Letters
LETTERS
YAMAHA/HONDA COMPARISON
Your comparison of the Yamaha YZ250 and the Honda Elsinore CR250M (Dec. ’73 CW) was objective, comprehensive, and, in general, extremely well-written. I find it a bit comical, however, that the Honda Elsinore pictured on page 53 has the shocks mounted upside-down. Your comments would be appreciated. David Finn Dallas, Ore.
Mr. Finn, you were the third party to catch the oF “turn the shocks upside down to see if the readers spot it tri Actually, we were experimenting with some special dampers when the photo was taken. — Ed.
You did an excellent job on your first MX com parison—YZ250 vs. CR250M. But, I for one screamed injustice at your rating down the YZ just because you happened to get stabbed at over $ 1 800 for the beauty.
For approximately four years, I have read every test done by CYCLE WORLD and discovered that Japanese bikes usually sell for $100-$200 cheaper south of the U.S./Canada border. But here is a bike that we get almost $500 easier than you do. That’s right-the suggested retail on the YZ is $1350 out of Vancouver, and so is that on the CR250. What happened? Lou PrussjÄ“ Vancouver Is., B.C., Can
The $1836 price tag was the suggested retail from Yamaha at the time of our test. Since then, however, the price has been reduced to $1593. It looks as though in Vancouver they’re cheaper still. —Ed.
REMEMBER THE MIDWEST?
First of all, I have to say that you put out the better motorcycle magazine. If I’m not mistaken, you were one of the first cycle mags to come out, and it shows. You show just a little more class and knowledge than everyone else in every respect.
But hey, how about a little more coverage out here in the Midwest? We’re starting to produce some high caliber motocross riders and tracks out here. It seems that everytime we open up a magazine, its California, California, fornia. This may not be true, but it sure seems that way. We’re not in the Stone Age anymore, you know.
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Steve Syrewicz Marlborough, Mo. We haven’t forgotten you guys out there, and we’ll try harder.—Yd.
SANGLAS ROVENA PARTS
This is in reference to the letter from Kenneth E. Bernstein concerning the 250cc Sanglas Rovena (Dec. ’73 CW). I have some parts from this motorcycle (basically, an incomplete engine, frame parts, and wheel hub), that I would be glad to give away to any reader who is in possession of this fine machine.
Also, I personally am looking for parts for or information on the Italian Moto Rumi 125 Road Racer. Thank you for any help that you or your readers might supply. Pat Guacenti 3101 Cropsey Ave. Brooklyn, NY 11224
CANADIAN POWER
I enjoyed immensely your profile of Mark Brelsförd in the December ’73 issue of CYCLE WORLD, but was rather annoyed by something in the article, “Pocono Honeymoon.” Author John Waaser says: Yvon was first off the line, Steve was about 6th. Steve worked his way to 2nd, but then threw it away, and the Frenchman cruised home for the win.”
How many Canadians are going to have to write to you Yankee cycle magazines before you realize that Yvon DuHamel is not an American, or a Frenchman, but a Canadian, or at least a French-Canadian. Quebec is not a part of the United States or France, but part of Canada; something you Yanks either keep forgetting, or don’t want to remember in the first place. Steven Hutchinson London, Ontario, Canada
SAFETY-CONSCIOUS INDUSTRY
On December 5, 1973 I had the opportunity of listening to Mr. Nick Hirsch, chief engineer for AMF/HarleyDavidson, speak on recent developments in motorcycle safety before the University of Illinois at Urbana-Champaign student chapter of the Society of Automotive Engineers.
I attended the meeting with some reservations, expecting to see the latest in two-wheeled armored personnel carriers, but was pleasantly surprised to learn that the motorcycle is not doomed to the bureaucratic ax, at least not if Harley-Davidson can help it. Mr. Hirsch presented a most impressive array of advances in rims, headlights, anti-skid brakes, and imageenhancing reflective materials. Moreover, he was kind enough to remain after the meeting for nearly two hours, answering our questions and discussing the motorcycle industry.
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If Mr. Hirsch is any indication of the enthusiasm that industry has for motorcycling, we can be assured that American motorcycling and Harley-Davidson have a bright future. Clark D. Middelsen Sidney, 111.
