Letters
LETTERS
MORE ON POLLUTION
At the risk of being called a crank letter writer, I want to take you to task concerning your comments on the subject of motorcycle exhaust emissions in the latest (Jan. '71) issue of CYCLE WORLD. For once, it appears as if your readers are one step ahead of you in anticipating a problem which may develop in the next year or two and certainly no later than 1975.
Your logic is faulty in this instance. Yes, motorcycle engines are relatively tiny in terms of displacement when compared with 500 Cl I) Cadillac engines, but many motorcycles consume as much gasoline as some automobiles. Your test of the Mach III in the same issue makes this point well 30 miles per gallon! Even the tiddlers with engines of 50cc (just 1/1 50th the size of the Caddy mill) are only 10 times as economical in terms of gas consumption.
The auto industry has reduced hydrocarbon emissions by approximately 80 percent in the past 10 years, meaning that one 197] auto is five times cleaner than a 1961 model. In effect, it is as if the 1971 model were capable of 50 miles per gallon in terms of efficient burning of hydrocarbons, since the bulk of these are now converted to less harmful compounds. Carbon monoxide emissions have been reduced to 40 percent of the 1960 level. Conclusion: many automobiles may already emit less of these pollutants than many motorcycles. Especially “dirty” two-strokes such as the Mach III.
Don’t get me wrong. I ride (and prefer) two-strokes and am not yet as concerned about the air pollution problem in this state as some other people. But if that conclusion is correct, the cyclist is left defenseless in opposition to the imposition of emissions standards affecting motorcycles.
From past association with Lew Buchanan and Doug Toms, and on the basis of fairly recent correspondence with Mr. Buchanan, it seems that nothing is in the works at the federal level affecting cycles in the immediate future from the standpoint of emissions controls (this isn’t their area of responsibility, true). But states can act in various ways to control cycles through laws such as California’s recent acts levying progressively higher charges on vehicles on the basis of compression ratio.
Our own air pollution control agency informs me that they know of no emissions tests performed on motorcycles here or elsewhere at this time. Because motorcycle engines are air cooled and operate at higher temperatures, one cannot assume that emissions from motorcycles are the same in composition or quantity for a given amount of gasoline burned as those produced by an automobile engine. One might expect better performance in terms of CO emissions but worse performance in terms of HC emissions and oxides of nitrogen emissions.
If you continue to claim that motorcycles are 10-15 times cleaner than cars, I suggest you ask the California Air Resources Board to conduct tests to confirm this claim. If true, it would be a powerful argument in favor of cycles.
CYCLE WORLD is number one with me as an enthusiast publication but it didn't get that way by foisting off unsubstantiated claims onto its readers, encouraging a false sense of complacency.
Very likely, most four-strokes could be made to comply with present standards with the addition of a PCV valve and different tuning. This would add little to weight or cost and the performance trade-off would be negligible. Let’s find out . . .
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PATRICK HALSTEAD
Public Affairs Division
Automobile Club of Washington
Some of your comments are well taken, and some are not. We agree that many /9 7/ automobiles are quite “clean, ” particularly in comparison to their 1960 counterparts. However, our only claim was that, in the battle against air pollution, the average motorcycle has the inherent advantage oj small displacement. We did not claim that motorcycles are 10 to 15 limes cleaner than cars. The phrase in question reads: “. . . automobile, which has from 5 to 15 times the displacement ... ”, not 10 to 15 times dirtier.
Your implication that the Mach 111 is a typical motorcycle is also unfair. It is one of the four or five most powerful production street motorcycles sold in the U.S. Comparing its performance to an automobile would show it in a class
with cars which have an extremely high gasoline consumption rate from 6 to 12 mpg. Yes, the Mach III figure is about 30 mpg, but it should be compared with such cars as the Firebird Trans-Am, Corvette, Camaro Z28, or Dodge He mi Charger, which turn 100-mph-plus quarter-miles in the 13or 14-sec. bracket.
