Letters

LETTERS

HAYWIRE THINKING DEPT.

In the Letters section of the July issue of CYCLE WORLD, after reading the Editor's reply to Dr. Botway's letter ("9-mm Argument"), I couldn't help but feel that the Editor failed to realize that acting "like (sic) a human being"— however that is—often does not convince determined people. This is precisely why your friendly local police cariya .38 caliber argument.

I hope this letter is not published, since it may make an otherwise fine magazine look badly to fuzz-haters.

CORNELL G. ORMSBY San Bernardino, Calif.

That’s all we need, Ormsby. A doctor running around on a motorcycle carrying a gun —“to convince determined people. ” The idea of a doctor carrying a gun, if you consider the purposes for which a doctor and a gun are intended, is self-contradictory. And if you must indulge in such illogic, why must we drag motorcycling into it? Motorcycles are for pleasure. They have nothing to do with guns. They have nothing to do with hate. If you want to hate the fuzz, or anyone else, please do it in a car or something else. —Ed.

BRAKING DISTANCE

In the June 1970 edition of CYCLE WORLD, your article on the road test of the Yamaha R5 350 on page 49 cites the braking distance of that machine as 36 ft. at 30 mph and 121 ft. at 60 mph.

I would like to know if this is an average stopping distance or a “once in a lifetime” stop by an expert “who got lucky.”

From my own experience and the opinions of some so-called “local experts,” I know that you can’t even stop a four-wheeled vehicle in the quoted distances, and motorcycles, particularly light ones like the Yamaha R5 350, require a much longer stopping distance whether or not both front and back wheel brakes are used in a “panic stop.” JOHN M. HEALEY Denver, Colo.

The stopping distance quoted in our road test data is the best obtainable from two or three passes, rather than being an “average” of several passes. Once the test rider figures out the best way to stop his machine, we usually find that that figure is repeatable-i.e., subsequent stopping efforts will vary by only a few feet. Hence we publish the best figure.

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As for the relative stopping ability of motorcycles and automobiles, we have had the opportunity to make some direct comparison in recent months. In the most recent, we ran a 1970 Pontiac Firebird 350 Esprit equipped with 7-in. wide tires through the mill, stopping from a corrected 60 mph. The first pass was 147 ft. The second pass was remarkably good-135 ft. In subsequent passes, brake fade began to appear. And stopping distances became yechh!

Compare that to the Yamaha R5 (121 ft.), the Honda 750 (135.6 ft.), Kawasaki Mach III (143.5 ft.), HarleyDavidson XLCH (126 ft.), Triumph Trophy 250 (114.9 ft.), Honda SL350 (trials tires, 124.5 ft.), BSA Rocket 3, (139.3 ft.), Rickman 8-valve Triumph (99 ft.), Yamaha XS-650 (127 ft.), Triumph T100C (124 ft.), Kawasaki 350 Bighorn (trials tires, 125 ft.), Suzuki 250 Savage (trials tires, 137.9 ft.), and so on.

Furthermore, in none of these machines did brake fade become a problem.

As the front-disc-braked Firebird’s stopping distance is better than average (try to stop in 135 ft. from 60 mph in the average American klunker and see which end of the car arrives first!), we would say that motorcycles stack up pretty well, particularly in conditions where the brakes are being used frequently.

A common argument in favor of automobiles is that any idiot can stop a car fast by slamming on the brakes, while the motorcyclist must be expert to obtain good stopping distances.

This is hogwash. While the motorcyclist must worry about keeping his machine upright when stopping fast, the automobile driver also has some problems that require expertise: he must keep his brakes from locking up, both to produce maximum traction and to keep the car straight.

If you don’t believe that keeping a car straight is important, you should commute daily on a Los Angeles freeway for a few months. See the traffic tie up! See the driver panic! See the brakes lock! See the car crab sideways! See the fenders bend! See the crash fence buckle!

And nothing buckles crash fencing like a few tons of automobile. Automobiles are definitely a drain on our tax dollar. Fortunately, motorcycles cannot claim so much.— Ed.

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READER IN “NAM”

I am an American serviceman serving my country in Viet Nam. Your publications are rather hard to come by here in Nam. As soon as they hit the newsstands, they’re sold.

My buddies and myself would greatly appreciate your printing this letter so we can ask you readers to send their old CW copies to the address below. Their assistance will be greatly appreciated. Not only does CW help us to relieve our minds on the war, but it enables us to look forward to the near future when we’ll be back, street-riding and boondocking. CW brings home just a little closer.