GETS STRANGE STARES
I read with great empathy and understanding Sherry Emmett’s letter (Jan. ’74 CW) regarding her hassles with hecklers while riding her motorcycle. In my own experience in Dallas, I have never suffered verbal vilification or abuse, but the looks directed my way range from amusement to condescension.
Like Sherry, I was into the joys of motorcycling before the energy pinch, although I must admit that I used my bikes for week-end play only, prior to this summer. My first was a street/dirt Honda, but I saw the writing on the wall, and purchased my Yamaha Twin in October. I still own my four-wheeled Detroit gas gobbler, but the bike is now my primary transportation. As the energy crisis closes in on us, I predict that we will see more motorcycles on the road, piloted by individuals of both sexes. So, my advice to Sherry is—Keep on hikin’, sister! The times they are a-changin’. Susan Kennedy Dallas, Tex.
LET THERE BE LIGHT
In your January ’74 “Letters” column, Robert Rassa wrote of his despair over the lack of a headlight bright enough to suit him for his Honda 350.
There are at least five 7 in. QI dual beam headlamp units available. All use an H4 bulb, replace an American 7 in. sealed beam, and will fit large British and Japanese bikes. His Honda may require a Triumph lamp shell.
Marchai, Autoroche and Cibie are three QIs that I have used. The Marchai and Cibie are noteworthy in that they have a high beam that is almost a pencil beam pattern, concentrating the light in a long, very narrow beam. Both have some side-spread, however.
The Autoroche throws out a big blob of light, somewhat like a U.S. lamp, but brighter. I have found this to be superior for motorcycles, as it larger area. It does not, however, the extreme range of the other units.
I don’t know how susceptible these units are to vibration, but I have rubber-mounted mine to be safe. I might also add that these units draw 55 amps on high beam, so a check should be made to determine whether your machine’s generator will handle it.
Wipac, Lucas, Hella and Carello also make 7 in. QI units. Checking the sports car magazines will yield dealers’ addresses. W.D. Henneberg El Segundo, Calif.
CLEWS MX CLUE-IN
I just read your article on the 608 Clews Comp. Machine. (Jan. ’74 CW). I imported two machines in November of ’73. I don’t motocross the bike, but we do ride hard. I’ve been riding for seven years and am no beginner. My Iasi bike was a ’71 Husky 400, so I do know about handling.
Lirst, I’d like to say that I’ve had both cases off to have a look-see, and I still don’t have any oil leaks. Also, I am 5 ft. 9 in. and weigh 185 lb., so I’m no giant, but without a release I can start the bike on the third or fourth kick, when cold, and on the first kick, when warm. There is a small trick to it, but it doesn’t take long to catch on to.
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The bikes I got are 580cc. I’ve yet to find a two-stroke that will accelerate or climb like these bikes. As for handling, there just isn’t anything I’ve ever ridden that corners as well, or takes to rough ground and whoop-de-doos like these.
As for the price, you get what you pay for. A quality product at a quality price. You pay $1700 for a 450 Maico, and in six months you’re lucky if you can get $1000 for it. So the price isn’t all that bad.
Just thought you ought to get another view on the subject. Phil Federal Way,
Having just completed our seventh race season on four-stroke Singles, I believe that we are qualified to rebut your CCM 608 road test (Jan. ’74 CW). We took delivery of our own CCM 608 last June. Since then, the machine has been through nine scrambles, seven motocross, plus several fun-and-games rides. It has been dropped, looped, kicked, and otherwise abused. Here are our findings in opposition to yours.
Our “ordinary looking” forks are highly polished and muchly machined. They have never weeped, seeped or leaked from anywhere. They have never bottomed or topped. We did put in stock B50MX springs, as the feel was spongy. We have used Girling shocks for seven years, Ceriani once, and have no problems with them. Our CCM the 60-90 progressive springs, which we have always used.
Our gearing is quite adequate—second gear starts are usual. We did, however, turn the cam plate over to give us the one-down-three-up pattern.
You commented that the brakes weren’t very good. Having raced BSA Singles all this time with virtually no brakes at all, we were delighted to have one that will stop with no effort.