While the auto industry has reduced hydrocarbon emissions by 80 percent in the past 10 years, that percentage figure is rather useless. The true story would be obtained by measuring the amount of air pollution produced per mile traveled. People pollute in miles traveled, not in percentages. The average motorcycle travels 40 to 80 miles on one gallon of gasoline. An American car that travels more than 20 miles on that same gallon is not yet, unfortunately, the average American car.
The bulk of the motorcycles sold in this country for the last six years have displaced 350cc or less. We believe that the motorcycle industry would do well to have emission levels tested, on a pollutant-per-mile basis. And we also believe that the results would not leave the motorcyclist as defenseless as you think, even when compared with the “clean and canistered” behemoths which choke (literally and figuratively) our highways today. -Ed.
FOOTNOTES FROM ENGLAND
Congratulations on a truly great December issue. The two articles on European travel were excellent and accurate-no mean feat. I would add a pair of Barbour overmitts and a couple of plastic bags to fit over leather boots. If you have to ride through 4-5 hours of heavy rain, you’ll stay dry-I have.
The article on Ariels was fascinating. I’m not kidding. I’m afraid that Ariel could only claim to be “The Modern Motor Cycle.” The “Rolls Royce” title belonged to another famous marque. We continue to grow despite the competition of current manufacturers. Was the secret that those designers of past years somehow breathed a little of their own individuality into their machines, thus giving them a personality of their own? I like to think so.
And now to the true purpose of this letter. I refer to your reply to correspondent Peter L. Parke.
I nave been reading all kinds of magazines for over 20 years, and nowhere EVER, have I seen such an informative, considerate and encouraging reply. I showed it to a professional photographer who said that it told him all he needed to know to submit to your magazine. He then said the he just couldn’t imagine a reply such as yours in a magazine in this country.
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You, Sir, deserve to receive only superlative photographs, and to experience a 100 percent increase in circulation each month ad infinitum.
E.K. HARRISON The Ariel Owners Motorcycle Club Eastway, London. England
CAMPING IN EUROPE
I enjoyed the two articles in the December CYC LE WORLD on touring in Europe, but I think one important aspect was overlooked. In my opinion camping in Europe is the best way to meet the people and see the country.
European campgrounds, unlike the American variety, are literally scattered all over the continent, especially around large cities and favorite scenic spots. Most of them include shower facilities (not always hot), kitchen use and small grocery stores. They are universally inexpensive. The best part, however, is the group of people that utilize these spots. You’ll meet all nationalities, young and old, because camping is popular with all but the jet-set. My motorcycle served as a great conversation starter and led to many good meals and fine evenings spent over a bottle of wine discussing the I 948 BMW so-and-so used to own.
A book called Europa Camping has all the details and can be found in most large bookstores.
A good quality lightweight tent and sleeping bag are necessities and the best values are found in Europe once you arrive.
I purchased my Triumph TR6R through one of the dealers listed in the December issue and enjoyed great service and enthusiastic advice on where to go. (This dealer, Elite Motors in London, is a regular CW advertiser, by the way.)
Touring Europe on a bike is a wonderful way to spend a summer. I hope every cycle fan gets a chance to try it.
TOM SEELY Davis, Calif.
TAX-FREE IN ENGLAND
Further to Stephen Herzog’s article “European Touring” in the December edition of the CYCLE WORLD: we would like to point out that American visitors to this country can purchase from us, tax free, any Honda, Kawasaki and Yamaha motorcycle in addition to the English range of machines.
This facility has been available for only a few months, and many Americans are not aware of this privilege which is open to them.
If any of your readers wish to have any further information, we would be pleased to provide details.
Take heed of Stephen Herzog's warning, plan at least two months in advance.
A. LYL Director
Read Bros. (Cycles) Ltd.
309/3 I I High Road Leytonstone, E l l England
SHIPPING THE BIKE BACK
December was the finest issue CYCLE WORLD has ever put out. After reading about such unusual, innovative motorcycles as the Ariel Square Fours, the Ducati 750-cc V-Twin, the all terrain three-wheelers, Macey’s eight-cylinder 250, a Honda 500-cc Four in the works (maybe), and a Yamaha 800-cc two-stroke in the works (maybe), I had a difficult time convincing myself that the Uno Guzzi didn’t exist.
