Round Up
ROUND UP
JOE PARKHURST
THE MASTER'S METISSE
My newest toy. if that’s the correct description for the latest addition to my motorcycle collection, is just off the work bench and ready to go. My friends, the Rickman Brothers, Metisse builders, prepared the latest model Mark V to receive the BSA Victor 500-cc Single. I double-crossed them.
1 took the blue beauty-with its magnesium brakes and hubs, high tensile steel wheel rims, special enduro speedometer, 3.6-gal. fuel tank. C’eriani fork. Girling rear dampersand had installed a handsome 350-ce Ducati engine. CYCLE WORLD’S ace engineering assistant Kenny Clark did the work. A handsomer job has never been seen. The engine was prepared by ZDS Motors in Glendale, Calif., western U.S. distributor for Ducati. The powcrplant has a few special surprises in itsuch as a Mark III Diana head with huge valves, special camshaft, and several alterations to the shifting system. It is topped off with a 30-mm Amal center float carburetor, a more flexible unit than the Dellorto fitted at the factory.
Power is estimated to be approximately 38 blip. The torque curve is flat and down low in the rpm range. 1 have never ridden a more flexible engine. It will run with almost anything in sight, up to the big 650 Twins, of course. Handling is superb and apparently not at all affected by the engine swap. My reasons for using the Ducati over the BSA are not simple to explain. The BSA Victor engine is difficult to obtain. The Ducati is a little lighter and shorter. The Ducati delivers approximately equal power-and with tremendous reliability. The front end gets light when 1 want it to, and hardly ever when I don’t. A strange phenomenon occurs on hard, smooth surfaces; the front end has a tendency to waggle a little, until I stand up, at which time the waggle stops immediately.
There’s little doubt in regard to what this chassis/engine combination is designed to do; but it will serve as my patrol bike at Saddleback Park where ease of running is important, because the machine is forced to idle once in a while, run slowly while pulling off of the lower ranges, and it must go a bit fast in order to keep its master happy. I still can’t resist a hard fling at the Saddleback motocross course every now and then, so the Ducati Metisse serves its dual purpose well.
Kenny Clark is a skilled workman. The exhaust pipe, for example, is not bent on a tube bender, but built up of short sections and masterfully welded, then chrome plated. Kenny made the engine mounting plates of aluminum, then polished them. They are as perfect as any made, and handsome to look at. Several difficult problems were solvedalignment of the engine and rear sprocket; location of the engine for easy removal of cam box covers; a change in the air cleaner box to meet the new carburetor opening; and carburetor installation. All were resolutely met. The finished product appears as if it were built this way in the first place. Even the Rickmans would be happy. (I think.) The oil carrying capacity of the frame isn’t being used because the Ducati is of wet sump design. The Ducati energy transfer ignition is used, with a Honda coil. Magura control levers are fitted. Dunlop Sports tires, 3.50-19 at the front, 4.00-19 at the rear, give the bike good bite. All in all, the Ducati/Metisse is a very satisfactory dirt machine.
MICHIGAN HELMET LAW UNCONSTITUTIONAL
To my way of thinking, a forward step has been taken in the fight against compulsory helmet laws. Bill Berry, executive director of the American Motorcycle Association, has announced that the Michigan Court of Appeals has ruled in favor of Harold D. Earnam in his suit against the state and the Michigan Department of State Police to test the constitutionality of Michigan’s compulsory helmet law.
The law was enacted in March, 1967; it amended the Michigan Motor Vehicle Code to require a person who operates a motorcycle to wear a protective helmet. Action was fust brought to the courts in February, 1967, by the AMA and Farnam. After the law was upheld in circuit court, it went to the Michigan Court of Appeals. In a unanimous three-judge decision, overruling the circuit court’s judgment, the Michigan Division Court of Appeals ruled that the statute was designed to protect the individual motorcyclist from himself, and not to protect the public health, safety, and welfare. Consequently, the court held that the Michigan law violates the provisions of the United States Constitution and therefore is invalid.