As for a compression release, we never needed one. The machine has failed to start only when the CDI needed a charge. We like to do this at the track because of the neat looks from the crowd.
A built-in silencer came on our CCM, not a spark arrester. The sound is far from objectionable. The level at % throttle is 89 on a db meter from ten feet.
Our right peg is only Vz in. more forward than the left, and is hardly objectionable.
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The CCM has never leaked oil from anywhere, and there are no gaskets. In a hard moto it may spit some oil out of the crankcase breather, but that’s all.
The CCM that you tested weighed 239 lb. with half a tank of fuel. Ours weighs 229 lb. with a full tank. The scale is accurate, as it is checked by the state every six months.
Granted, the yellow beast is expensive. But you failed to mention that the machine is virtually handmade, and that dollar devaluation has caused interesting fluctuations in the price.
Alan Clews has put it all together. Our CCM has not broken due to poor workmanship. We love the thumpers, and will always have at least Four-strokes forever.
Phoebe Dexter Westport, Conn.
YAMAHA TY250 TRIALER
Being the proud owner of a TY250 Yamaha Trialer, I read your road test of that bike (Jan. ’74 CW) with interest. I have ridden the bike in six events, competitively, this fall, and have several observations, based on your article, which may be helpful to other or future owners.
Contrary to your statement, the Japanese Dunlops provided on the TY are more flexible and also weigh a pound less than the English model. I know, because I bought the British Dunlop, like a fool, on others’ advice, and made the comparison. It is not the same Trial Universal that is provided the Enduro bikes, as I have a new one those off of a DTI, also.
To cure the shift lever position problem, cut the case away, since the part that covers the countershaft sprocket is not needed anyway. Get a Mini-Enduro lever, and you can mount straight up, or at an angle to the front. Works great.
I had an aluminum bash plate made, and am waiting for the fiberglass one to give way. After four “Rocky Trials,” it’s still holding on, surprisingly.
Thanks for the test. Trials are here to stay!
Stuart H. Sampson Louisville, Ky.
EMISSION STANDARDS?
Recently there have been proposals in many cities and communities (San Francisco and Los Angeles are two that come immediately to mind) to impose limits on the number of new motorcy cíes sold by simply limiting the numbe of new motorcycle registrations to the number of those new motorcycles registered the previous year. The enactment of such a proposal into law would effectively freeze the amount of growth of the motorcycle industry at its present levels.
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Clearly, in an industry as rapidly expanding as the motorcycle industry, such laws in areas of large sales would be coldly met by the industry and the motorcyclist alike, being called unfair and unjust. This may be so, and in a certain degree I would agree, in that the motorcycling interests would not have been sufficiently represented in the process of the law’s enactment; however, in another sense, the law would be totally justified and fair to all concerned.
The issue at point here is one of pollution. It seems that the belief motorcycle engines are cleaner than those of automobiles in their emissions because of their higher specific power and inherently smaller size is no longer true. In fact, the truth is, as I understand it, that the average motorcycle pumps out more pollutants in terms of grams per mile than the largest engined emission controlled automobile built today. Seen from this point of view, the proposed limitations of new registrations seem not only fair, but extremely tolerant, even considering the small amount of motorcycles in use as compared to the amount of automobiles in use.
It would seem then, that taken from an unbiased, rational viewpoint, in all fairness there can be little dispute that such governmental action would be war^ ranted. Also, if one realizes the implid^B tions of such a law, and if the motorcycling industry continues on its present course, the logical conclusion is that the motorcycle will eventually be legislated out of existence. Considering the fact that the motorcycle is unpopular with a large percentage of the population, it is entirely feasible that such a ban could actually become a reality.
I’m sure that every reader of this magazine feels, as I do, that motorcycles should continue to be on the scene, with new products available in adequate numbers, and not banned and destined to become museum pieces. At this point, it is natural for the question to arise, what is to be done about this dilemma? Obviously, unless the nature of the motorcycle itself changes, there is little the motorcycle rider can do. Therefore, the solution rests in the laps, of the motorcycle manufacturers.