I enjoyed the touring articles, too. but Mr. Herzog (“European Touring”) didn’t mention shipping the bike back to the States. The BMW R75/5 test was very fine.
DAVID POYOUROW
Los Angeles, Cal. 90064
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You'll find that shipping a hike hack to the States is relatively simple. Plan on finishing your European trip in a big European city, preferably in close proximity to the ocean. Paris, London or Rotterdam are good possibilities. Once there, check the telephone directory for a freighting agent. Price several, as the charges vary greatly. You won 7 have to crate your bike for freighting by boat, which takes from four to five weeks. The costs may be from $125 to $200; the least expensive alternative is to pick up the bike at a major U.S. seaport, like New York, Los Angeles, San francisco or Gulf Coast port. Ed.
TAKE TIME TO WRITE
I always read the Letters column in C YCLE WORLD and often find new ideas. Many times people complain about our motorcycle laws. To some of these people I would like to make the following suggestions.
To criticize is easy, to be constructive is difficult; to criticize without being constructive is like washing without soap. You go through the motions without achieving your purpose. So it is with people who criticize our legislatures about unfair motorcycle laws without offering an alternate or constructive idea. Oftentimes the legislature in question may not be fully aware of the particular law. Take time, write him a constructive letter.
If the legislator is to do battle for us, he must have as many facts as possible. Facts pro and con. Send in short articles or ideas. Not too much information, or else he won’t read it. Concise facts will do nicely. Help him to be your representative in the legislature.
ALFRED W. Di MARZIO
Scotia, N.Y.
A NEW SILLY FROM D.C.!
I have enclosed an article that appeared in the Los Angeles HeraldExaminer. I found the article to be very distressing. To limit the speed of motorcycles to 95 mph means a number of things, none of which benefit the sport. It can mean that the gearing will be changed, or a limit on engine rpm or both. I hope all motorcyclists will write and urge the government to exempt motorcycles from this silly proposal.
“The Transportation Department proposed that all passenger cars starting with 1973 models be designed to operate no faster than 95 miles per hour and to sound horns and flash lights when 85 mph is reached.
. . . The industry and public
have until Feb. 26, 1971, to submit comments, after which the government can make the rule final, modify it or abandon it.
The department said the standard is not ‘intended to affect vehicle performance capabilities needed for safe passing acceleration and hill climbing’.”
CHUCK JACOBS
South Gate, Calif.
VIVE LA DIFFERENCE!
I just read my Jan. 1971 issue cover to cover, and enjoyed it immeasurably, as always. I wish to take issue with reader Bakker, however. He is the gentleman who criticized small gas tanks and the Vetter BSA 3.
I agree with the readers who praised this nearly impeccably designed British behemoth.
Mr. Bakker, however, feels that all machines should be equipped with gas tanks suitable for Daytona type road racing. The truth of this matter is that if “ . . . the best looking are all factory stock with a good sized gas tank . . .”, then apparently many of us are out in the cold concerning styling of motorcycles.
No one individual, regardless of who he may be, can say what the best looking motorcycle is. This is entirely a matter of personal taste and judgement. As an example, I personally prefer the tank that Honda used on earlier style CL450s above any other tank, stock or otherwise. This preference, however, by no means puts me in a position to tell you or the other readers simply that this is how all tanks should be styled. Everyone has their own taste, happily, for it would detract much from the sport if all manufacturers or all owners aimed for the same looks. Do you not agree?
IRV LEWIS
Reno, Nev.
We agree. Ed.
ON ECOLOGY
The two ecology oriented letters, by Ron Phillips and Beverly Jensen in your November issue, were both quite interesting and to the point. 1 hope these people will be writing to non-cycle magazines . ..especially hiking and camping publications. You could do a service for motorcycling if you would suggest this to them.