Hip, hip, hooray! Hooray for the AMAand for individual freedom.
MOTORCYCLE OPERATION BOOK
For those in need of, or merely curious about, motorcycle registration, accident reports, equipment and maintenance tips, training programs, licensing procedures, legislation, and available motorcycle films, here is help. A simple request, with 25 cents, to the Traffic Engineering & Safety Department, American Automobile Association, 1712 G Street, N.W., Washington, DC 20006. will produce a 15-page booklet of detailed information. Amazing what, that the austere American Automobile Association is even remotely interested in motorcycle problems.
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IN MEMORIUM: JIMMY JINGU
Jimmy Jingu, director of advertising and public relations for Yamaha International, is dead. Jimmy died while doing one of things he truly loved to do to serve as master of ceremonies for an official Yamaha function. With his famous grin, lie introduced a speaker, turned away, and suddenly succumbed to a heart seizure.
He recently had spent some time in a hospital, recovering from a heart attack, a repeat of an illness he had suffered earlier.
I’ll long remember Jim, and the many times he introduced me at Yamaha functionsdealer banquets, or sales meetings. He always was kind, honest, and, above all, humorous.
Jimmy was Texas born and raised. His favorite joke, often told before groups of visiting Japanese businessmen, was to state that he was the only man in town to speak the Japanese language with a Texas accent.
During World War II, his college studies interrupted, Jimmy served with the 442nd Japanese-A merican Infantry, and was decorated for valor.
After the war. Jimmy returned to school. On graduation from the University of Texas, Jimmy joined the staff of the Consul General of Japan in Los Angeles. In 1956, with his family, he moved to Japan to enter business. He returned in 1958 to join Yamaha International as secretary-treasurer. Subsequently, Jimmy was engaged in development of the firm’s piano and motorcycle divisions. In 1961, he became assistant manager of the motorcycle division, and held that position until 1963, at which time he became director of advertising and public relations.
In this position, a job that Jimmy truly valued was representation of Yamaha in the Motorcycle, Scooter and Allied Trades Association. He lavished a great deal of time and effort on this work - for Yamaha, and for the future of motorcycling. Jimmy worked hard for motorcycle safety, favorable motorcycle legislation, and total improvement of motorcycling as a sport and as a productive industry. It is in these areas that he will be most sorely missed by the motorcycle industry.
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Personally, I will miss the long, close relationship my wife, B.J., and 1 developed with Jimmy and Yamaha. Since we decided to take the great leap into the publishing business, none in the industry has been more cooperative, none has given greater aid to our efforts than did Jimmy. He was a friend from the start.
I will miss Jimmy for a lot of other reasons, but when he used to say, “Joe, meet me at the New Moon for a drink, and the best damn Chinese food in LA,” I looked forward to a fine hour or two with a good friend.
PASS THE CROW
I have had one of my more rash statements shoved down my throat. When Saddleback Park was opened, I was heard to state loudly It's almost, but not quite, for J.N. Roberts and his 360 Husqvarna on the side of Saddleback's Matterhorn. Three riders have topped the hill; the pros will try July 4.
that within the 7ÜÜ acres of motorcycle playground exists a hill that couldn't be climbed.
’Tain’t true.
One day a guy showed up out of a clear blue sky and ran his 650 Triumph over the top of The Matterhorn, as it is known locally. Then two more challengers beat the almost perpendicular precipice.
They say a bit of Hollandaise sauce improves the flavor of crow.
J.N. Roberts, on a 360 Husqvarna, almost made the top but ran out of beans prior to achieving the summit, as the accompanying photo shows. (Hundreds of others have tried the climb with a much lesser degree of success.)
01’ Matterhorn is to be the venue of a rough and tough hillclimb on Independence Day. The Veterans of foreign Wars July 4 bash probably will necessitate another dish of blackbird stew, but only a small one-I hope.
