Letters

LETTERS

"RIP-OFF" ARTIST

I'm writing about the article "It's a Steal" in the September issue of CYCLE WORLD. For obvious reasons I'm not giving my name or address.

I've been a rip-off artist for the past six years. I've more or less bagged it now, but I can remember and still know what to do and how to do it.

As you mentioned in your article, one way to locate a bike is to simply answer an ad. Here are a few other "suggestions." When you see a bike you could sell, go up and talk to the owner. Tell him you like his bike; get to know him. Get his address and simply go over and swipe the bike. Or invite him to a party and take the bike then. They both work. Sometimes you can get the bike's license number and simply call the DMV and ask for the address. If you play it right, they'll give it to you.

An example of phoney titles is this: I wrecked a bike I had (the last one). I had no insurance so I didn't bother to tell anyone about it. I liberated a chopper of the same make and needed quick bucks so I sold the engine and trans. No questions asked; the guy gave me the money and didn't ask for a bill of sale. I bought a hot drive train from a friend (and this one, by the way, was from a police bike), installed it, and sold the bike with the old title. The guy I sold it to never checked the numbers, and I never bothered to change them.

Bikes and cars both work the same way except a bike is easier. If worst comes to worst you can load it into a truck. You can also pull your so-called friendly steal. Only I used to charge to steal the bike, and then I'd also sell the parts.

For me, I faded out of the rip-off scene because I got away with it for quite a while but knew the law of averages would catch up sooner or later. But let's remember one thing: No matter what the risk, somebody is going to be a rip-off artist so long as there's money in it! A lot of times my customers knew the parts were hot but it made them feel big and important to deal with me. They liked the low prices too, but I think they were more interested in bragging up their hot parts than their savings. I always asked for cash and usually wouldn't deal if they had buddies with them. Cash can't be traced and if they were alone it was my word against theirs. And hardly ever did anyone ever check ID numbers.

Here are a few points: never pay with cash; pay with a check. And on that check be sure to write down the ID number of what you bought. If the guy won't take a check, he may not be a rip-off; maybe he doesn't trust checks. So give him a money order or certified check. And write down what you bought. And if the price is too good, it's probably hot, and it's up to you whether or not to buy it.

Another thing, that rip-off (me included) would screw you so hard you wouldn't be able to walk for a month. So if you get caught don't hesitate to tell the cops everything you know. A couple goons I sold to figured they were honor bound to be quiet (they were stupid), and my eternal thanks to them. But if they think I'd do the same for them they're nuts. Rip-offs aren't very honorable. They might not steal from you if you really are a friend, but don't count on it.

The best friend a bike has is a garage. To park on the street is asking for trouble. Here's another thing to chew on: If you're known around as a wild man, the cops won't be near as likely to want to help you out as if you keep your cool.

If you see someone monkeying with your bike, call the law first, then maybe go out and stop him. But remember, I don't want to get thrown in the jug any more than you do, and if you catch up with me you might have a fight on your hands. I made a point of not carrying a weapon because it could get me in too much trouble, but a lot of guys do.

So long as there's money in it, rip-offs will be around. And so long as guys will buy hot parts, there'll be money in it. I'm not good at writing but these are a few things to remember.

"RIP OFF" (no address given)

SAFETY WITH MERCURY

In the article "Balancing the Mighty Multi" by Matt Coulson and Gary Peters (September 1971) the authors describe the construction of a manometer using mercury as an indicating fluid. They say that mercury "does not evaporate readily." Although this is true in the sense that no loss of the metal will be noticed, it is important to realize that mercury is a very dangerous poison and is volatile enough to quickly reach dangerous concentrations in the air. The maximum allowable concentration of mercury in the air is about 0.1 mg per cubic meter. In a warm room, mercury will easily reach a concentration 100 times this. Mercury is easily absorbed through the lungs and is a cumulative poison. It can kill you. Consequently, it must be used with caution. The authors cite the fact that mercury does not need any conversion, e.g., from inches or millimeters of mercury to something else. This is of course an advantage of mercury over some other manometer fluids, and some readers may wish to use it in spite of the dangers of poison ing. In that event they should take precautions to avoid spillage of the mercury, since it is almost impossible to clean it all up, and it forms tiny beads which have a large surface area for a small weight, thus increasing the rate of evaporation of the metal. A good idea would be to make the tube of a trans parent plastic rather than glass. This would reduce the chance of breakage. Also, by putting a small amount of water in each side of the tube on top of the mercury, evaporation of the mer cury in the tube will be prevented with little loss of accuracy. An alternative approach is the use of one of the commercial manometer fluids which are available from gauge suppliers. Although one millimeter of one of these fluids is not equal to one millimeter of mercury, it is easy to convert between the two measures. In fact, the fluid will usually give a more accurate measure, since in many cases several inches of fluid will equal one inch of mercury, allowing for a more precise measure. In any event, to paraphrase a very old saying, a little mercury is a dangerous thing. Hopefully readers will be able to use this informa tion to make their tuning, if not their riding, a little safer.

