makers and so lulled into a false sense of security. I believe motorcycling can be safer than any other form of conveyance on the road if the inherent advantages (maneuverability, visibility, acceleration, braking, road space and the rider's concentration due to his enjoyment of what he is about), are used with skill. But the most important ingredient of all is experience, and it is incumbent on the manufacturers to at least drop a hint of the dangers, so as to forewarn the new-
comer. The experienced riders already know.
ROLAND H. BAKER, JR.
Northeast BMW Club
Suffield, Conn.
OHIO MOTORCYCLE PARK
It may interest you to know that in Dayton there is an area at one of the parks which is set aside for motorcycle use only. There is a group of trails ranging from very easy riding to quite difficult. I have also been told that there is an area here set aside for hillclimbs.
You might also be interested in hearing that the Dayton AAA, in cooperation with the Dayton Police Department, has run a series of courses on safe and proper operation of cycles.
THOMAS M. CHESLER
Dayton, Ohio
Thanks muchly, Tom. We'd be interested in hearing from readers of any other special, approved motorcycle parks or trails in the United States, so that we might pass on the good word. — Ed.
HE CAUGHT ON
You and your staff have had a significant influence on my life. From the first issue of CYCLE WORLD I bought at my local newsstand, my curiosity was piqued as to the enthusiasm generated by a bunch
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of nuts and bolts and an engine on two wheels. Now I know what you men are talking about. After 3,500 miles on my 175 Bridgestone, everything you have to say about riding a motorcycle is an understatement.
I have been a pilot for about ten years and I would say that flying comes closest to riding a "bike," although in the New York area it is much safer to fly.
Now for the kick. It seems that a certain N. Y. senatorial candidate has, as part of his platform, certain restrictive legislation against us. He would restrict the number of riders to one on a cycle at a time. He would also prohibit us from using the parkways and expressways. This is the most ridiculous part of the proposal.
I wonder if he has ever ridden a motorcycle? I wonder what we can do to help him see the light, besides not voting for him.
DR. STANLEY L. BOTWAY Hempstead, New York
SERVICE ROBBERY
Four months ago I got the urge to enter the sport of motorcycling. I convinced my wife of the idea by listing the advantages — she could use the car, I'd save money on repairs, gas, etc.
I purchased an 85cc motorcycle, and just a few days ago, I got a flat tire on the rear wheel. I removed the wheel and
took it to the dealer. He said I'd need a new tube, since a patch is not advisable. The tube was put on in exactly five minutes.
The "mechanic" then went back and looked at a list of prices (presumably issued by the manufacturer). There was no price listed for repairing a tire already removed from the bike, so he charged me the price for removing, fixing and replacing the front tire. The price was $6.10. Two dollars and sixty cents for the tube and $3.50 for five minutes work. I almost keeled over at the price.
When we walked out of the shop my wife and I wondered if the few pennies saved on gas would pay for these "padded" repair costs. I admit that I have limited experience with motorcycling, but if manufacturers can publish "standard prices" as outrageous as this, and repair shops charge them — it's going to discourage people from joining the sport.
Did I just pick a "loser" of a dealer, or is this typical? I have the feeling that because motorcycle shops are small in number — they feel they can charge "all the traffic will bear." I'm sure if there was more competition, such as is common for automobile servicing, prices would drop sharply.
MICHAEL CHICARELLI
West Sayville, L.I., New York
OKINAWA DRAGSTER
We, here on Okinawa, are authorized to have motorcycles and we have our own rendition of the Lion's Dragstrip, except that it is an old, abandoned, coral air strip from the Second World War.
Even with our 332cc Honda dragster, it can get pretty rough at the top of the range. The fastest machine at the track is a 444cc Honda, stripped down to the bare essentials, and it has beaten some 66 Model T120s. This does hurt me, since I'm a Triumph man at heart.
Keep the drag bikes and show bikes coming, and the best of luck in the years ahead for your fine publication.
SP4 ROBERT V. FILAN APO San Francisco, Calif.