I was particularly pleased to see that you printed the Zero Population Growth letter by Bruce R. Henry. This is really getting down to the problem which we must all face. A crown of laurel for you for printing it.
ROBERT J. WEIRICK Santa Barbara, Calif.
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THE BRUMFIELD STAMP
Paul Brumfield, layout artist of Sandy Lane Enduro for the last 15 years, died of emphysema December 21. Paul was 56, a retired lieutenant colonel in the Army reserve, and a long-time employee of the Penn Central Railroad. Six weeks ago, he was well enough to take 2nd place in Delaware Valley’s turkey reliability with a score of 999, and he worked until the day he died.
Until this year, Paul used a 1955 Harley K-model for layout, with a bald rear tire to keep the speedometer true. The last weeks before the enduro, he put up arrows from a 1941 flathead 74 with homemade plywood sidecar. His ability to ride sand with either of these rigs was legendary. The day of the event, he rode ahead of the field, replacing arrows that deer hunters had taken down. Many a spectator saw him and hardly believed what he saw: a tall, gaunt man with a thin mouth, a million wrinkles, and a breath you could light with a match, riding his K-model only a few minutes ahead of key time, cursing and glowering as he slammed up new arrows and roared off down the trail. He preferred leather or canvas helmets to fiberglass, and a ribbed tire for his front wheel, which hardly ever touched the ground anyway. He rode with the damper hard down: his technique on the trail was crude and old fashioned, but he covered the ground very fast. He knew the Jersey woods so well that whenever Sandy Lane crossed blacktop, there was usually a taproom within sight.
His layouts were surprisingly gentle: he took points, but he gave the riders a chance to make up time afterwards. He liked to say that an enduro shouldn't be a hare scramble, but rather a series of short races for the A riders, and a chance for the B riders to get a workout, learn something, and finish. In recent years, he has taught half a dozen young riders his layout practices, and Sandy Lane will bear the stamp of his personality for many years to come.
THOMAS FIRTH JONES
Philadelphia, Pa.
KEEN ON NUMBERS
The AMA Executive Committee has again gone against the majority will of the competition congress; in a meeting after the close of the competition congress meeting, it was decided that the national numbers should be awarded to the top 99 riders in the national point standings.
It was, at the time of the annual congress meeting, the will of the congress to retain the established method of awarding national numbers: these 99 numbers traditionally have been issued to the most prominent riders in each district. There are over 2000 licensed professional riders in the country and we have 99 riders (the most prominent, safest, most successful and well respected riders from each area) who are given special numbers with no letter prefix, to designate both to the other riders and to the public that he is a top echelon journeyman racer. These 99 numbers have nothing to do with national championships as such, but they are our way of saying to the racing fans all over America that each of these men is a top rider from his district.
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We have the only type of show in America where a fan can go to the event and tell who is who among the top 100 participants without looking it up in the program each time. In motorcycling’s system the rider and his number are synonymous year after year. When you go to the first race of the year and you see national number 45 you can be rest assured that he is the great Darrel Dovel; however, if we adopt the Executive Committee ruling, Darrel isn’t eligible to have a national number. Neither is Gordon Dusenberry, number 11N. Gordon won more half-miles than anybody in this district and made over 200 flat track points. If you don’t think Gordon is a top rider anywhere, you are mistaken. Then we come to the problem of saying that if we use the point system, where number 1 is best and number 2 isn’t as good and number 3 is worse than 2 and number 4 further down yet, by the time you get to number 16 or 23 or 41 you have nobody. If we use a grading system, you cannot make anybody believe that number 98 (who made 2 national points) is important. How about Laconia, where there were not enough entries for the number of national points given, and a rider who didn’t ride over 20 miles in a 100-mile race will then have a national number.
If we are trying to upgrade the sport, then 99 top rated, nationally famous, equally ranked riders are a precious few in a country of 200,000,000 spectators.
Therefore, I propose that the AMA vote yes to this proposal which says:
RE.NATIONAL NUMBERS:
Resolve
99 national numbers shall be awarded to the AMA Expert riders who in the opinion of the AMA Staff are the prominent riders in each district (without specific regard to individual performance in national championships only). The staff shall use the same criteria for determining eligibility as they have in past years. No national number shall be awarded to first year experts.
