Letters
LETTERS
THE RED FLASH
Way back in 1955, I was studying in Mexico City, and racing CZs up and down the beautiful countryside. One Sunday at Avandaro, I witnessed a sight that I still remember as clearly as that beautiful Mexican day. Down a cobblestone street, rushing ahead of a pack of BSAs, Triumphs and assorted machinery such as TWNs and Jovos Horex, to the thrill of the Mexican peasants, screamed a red flash of motorcycle. As it flew past me, I saw a young man crouched over a long tank, astride a most unusual engine. Then it was gone.
Eleven years were to pass until I again saw the one and only Gilera Saturno Corsa 500 that I have ever seen.
In 1966 I was doing advertising work in Mexico City. As all of us who love motorcycles know, once the bug has bitten it never really releases. A pastime of mine, when time allowed, was to stop at the small, dark motorcycle repair shops along side* streets to inquire of the mechanics, busily wiring some Islo 125 cc together with copper wire, if they knew who might own the Gilera 500 that I had seen years ago. No one knew where it was, but they remembered it winning races such as Mexico City to Cuernavaca. It seemed to have disappeared.
One day, while selling the owner of a fashionable jewelry store advertising, I mentioned I enjoyed motorcycles and was looking for a bright red racer. His mozo (handyman in the shop) mentioned he knew of a young man who said he had an old Gilera and Yes! It was red, but it
wouldn't run. "Where does he live?" Well, he didn't know, but he would take me. That afternoon I demonstrated the speed and cornering ability of my Mercedes to this mozo too well. He was lost. As I slowed, his cool returned and suddenly he said, "A Hi esta la casa!"
People in Mexico are not accustomed to nervous gringos inquiring about their son's strange machine. Finally I was granted entry, and there in Enrique's bedroom, after 11 years, I again saw the red machine.
After typical Mexican-style bartering, Enrique took a solid gold watch, one suit and 500 pesos, and helped me load the reason for my countless letters and money the Gilera factory in Milan has received of me, into a friend's truck.
The missing and broken parts were ordered from Italy. After a frustrating battle with the Mexican customs officials, Yankee ingenuity (and money) won out. They gave me the parts. A nice fellow in one of those interesting repair shops agreed to help insert them. One month later, with a hard run assisted by two small mechanics assistants, I again heard its heavy breath hitting the thin Mexican air.
As the trees along the country roads passed in one long, green blur, accented by small brown burros stopping to watch the noisy, now silver motorcycle pass, I was amazed by the excitement this machine generated. Especially from the Mexican motorcycle police, since it seemed to have only one speed — wide open!
When I returned to the States, I brought my dismantled Gilera with me in the car. Again it was restored with much care.
I am fortunate that I live by long, lovely country roads, as I can enjoy the handling and speed available. At this time, the machine is being outitted with lighting equipment and muffler so I can ride on the streets.
TODD FELL Madison, Wis.
VICTORIA IDENTIFIED
In the Nov. CW you asked for more information on "Victoria Who?" Here it is.
This motorcycle was built in Germany by Victoria Werke Nuernberg. The name Bergmeister means "master on hill." It was
introduced, I believe, in 1953, but later discontinued for reasons I do not know.
The engine is a 350-cc V-Twin under 64 degrees, ohv, oversquare with 64-mm bore and 54-mm stroke. At 6350 rpm it
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delivered 21 hp; compression ratio is 7.35:1, one carburetor. (Competition machines had two 26-mm carburetors, and they gave over 25 hp with slightly higher compression.) The carburetor is enclosed in the engine and transmission block; the frame was of the double loop type.
AJS had, in 1930, a machine of similar design, which was seldom seen on the roads. Lambretta had a few racers from 1949 to 1951, good looking, with 250 cc and ohc.
The Bergmeister was designed by Richard Kuechen, a well-known German motorcycle and engine designer who always put great emphasis on clean, appealing designs. He might be considered the first one to really have success in making the engine truly an eye-catching piece and part of the motorcycle. I hope this additional information is of value to you and Mr. Jacobs.
W. KRAUTTER Krautter Engineering Portland, Pa.
... AND SPECIFIED
Since my first motorcycle was a 250-cc Victoria, I was interested when I read (CW, Nov. '67) there is a brave soul in Massachusetts trying to put one of the marque in working order. My sparse information on the bike was culled from Hans Trzebiatowsky's voluminous Motorrader, Motorroler, Mopeds und ihre Instandhal-
tung, which offers information on all kinds of two-wheeled motorized transportation in Germany in the 1950s.