AIC J. STRUCHKO 2FFU RTAVF USAF ALO APO San Francisco, Calif. 96530

DAY TIME HEADLIGHTS

I have been reading in your editorial section the feelings expressed by the burning of the headlight during daytime. In Wisconsin we’re required by law to burn ours. While on vacation a few weeks ago in upper Michigan, where you don’t have to have your headlight on, I noticed the difference between those with their headlight on and those without it on. I noticed that most of the time those who did not have their headlight on were very difficult to see, because their small silhouette and the trees and sky made them disappear, until you were very close to them. The lighted cyclists coming soon after the unlighted ones were easily detected.

The states, in making these laws, are only doing that which they think will cut down the high death toll in motor vehicle accidents. I believe that this will make motorcycle riders more noticeable and that all people, when driving a motorcycle or car, should drive with headlights on. The little it costs one to burn their lights is a small price to pay, since it may save you from an accident, serious injury or even death.

STEVE WIEDMER Beaver Dam, Wis.

BOMBARD N.Y.!

Chapter 590 of the New York state laws states that motorcyclists must have their headlights on during daylight hours. What a triumph in antimotorcycle legislation, and to think it all started with helmets. I wonder what’s next. They’ve come a long way, baby. Let’s give credit where credit is due. The man responsible for this law is Perry B. Duryea Jr. (Speaker for the Assembly of the state of New York).

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Once and for all, let’s show the legislature where we stand. Let’s bombard them with letters of protest. Let’s get this law repealed. Every letter helps; don’t give up—write more.

There is a disease called indifference, and there is another one called apathy. Are you inflicted with one or both of these diseases? Like all diseases, at first they hinder you. Then they confine you. Finally they kill you. Don’t let it happen to you, or to motorcycling. Get out of your rut. Pick up a pen and tell a few people off.

ALBERT FONTANES Bronx, N.Y.

THAT WHICH HURTS

I subscribe to four cycle mags, and read each avidly. I have been concerned lately with the rash of illogical and even unconstitutional legislation being proposed across the nation by non-riders who are either well-meaning but uninformed, or have had an unpleasant experience with a one-percenter (not necessarily on a chopper), or both. Although I regret and resent such intrusions into my privacy and restrictions attempted upon the last frontier of excitement and enjoyment left to the common man, I can understand why these non-riders feel as they do.

What really hurts is when someone such as the “Enthusiast” (June ’70) shows the very same closed mind and snobbishness.

How can we influence non-riders if we cannot consolidate our own ranks? For the “Enthusiast’s” benefit: a great majority of riders have only one bike. It is used as a touring scrambler in nonsanctioned “race you to the corner drug store” with Joe-down-the-street competition. For the most part these are law abiding, conscientious riders who do not belong to a club or AMA because of time or money, or just desire to ride because it’s fun. These are the people mainly responsible for the present motorcycle boom, and we should recognize this fact, but not to the exclusion of the various competitions, trials, scrambles, flat track and road racing. Each has its place and each is important to the growth of motorcycling.

The very thing that makes motorcycling fun—the mastery of a potentially dangerous machine—will be lost if we don’t pull together. Let’s become a choir! I am in the service and am leaving for the Med next week. I can’t ride, but I can and will correspond with both riders and non-riders in an attempt to promote pleasure and understanding.

RIP PAGE EMC FPO New York, N.Y.

WE ARE ENCOURAGED!

After subscribing to your magazine for about two and a half years, I have finally gotten around to writing a letter which expresses my appreciation for CW. Your mag is always full of creative ideas, and never do you fail to include at least two or three interesting articles in each issue. I especially like your road tests—it is obvious that your staff takes great care in putting out an accurate and comprehensive report of each machine tested. I also enjoy reading the Service Department section; I have picked up numerous valuable tips that have helped me in the maintenance of my Honda CL350.

I really hope that this brief but sincere letter will in some way encourage your great staff to continue putting out the best cycle magazine available anywhere.

STEVE SCHAUS Tucson, Ariz.

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LEGAL POINT

I recently read your article “If You Get Busted” in your April, 1970 edition. In that article the author points out that pleas of “nolo contendere” in California are apparently used to obtain an immediate trial before a magistrate.

Whatever the local meaning of that plea, its general meaning and certainly the meaning in Illinois is given by Black’s Law Dictionary as:

NOLO CONTENDERE. Lat. I will not contest it. The name of a plea in a criminal action, having the same legal effect as a plea of guilty, so far as regards all proceedings on the indictment, and on which the defendant may be sentenced.