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NEIL KEEN
St. Louis, Mo.
We 'll miss that familiar No. 10 on your hikes, Neil. Ed.
NOISE ISSUE
Especially enjoyed The Scene by Ivan J. Wagar (Dec. 1970). He is so right about noise hurting the image of the bike. (The Hell’s Angels didn’t help either.) In Colorado the nature around us wind in trees, birds is quiet. On Sunday morning the bikes start. We find this at home (a rural area) or in the mountains when we camp. I hope Mr. Wagar “gets to” some of these people.
MRS. BILL TOSCH
Parker, Colo.
FEEDBACK DEPT.
I'm writing this letter in complaint to a problem common to every Honda owner parts availability.
In the years I've been with motorcycles, I’ve never talked to a Honda owner that is satisfied with the parts situation. Right now it is easier for me to buy parts for a 1961 BSA Goldstar than it is for my new 750. It took me three months of hassles and phone calls to replace the minor extremities damaged on my bike after a fall last year.
If these motorcycles were made in a one-room shack factory in the east Andes. I could understand, but they certainly are not.
When my bike was new, there wasn’t an oil filter element to be had this side of Tokyo for more than two months. How many people are going to put less than 500 miles on their new 750 in two months? And now, two months after the K-l, I still can't even order the new throttle mechanism because the dealer doesn’t even have the parts manual yet! That’s a double waiting period I have to go through.
DAN BERGMEN
Cupertino, Calif.
ON THE "SQUARIEL"
As an owner of a 600 ohc Ariel Square Four since 1951, I would like to comment on the article “The History of Ariel,” by G. Wood (CW, Dec. 1970).
The 500 and 600 ohc Fours utilized a crankshaft assembly somewhat different from that described in the article. Large diameter spur gears are employed to couple the front and rear cranks but are not located outboard (or on the left-hand side, as were the later 1000s). Rather, the coupling gears are positioned between the crank throws much like the flywheel of the Triumph Twins. The crankshafts are supported by four large diameter ball bearings, and the only plain bearing is on the inboard end of the half-time pinion. Uncaged roller bearings are used on the con rod big ends. With the exception of the left rear throw (where the power is taken off) the rod journals are cantilevered off the crankshaft cheeks, i.e., there is no outboard support.
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Needless to say. your article is sincerely appreciated by those of us who remember when something other than two-strokes ran wild!
Arielly yours,
THOMAS S. MORRIS
Claremont, Calif.
I just finished reading “The History of Ariel" (Dec. '70). It brought a tear to my eye as I thought of my old motorcycle days. I had a 1959 Ariel Cyclone 650 Twin. I sold the bike long ago, but I kept my helmet and Tm glad I did, cause after 10 years I think it's time 1 got back on two wheels. “Thanks for the memories."
BUD JONES
New Hope, Pa.
ARIEL, BROUGH AND ROLLS
As usual I find myself in an untenable position. This time of complimenting Geoffrey Wood and your grand magazine on the comprehensive and interesting “History of Ariel” in the December issue, and at the same time offering criticism and disagreement with several of the statements therein.
Firstly, the Ariel in no way, and at no time has been the “Rolls Royce of Motorcycles." Impressive, delightful, and cantankerous they may have been, but “Rolls Royce,” never! Properly, that supreme compliment belongs to a product of Haydn Road and Vernon Road: by name. Brough Superior. 1 should like to quote from Mr. Ronald H. Clark's book The Rolls Royce of Motor Cycles, pages 21 and 22. “Long ago, on 21 September 1915, Motor Cycling described William Brough's creation. the 497-cc, 65-tnph Twin as ‘a two-wheeled Rolls Royce'." The past repeats itself, and in 1921 George published in his leaflet describing the Mark I and Mark II machines a letter from Mr. John Hamilton of Exeter wherein the satisfied customer said, “I certainly think your machine is the Rolls Royce of motorcycles, and wish you every success in the coming season.”