The Victoria Bergmeister, designated V 35, was built in Nuremberg, West Germany. In spite of the engine's bulk, it displaces only 350 cc, with a bore of 64 mm and a stroke of 54 mm. The engine was rated at 21 bhp at 6300 rpm, and was supposed to be able to drive the machine at a top speed of 77 mph.
Trzebiatowsky gives certain basic mechanical information about the Bergmeister, most of which would confuse me if I had to use it, but here it is for what it may be worth:
Valve clearance, intake 0.1 mm, exhaust 0.15 mm; intake valve opens 18-20 degrees btdc; intake valve closes 46-50 degrees abdc; exhaust valve opens 43-46 degrees bbdc; and exhaust valve closes 22-24 degrees atdc.
Electrics are of type No. MLZ na V, with an output of 45/60 Watts. Points are to have a 0.3-0.4 mm gap. Here is something I don't know how to translate: "Spätzündung" takes place at 7 degrees btdc, and "Frühzündung" takes place at 35 degrees btdc. The Bergmeister was designed to take a medium-to-cold W 225/ 240 plug, M 14, to be gapped at 0.6-0.7 mm. The battery is of 6-V type with an 8-ampere-hour output.
The carburetor is a Bing 2/24/26, main jet setting 120, needle jet setting 1508, idle jet setting 35. If the needle is in position 3, the air jet should be open one turn. If the needle is in position 2, the air jet should be opened 2 turns.
So much for Trzebiatowsky. I hope that I have not muddied the waters for Mr. Jacob or his friend in Massachusetts. Information on the Bergmesister must be hard to come by in this country, and maybe these figures will make sense to him.
GEORGE J. SUTER Washington, D. C.
LOGICAL EXCLUSION
I thought I would bring to your attention that J. C. Penney has come out with an insurance plan (similar to Allstate) -but one of their "logical exclusions" for non-payment for an accident is - you guessed it — the motorcycle.
You can get killed in a boat, car, on a hunting trip, bicycle, walking — anywhere it seems — except don't let it happen on a motorcycle or they don't pay off.
Isn't there some way we can let them know they are stupid? I did write them a letter. All motorcyclists just shouldn't trade at J. C. Penney's.
MAURICE M. BROWN
Odessa, Texas Mr. Maurice M. Brown Odessa, Tex.
Dear Mr. Brown:
Thank you for your recent letter. We can certainly understand and appreciate your sentiments, as a motorcyclist, regarding the exclusion referred to in outpolicy.
As you so aptly stated, automobile accidents greatly exceed those sustained in consequence of driving a motorcycle since,
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obviously, the latter constitutes a small percentage of all passenger vehicles.
We think you will agree that not everyone skilled in driving an automobile has the ability to drive a motorcycle and that, generally speaking, the automobile provides greater safety factors. Consequently, motorcycling as concluded by Insurance Actuaries does present somewhat of an additional hazard which must be considered in rating an insurance policy.
Any additional premium required for this increased hazard would, in fact, be passed on to all policyholders purchasing this coverage. In other words, the vast majority of insureds would necessarily be charged a higher rate to accommodate a few, defeating our objective of providing high-limit low cost accident protection that would adequately cover the average person under normal conditions. Other exclusions are incorporated into the policy for the same reasons which, for example, is why we also preclude loss resulting from speed contests and private flying.
We sincerely believe that the J. C. Penney Insurance Company, in keeping with the Penney philosophy of providing the consumer with value at minimum cost, offers the most versatile, inexpensive protection available.
If we can be of service to you, please do not hesitate to let us know.
M. L. SUSSMAN
J. C. Penney Insurance Co.
The J. C. Penney Insurance Co.
Customer Service Dept.
One of our readers informs us that your newly established accident insurance plan carries with it a "logical exclusion" for non-payment of claims if injury is sustained while the policy-holder is operating a two-wheeled vehicle.
Can you verify this for us — perhaps send us a facsimile of a policy which carries such exclusions?
Can you provide us with actuarial reasons for statement of such a "logical exclusion" if such occurs in your policies?
We understand that your firm also recently has undertaken the merchandising of automotive speed equipment and motorcycling accessories. Is this true?
We would appreciate answers to these questions at your earliest convenience.
DAVID A. EPPERSON Associate Editor CYCLE WORLD Mr. David A. Epperson Cycle World Dear Mr. Epperson:
Enclosed is a copy of our letter to Mr. Maurice M. Brown which we believe will clarify the Company's position in excluding motorcycle driving from coverage in our high-limit accident policy.