Thus anyone following the advice of your article in Illinois and most jurisdiction would be pleading guilty and be summarily fined without a hearing. I hope that your layman’s venture into giving legal advice does not result in numerous innocent cyclists paying fines or going to jail. You would have advised them better to have sought legal assistance in at least planning their personal defense and a lawyer representation whenever they believe the results are likely to be serious. I agree with the author’s contention that unjust “tickets” (which are really charges of crimes) should be fought and admire his successful personal defense.

RICHARD G. KINNEY, ATTY.

Chicago, 111.

A RACER SPEAKS UP

The following may be of interest to your readers:

Approximately five weeks prior to the entry deadline, I wrote the American Motorcycle Association requesting entry forms for the Loudon, New Hampshire national road race. Four weeks later, when the forms had not arrived, I phoned (Calif, to Ohio) requesting that the forms be sent in time for them to be completed by the entry deadline. Again, no forms were sent, and again I phoned Ohio on what I had previously been informed was the revised closing date. The secretary told me it was necessary to speak to a Mr. Clark, which would require my calling back. Upon finally reaching Mr. Clark, I was informed that the previous day the entries had closed and that since my entry had not been received it would be necessary for me to pay the $25 late entry fee.

While paying the late entry fee at Loudon, I heard another entrant request entry forms for the next AMA race. He (Continued on page 22) explained that for the past two races the AMA ignored his postal requests for entry blanks and then charged him the late entry fee. He was told that the forms were not yet printed and he would have to obtain them by mail.

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Penalizing individual members for the bureaucratic incompetence of the American Motorcycle Association is neither in the interest of the AMA nor in the interest of the members it supposedly serves.

S. FIRESTONE, M.D.

Long Beach, Calif.

WHAT YEAR IS IT?

Could you please enter a short article and this picture of my Merkel in your magazine? I would like to find out if any of your readers could identify the exact year and possibly offer some info, so I know exactly what I have.

GEORGE W. SHOTT 22 Eberly Place Fords, N.J. 08863 P.S. Continue the magazine as is; it is quite exciting each month.

PRACTICE LAPS

In regard to a letter by Robert Willis, “ON THE INTER-AM” (July ’70): If Mr. Willis is so hung up on safety, why is he against riders’ taking practice laps? Practice laps help the riders spot things like large holes and big bumps, which may cause a rider to fall in front of a 200 lb. motorcycle going maybe 45 mph, not to mention the weight of the rider. Come to think of it though, a knobby tire turned by somewhere around 30 horsepower would make a rather nice looking design across one’s back. And, of the x-thousand people who attend European motocrosses, a good three-quarters of them do line the fences, cheering enthusiastically for their hero(s)—championships included. Incidentally, why would the American Motorcycle Association sponsor an international event and not the F1M, as you politely mentioned. Keep up the good magazine.

DANE BOSKA Malibu, Calif.

REFORMED RIDER SPEAKS

I have noticed in your mag that a lot of people have strong feelings against the wearing of helmets. 1 used to agree with them, but no longer share their prejudice and would like to explain why.

Several months ago I took a bad spill on a cement street (and any cyclist who thinks he can ride forever accident-free is a fool). 1 slid along the street for nearly 20 ft. before hitting a curb and breaking my shoulder. The shoulder healed quickly, and I am now able to ride again, but I noticed later that the right-hand side of my helmet was almost completely ground away from sliding on the rough cement. Needless to say, I am immensely glad that the helmet was there to take such abuse rather than my skull and right ear.

I have also observed on a highway trip that, while a helmet and face shield are a bit uncomfortable, it sure beats brushing your teeth with DDT.

STEVEN BOSNYAK Oklahoma City, Okla.

STRANGE PROPOSITIONS DEPT

I wrote you dudes one letter this month, but the ole questions just keep poppin’ in my head. This is going to sound a little strange, but here goes. I conjured up this devious little plan of putting the snatch on my kid brother’s coaster wagon and a 60-cc rotary-valve two-stroke engine from the mini-enduro (you did an article on the mini-enduro in your July issue). And then (dig this) chopping the wagon by takin’ the front and back wheels off, replacing the back wheels with some far out oversized slicks, and the front ones with a biketype (of tire internal combustion variety) front end (something like “The Big Twin,” July ish or the Cobra trike, also July ish, only not that big) with super telescopic forks. Then to do a real strange paint job. I figure the engine can go in back and a sprocket can be set in the middle with a hole in the back end of the wagon 3/4 in. in diameter and 6 in. in length, what do you think could you give me some pros and cons about this? Do you think vibration will be a major problem?

DAN THE MAN Eugene, Ore.

Would you care to rephrase your question, Sir?-Ed. [Ö]