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Incidentally, I ride a 1953 BMW R5 1/3 which I have had for four years now. I have a B.A. in Chemistry and an M.A. in Science Education from Colum bia University, and am currently em ployed as a science editor while study ing toward my doctorate. I am an avid reader of Cycle World, and consider it one of the better motorcycle magazines currently Dublished.

THOMAS P. BLINN New York, N.Y.

TECHNICAL OVERKILL

Most road tests reveal, to a certain extent, the author's technical know! edge or lack of it. The lack of technical knowledge is what concerns me most. It has been my observation over the past 25 years that the average motorcycle rider is the least knowledgeable about his hobby and sport than any other group I ever heard of. I think this is largely the fault of the motorcycle magazines, which every month publish a world of misinformation concerning the sport and hobby of motorcycling. But . . . the biggest mistake I have ever seen in any magazine is contained in the Moto-Guzzi road test in the June issue of CYCLE WORLD, in which the au thor states "Its 90-degree cylinder and angle permits 100 percent balancing to cancel primary vibration." If this author will go back to the drawing board he will find out what most engineers al ready know. There is no practical way to balance reciprocating motion against rotary motion, due mainly to the fact that the rod angle, and consequently the centrifugal force, is constantly changing an infinite number of times per revolu tion, while the force which is intended to balance the rod and piston remains constant. It will also be noted that on the top half of the stroke, the piston and rod are traveling faster than on the bottom half of the stroke, further add ing to the unbalance of the engine. In a 90-degree V-Twin there is only a partial balance of the out-of-balance forces, due to one rod angle becoming less as the other rod angle becomes greater. The whole thing is further handicapped by the fact that the engine fires an uneven number of degrees apart. Why a V-Twin? In the case of Harley-Davidson,

it allows a huge engine to be mounted in a motorcycle frame. In the case of Moto-Guzzi, they made a big compromise that they thought would have more appeal to the average rider who didn't know the difference. More room around the feet and the impossibility of dragging the cylinders on the pavement. Now take a look at BMW. As long as the rods and pistons weigh the same, the static balance is perfect and the dynamic balance can be made perfect by the use of counterbalances. In a fouror six-cylinder opposed engine, the dynamic balance is inherent and there are no counterbalances. I also suggest that your authors learn the difference between vibration caused by power impulses and vibration caused by the inherent unbalance of an engine.

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ROBERT HAYDEN Dallas, Texas

And we, Robert, suggest you make a distinction between primary and secondary forces. You also failed to make note of the BMW's rocking couple. If you are lucky enough to find a copy of P.E. Irving's Motorcycle Engineering, you will read on page 286 that:

"In the 90-degree form, perfect primary balancing (in the V-Twin) is obtained by counterweighting to 100 percent of ONE piston plus the small end ..."

Irving continues on to say that the major problem in a 90-degree V-Twin is secondary vibration produced by reactions to unequalized piston movement, which combine to produce a horizontal force at twice engine speed. In a large engine, this can be quite considerable. Relatively speaking, however, 750cc is a modest displacement for a V-Twin.

So mention primary forces we did, and secondary forces we didn't.

As we did, indeed, make a distinction between the vibrations caused by the Guzzi's power impulses and those having to do with inherent unbalance, we think you have subjected us to technical overkill. —Ed.

DO WE AGREE?

I have just finished reading your editorial in the May issue. While I agree with what you say, I cannot help but wonder if you do.

No one who is really interested in our sport can help but agree that noise is our worst enemy. In an earlier editori al, you blamed the dealers who sell noise. If the blame lies with the dealer, so it also should with the publisher. Read your own May issue, both the ads and the articles, including tests for the Suzuki TM400R and the Carabela 125, and a review of the Husqvarna 1 25 (although if I see correctly, the Husq varna 1 25 seems to have a muffler of some kind). All of these are motocross bikes equipped with expansion cham bers . . . Ads are not much better: Du cati, Kawasaki, Maico, Husqvarna, Har ley-Davidson, and many more run ads on limited-use motorcycles. While I en joy your racing coverage, I wonder how many motocross and enduro riders have lost part of their hearing. Both the racers and the makers say they will lose speed [if mufflers are required]. NASCAR has used restrictions that have cut speed, but this has not harmed the sport. Restrictions, as long as they apply to all, are not unfair.

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I feel you are one of the leading editors, but I also feel you are missing the boat. Take the lead! Test the bikes we ride, the street/trail, street, touring and the fake enduro bikes. Look more at the muffled sportsman in all forms of racing, touring, and other events we are directly in.

While the MIC will keep the dealer up to date on what "Uncle" is doing to us, who will keep the rider up to date? Why not open [the MIC] to all of us? While the fee is high, if it were open to all interested, it would be possible to greatly reduce the fee . . . I am sure there are a great number of riders who would gladly pay this to find out what is in the winds before it is law. We all know it is easier to stop a law from passing with proper moves before [it is enacted], than trying to get it stopped after it is law. Here in Florida we lost the helmet fight, and in some counties, "lights on" are the rule, so here we have a state with laws different from county to county.

CLARK K. CAMPBELL West Palm Beach, Fla.