It is certainly not our intention to discriminate against those persons preferring to drive a motorcycle rather than an automobile. Various Actuarial statistics have shown that to insure motorcyclists under this form of coverage would necessitate increased premium rates across the board.
We have attempted and feel we have succeeded, in providing our customers with substantial benefits at rates the average person can afford. We are able to accomplish this by excluding just a few situations which the average person would not tend to encounter.
Whether or not the J. C. Penney Company merchandises equipment on the order of motorcycling accessories is, after all, academic. The J. C. Penney Company also sells workclothes and tools, but for the purpose of rating this particular insurance plan, we must also exclude Workmen's Compensation cases (on-the-job accidents).
Many thanks for giving us this opportunity of explaining the insurance point of view.
M. L. SUSSMAN
J. C. Penney Insurance Co.
The upshot of these letters, it seems, is for motorcyclists to read the fine print in insurance policies to determine when and if they are covered during two-wheeled activities. Full coverage life and casualty insurance is available. It remains to the careful insurance shopper to obtain coverage best suited to his needs. — Ed.
LACK OF INTEREST
I am presently doing duty in Vietnam, and have just returned from a five-day trip to Japan.
Being a great fan of the Suzuki concern, I visited its factory in Hamamatsu. I
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found myself very disappointed in their feelings toward American racing; they seem to feel there is not enough interest in our racing for them to pay much attention to it. What do you say to something like that?
I had heard the rumor of a factory 250 road racer in the makes, but when I asked, I was met with silence, or they changed the subject, but I still don't know!
It is my opinion that Suzuki, with a factory racer similar to the Yamaha TD 1 series or the new Kawasaki Al R, could really do some damage at Daytona. I feel Dick Hammer on a converted X-6 has shown that!
What we need is to show more interest in our own racing; maybe there are some more companies, large companies, I won't say who, but you know who I mean, that would show some interest in our racing.
Maybe if something like a group ride to Daytona next year could be formed, something like the trip to Expo '67 that was advertised in CYCLE WORLD, but highly advertised. Maybe that would help a little.
I think part of it is because of your excellent coverage of Daytona. "Why go? We'll just read it in CYCLE WORLD!!" Maybe if you
SP/4 TED MAHURIN Vietnam
Suzuki is in racing in the U.S., but where U.S. taste seems to prevail.—Ed.
A BAIRD, A BARD ABROAD
A friend and I are planning a sixweek tour of the good old USA for next summer. We counted machines in the $1000+ price range which would be suitable for fairly comfortable rapid touring, and came up with 35 possibilities! The machines we choose will depend on records of reliability, availability, quality and cost of service; and, of course, how well they "fit" when we climb aboard.
We'd like to hear from experienced "old-timers." Any hints as to what sort of troubles might be encountered and what extras to carry would most assuredly be appreciated. Please mention the type of machine you rode and troubles encountered with it (you writin' riders).
Skip and I are enthusiasts from the "skid-lids" down. We've got a respectable number of miles behind us, but Uncle Sam has us temporarily sidelined. Thus, the following poem:
Well, here I am Motorbike Michael,
Over in Turkey,
I can't have a cycle.
The countryside's great,
Full of cowtrails and ruts,
But Uncle Sam says: "No bikes!
No ifs, ands or buts."
The people are nice,
And so is the weather,
But I'm used to riding —
Not walking — on leather.
So. toward the end of the month,
When things start to drag,
I camp by my mailbox,
To watch for your mag.
I watch and I wait,
And wonder just when,
Your cheery old rag Will get here again.
And, finally, at last,
When your book does come,
Of your happy readers here,
I am just one!
JOHN BAIRD Tuslog Det 4, Box 613 APO New York, N.Y. 09133
ON THE FAST BRAKE
I read your account of braking distance (CW, Oct. '67). I have no knowledge of the reputation of your source. However, I would like to quote your test results as performed by the Harley-Davidson Motor Co. on our FLH Sportster Sprint and Rápido models measured on dry concrete at a speed of 30 mph, using the longest stopping distance of three trials. The following results were obtained:
Eectra Glide — 28 ft.; Sportster — 33.5 ft.; Sprint — 25 ft.; and Rápido — 33 ft.
These tests are performed in the same manner as tests on automobiles, and the results are very comparable to those obtained with cars.
I hope this reassures you in regard to motorcycle performance.
WILLIAM J. HARLEY Vice President, Engineering Harley-Davidson Motor Co. Milwaukee, Wis.