Unfortunately, the manufacturers, in an effort to sell as many units as possible at least cost to them and hence greatest profit, are not going to spend money to develop a cleaner motorcycle engine unless they absolutely have to. The only way in which this will come about is if the government requires that new motorcycles meet or exceed acceptable emissions standards, much the same as has been done with automobiles. I’m certain that most would agree that such action is undesirable, but clearly is more desirable than a complete ban of motorcycles. A more desirable course yet, though unlikely, is for the manufacturers to take action themselves.
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There is no suitable reason why the manufacturers of our motorcycles cannot make them clean, since the technology exists to do so. I refer specifically, to the Honda CVCC engine, reduces pollutants to an acceptable level, and has no inherent difficulties involved in its application to motorcycle use. Admittedly two-stroke engines present a major problem, and some say that they can’t be adequately controlled, but recall what was being said about fourstroke engines just a few years ago, that they were inherently dirty, and once again I point out the Honda CVCC.
If it is true that they cannot be made reasonably clean, then perhaps the twostroke manufacturers will have to switch to four-stroke engines, but only by building clean running motorcycles will they be able to sell any at all.
In the not so distant future, when streets and highways are clogged with clean running but barge-like Buicks, Cadillacs, etc., the assets of the small, maneuverable motorcycle will become appreciated, and perhaps prejudices against it and its rider will die away. The point, then, of this letter, is not to attack the motorcycle, but rather to plead that it be cleaned up so that it will be around to see its day, because it will not be acceptable then unless it is clean running, and will not survive until then unless it is cleaned up now. Michael P. Redgrave Pleasanton, Calif.
INCLUSIVE INSURANCE
Reading your “Letters” column repeatedly illustrates a wonderful fact about motorcycles and motorcycling: here is a preoccupation that many different people from different walks of life can enjoy in many different ways— whether they’re the rider of the 250cu| Triumph one-banger, or a two-strok" superbike fan. I think it’s a sign of a healthy society!
In this time of increasing chaos in the world, some of us turn to steadfast old friends steeped in history. So, my bikes BSA Gold Star, Velocette MSS and Rapide and Comet...and I love and ride them all about equally. Not one to turn my back on progress, I also ride a Yamaha DT-2.
I have one practical problem: I don’t put much mileage yearly on each bike. Please, please, does anyone know where I can get a single, inclusive insurance policy to cover all the bikes, so I don’t have to purchase five individual policies? Paul G. Rochmis Annandale, Va.
Sorry, Paul, we don’t know where you can get a single, inclusive insurance policy to cover all of your bikes. Maybe one of our readers can help you. — Ed.
OVER 40s EVENTS
in Sydney, Australia, the CenMotorcycle Club has been conducting an “Over 40s” event for the past three years.
The first one was a single 5-lap race, but subsequent events were decided over three 4-lap heats (rounds) held on the one day.
As Joe Parkhurst found in the OldTimers Club races, the exercise is a ball of fun and, while competitive, lacks any suggestion of the ruthlessness often showing its ugly head at other times.
Central’s Over 40s events have been conducted on what we term a “short circuit.” Such courses are dirt-surfaced, irregularly-shaped, a trifle rough and about 1/3 to 2/3 miles around.
The Motorcycle Racing Riders Club of Sydney holds an annual road race for “old-timers.” In this instance, it is the machines, KTT Velos, Marsden SunHRDs, etc. (usually 1930 to H)50 vintage), that are old. However, veteran competitors take the opportunity to saddle up, too.
To date, I have participated in all of Central’s Over 40s events, being fortunate (the leader fell with 30 yards to go) to win the first one on a 175 Kawasaki.
A year later, on a 250 Yamaha MX, I managed to take out each of the three rounds, but last year, on a Yamaha RT2 (360), was 2nd in each of the three heats behind the rider who fell in 1970.
The competition is getting tougher as more fellows get past the 40 mark. Guess I’ll have to push for an over 50s
deal.
But frankly, there is a lot of competitive motorcycling left in old-timers, and a lot of fun left in competition motorcycling. It is good to hear that some in the States have found that out, Lance Lowe [ÖJ Sydney, Australia