The successes up to 1922 inspired the Motor Cycle, when reporting on the make at Olympia in the 30 November issue that year, to state for all time. “One would have thought it impossible to add any further refinements to the SS 80 Brough Superior. Yet this Rolls Royce of motorcycles it earns the title by something more than cost has been further improved since it made its first (and very successful) appearance in the Six Day 'Trials."
From then onwards there followed the obvious and now familiar systasis of terms, so that the Brough Superior was forevermore referred to, with permission from Derby, as the “Rolls Royce of Motorcycles.”
Further reference is made on pages 6 and 7 of George Brough 1890-19 70 by C.E. Allen printed by the Brough Superior Club. “The facts are that in November of 1922 the Midland editor of The Motorcycle summed up his assessment of the first road test SS 80 with the words ‘The Rolls Royce of Motorcycles’.” Even then Rolls Royce was synonymous with the best in automobiles. George Brough, the instinctive publicist, was quick to latch on to this answer to an ad man's prayer. Into every subsequent ad and catalogue went the words, though always with the disclaimer “vide the Motorcycle.” Privately, I always wondered how (LB. got away with this spot of opportunism. If R.R. had really wanted they could have stopped it, if only by threatening him with costly court action, but by their silence they acquiesced. So one day I caught him in an expansive mood and popped the multi-dollar question.
“One day. he said, a gentleman turned up at the works, said he was from Rolls Royce and was I aware that I was infringing the copyright of their trademark. 1 said I was only quoting what had been published. ‘No matter,’ he said, it is still an infringement.’ I decided to shift the argument on to my ground. Had he ever seen a Brough Superior, I asked. He had not, so I took him into the works where the lads were finishing off a batch of show modelswearing white gloves to avoid finger marks. When the visitor left he said he could see that I was making a Rolls Royce of motorcycles. There would be no objection to the use of the quotation." There you have it. It could, of course, have been a practical joke on the part of someone pretending to be a Rolls Royce executive, but (LB. went on using the slogan.
Secondly, the MK I machines can only be considered as a failure. They didn't survive in the catalogues for any length ot time and were shortly supplanted by the MK II alloy models. Neither of these engines has the strength of the earlier 4-G iron engines. hut they are of lighter weight.
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Thirdly, the MK III deserved what it got "instant death." It was no more than a rehash of the MK Ii. and an Earles type fork would certainly not have improved an already mushy poor cornering performance. I would point out that BMW 110 lotiger USCS this fork, which was I he source of much cornplaint of wallowing in the bends.
E'ourthly the machine that, had BSA retained any shred of interest, could have revived Ark'l's name and finances was totaJly ignored! The Val Page-dc s i g ii e d 7 00-c c f o u r - c y Ii nder A ne I Leader! This hike potentially was what he propoSe(l NI K III could never have l)een, and probably would have been to motorcycling what the shaft drive BMW and Honda Iour cylinder machines are today. Think of an enclosed 700-cc ohv straight Four Ifloulited on its side with shaft drive!
I I1('l(' IS a Iuxury-snioot l~ touring machine wit ii built-in weather protec (ion as well as retaining the cornering a bility which kept the Leader out ahead. For details see Bob (`urrie's article in Mo (or (`i'e/e for 2 M av I 9ô~I
Ihe re yoU h ZIVC it I rca Ii Ze 1'I I he taken to task for t his blast by the Club. Ho~~'cvcr I feel that a truthful presenta tion of the best facts available is better han just using the vocabulary of the brochure writers who, after all, are selling the machines.
A iso thank you and M r. Wood for the mention of the Arid Owners Motor C' y etc (`lub (proper arrangement of words). The (`alifornia Branch is seeking memhers and would like to hear from anyone with an Arid, and especially anyone with one of the older models.
AUSTIN MUNGER. Secretary
Arid Owners Motor Cycle Club
California Branch
550 N. Hermosa Ave.
Sierra Madre, Calif.
91024