THE QUIET DESERT

I just got through reading your May '71 CYCLE WORLD and was especially interested in the letter, "More on Land Clearance" by Mr. and Mrs. Woody Johnson. I've lived in L.A. all my life and have been going to the desert since the early Sixties, before most of the "now" cyclists even knew there was such a thing as a desert. Up until about four or five years ago, the desert was the peaceful place the Johnsons were de scribing. Since that time, however, the desert has become the sole property of anyone with a motorcycle, and to hell with anyone else. Redrock Canyon, in the Mojave, is the best example I know because that's where I spent the most time in the desert. In the past five years what was once a "peaceful" area for those who appreciated it has become a proverbial racetrack. Just about every hill out there has been torn up by the weekend "outdoorsmen" on their mo torcycles, which doesn't make it too pleasant for other people with Other interests, does it? We've even had in stances when these so called "courte ous" bike riders drove right through the middle of our camp, both day and night, as if we weren't even there. Why couldn't they have gone around, as if there weren't 200 miles of desert on every side of us. It's times like this that you feel like sitting on top of some inconspicuous hill and having a little target IDractice.

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By now you probably think I'm just another one of those "so and so's" who hates each and every motorcyclist that comes along. This is untrue, as we have two bikes of our own, and I can't deny that they're a blast to ride. What I would like to see though from you dirt riders is a little more consideration for the other guy, like me, who would rather walk the desert than ride it. I know very well that you have as much right to this land as I do, if not more, but I think you should take a close look at what you're doing and what you've already done. As far as Redrock goes, it's a pretty sorry sight now, but before you take over a new area, think of someone else besides yourselves. That way maybe you'll make friends instead of enemies. And that helps, believe me.

CONCERNED no address given

DO WE NEED IT?

In the March issue of CYCLE WORLD there is a letter from a gentle man in New York concerning a pending headlight law in that state. He claims that "mercenary legislators" are stuffing "so-called `safety legislation' " down our throats again. I cannot agree with him~

It seems to me that our legislators have the right to pass any legislation which will prevent accidents. Laws which will help prevent accidents are license laws, eye protection laws and headlight laws. Legislation which does not come under this heading are the helmet laws. They do not prevent acci dents.

If this gentleman is bent on impress ing the legislators, I hope he quits lashing out senselessly at all motorcycle legislation and that he petitions instead for better driver education, and more motorcycle recreation facilities. Let us not become paranoid.

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MIKE NOLAN Milwaukee, Wis.

Perhaps the gentleman is paranoid because he doesn't see the same law being applied to automobiles. And per haps you aren't being paranoid enough. It is much easier to put a law on the books than it is to get it removed. Every new law should be looked at carefully to see if we really need it. -Ed.

RAPE OF MOTHER EARTH

Technically CYCLE WORLD has no peers. Morally it is corrupt. The lack of conscience, and irresponsible attitude which CYCLE WORLD displays in deal ing with the most crucial problem facing mankind today, the rape of mother. earth, is appalling.

CYCLE WORLD, as the leading American publication within the sport, has the responsibility to inform, in struct, and, when necessary, chastise the followers, manufacturers, dealers, orga nizing bodies, and any other group or individual within the sport who fails to meet his commitment to earth.

You must realize your responsibility to safeguard earth from the abuses that most membefs of the motorcycling community inflict upon this planet. As an educational media you must exercise the responsibility which such power commands.

You may argue that a motorcycle monthly is not the correct format for dealing with such problems. But you are wrong. The survival of CYCLE WORLD and of mankind depends entirely upon whether earth accepts or rejects the tread of man.

As a species, man seems to have deluded himself into believing that he has a right to do most anything he wishes; the right and the rank to reign supreme over his planet. It's pure shuck, it's illogical, and it may prove to be disastrous for man, as well as all other living creatures. If we are to survive we must begin to live within the laws that govern the functioning of the complex actions, interactions, and reactions that give us "Life."

Man must begin now, to understand that he has a responsibility. Not just to the individual, not just to man, and not just to ideologies, but to the whole to the whole system that is the universe.

To fail to realize the interdependency of all things, and the need to protect and nurture the varied complexity of that whole system, will doom man to extinction.

JON HOEFLER Los Gatos, Calif.

CECIL'S DOG CURE

I read with interest the letter of Sam James of Alaska re: "Dog Days." I have had my share of dogs chasing me. Sometimes it is not always possible to take evasive action for several reasons.

I have hit upon a very effective remedy. Take a small plastic squeeze bottle; fill same with liquid ammonia. One whiff of this elixir, and the canine will show a strong dislike for motorcycles. The problem is not funny, as a friend of mine and his small son were killed by a dog that hurled itself at the bike, causing them to crash into a guard rail some years ago before helmets were available.

CECIL P. MACK Toronto, Ontario, Canada

100 PERCENT

I personally would like to thank Ivan J. Wagar for the "Less Sound, More Ground" picture on page 36, "The Scene," in the August '71 issue of CW.

I do think he is 100 percent right.

ROD WELSH 0 Huntington Beach, Calif.