Letters

LETTERS

JOFA DISTRIBUTORS

Thank you for the article on Jofa rock and shoulder guards in your November ’76 issue. It was well written and supplied your readers with some very critical data concerning protection in the motocross field.

There was one problem which is of great concern to this division of Volvo of America Corporation and its distributors. Volvo of America sells only motocross equipment through its authorized distributors and their respective network of dealers, and does not take orders directly.

Contact Volvo of America Corporation, Recreational Products Division for the names of the nearest distributors.

Harold Hersh National Motocross Representative Volvo of America Corporation Rockleigh, NJ

WHERE INDIAN WENT

What happened to the old Indian Motorcycle Co. of Springfield, MA? We would like to know if the company was sold and if so, who bought it? If the company was sold, is it still in business and what is its address? I will appreciate any information you can supply.

Kent B. Porter Bull Shoals, AR

It’s a complicated story. The Springfield Indian went out of production and the company was purchased by Royal Enfield, the English firm. They sold their bikes as Indians in the U.S. until they went out of production. At least two other firms bought the name. The last man who bought it died and the name was sold at auction to settle his estate.

The people who bought the name this time contracted for components (in general Italian engine and parts) and had them assembled elsewhere. These bikes, generally mini-cycles from 50cc to lOOcc, have been sold during the past few years by Indian Motor Co., 2535 S. Fairfax Ave., Culver City, CA 90230.

The parts for the original Springfield Indians, meanwhile, are currently stocked by the American Indian Motorcycle Co., Rt. I, Box 9B, Mokelumne Hill, CA 95245.

If that isn’t complicated enough, another

of Royal Enfield’s subsidiaries was located in India. When the parent firm stopped, that branch kept right on producing Twins for their home market and military services.

The company has continued to prosper and expand and is now exporting, to Europe and even England, virtually the same machine as they sold here in the late ’50s.

One could say they are Indians, by virtue of origin, but obviously they are not American Indians. (Didn’t Columbus go through this, too?)

WHEELIN’ & DEALIN’ ON THE THRUWAY

I was very impressed with the article that appeared in your November ’76 issue entitled “Wheelin’ and Dealin’ Yvon Duhamel” by Joe Scalzo.

Duhamel mentions that Kawasaki bikes tend to lose traction in the rear wheel. I agree with him. I have had two close calls because of that problem on the New York State Thruway at speeds of 55 to 60 mph. If it were not for quick thinking, I might have been seriously hurt. I plan to trade my bike in for a Yamaha or Honda as soon as the riding season returns.

Paul C. Turner Brooklyn, NY

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THINKING TWICE MIGHT SAVE YOUR LIFE.

I’m sick of hearing people complain about helmet laws.

A few weeks ago I went for a short trip and after hitting a bump which I hadn’t seen, I went over the handlebars doing 95 mph. The helmet saved both my brains and my face. I have a broken collarbone and lost a lot of skin but I have what would have been torn away on the tar and pebble road. The point I’m trying to put across is it doesn’t matter if you’re doing 95 or 25, if you don’t wear a helmet your chances of survival are slim. I’ll always wear a helmet no matter what. Please, everyone, think twice! Helmets are a blessing in disguise.

Also you have the best motorcycle magazine going. With your technical information and thorough reports you’ve helped a lot of us motorcyclists.

C. Keenan Wood Cheriton, VA

My thanks to Wayne Schotten (Dec. ’76 “Letters”) for his rebuttal of the August ’76 remarks of Dr. J. Shelton.

As a psychologist, I was particularly distressed by Dr. Shelton’s remarks. I can accept the humor of Bob Newhart but Dr. Shelton’s advocacy of ignoring reality is another matter.

It is unrealistic for anyone to assert, as Dr. Shelton does, that motorcycles are relatively safe. Motorists often admit not seeing riders. Clearly, a cyclist involved in an accident is much more likely to be seriously injured or killed than a motorist.

Thus, a cyclist with a grasp of reality is knowingly accepting this increased risk. It does not seem illogical to do whatever is possible to reduce the risk of injury or death. Obvious possibilities include increasing visibility by always using headlights and wearing bright colored and protective clothing. And, since one is much more likely to survive a broken arm than a broken head, wearing a helmet makes a lot of sense.

I am not arguing for legislated mandatory helmet usage as we have in Ohio, but I am expressing my difficulty understanding the logic of any rider who feels safe without a helmet.

My helmet has a mark on the back, the result of a motorist turning left in front of my RD350. The driver admitted he wasn’t looking down the road.

I recognize that many would express doubts of my sanity over my decision to resume riding a RD400.1 realize that I am risking a recurrence of my accident, with possibly more severe consequences. Within the context of this decision, I can’t imagine not doing whatever is possible to increase safety, and wearing an effective helmet may be the most significant step I can take in this direction.

Joe Lite Yellow Springs, OH

A CHANGE OF TIRES AND . . . PRESTO!

I presently own a 1969 Honda CL350 with 11,550 miles (6000 mine). I traded a ’74 XL 100 for it. I really enjoyed being able to go just about anywhere with the XL—road, trails, hillclimbs, etc. The 350 is also a good road bike. Handling isn’t too bad and I can hit 95 tops in a 16-sec. quarter mile. However, it gets awkward in the woods and is geared slightly high for off-road work. Since I like all types of riding, I think I have found a solution.

Take a Honda XL350 and buy two street tires and two knobbies, a pair of good shocks and there you have it. With a change of tires you have a good dirt play bike and a good handling road bike with no ground clearance problems. Can’t beat two bikes for the price of one!

Ron Locati Johnstown, PA

A LITTLE BIT OF PRAISE IS PLEASING

Last August I purchased a new Triumph Bonneville, set it up with Dunlop K91s, a Hayden oil cooler and a Carello quartz light. Within 500 miles the bike developed a serious vibration problem. The engine was broken down and the main bearing replaced. The bike ran alright for a few days and then became very bad. I took it back to the dealer.

The dealer, John Healy of Triumph of Wellesley, took the bike and spent the next week tearing the engine down and putting it back together, testing and retesting it until he was totally satisfied that the bike was correct.

John deserves the highest praise and respect for his work. It’s no pleasure putting down over $2100 on a new bike and have it develop so many problems in less than 1000 miles. John certainly did everything to minimize my anxieties and set a standard of excellence in my mind in terms of dealer/customer relationship.

Warren Goldberg Cambridge, MA

ENHANCING YOUR YAMSUZHONKAWI

When CYCLE WORLD began analyzing and tabulating the performance characteristics of front forks and rear shocks in road tests a big stride forward was taken in the history of motorcycle testing. Subsequent issues dealing with specific models are of even more practical help to the discerning rider, since now he knows exactly how to make his 3‘¿-cylinder, 3.8stroke Yamsuzhonkawi handle a bit more like a Triumph Bonneville or Ducati 860GT.

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in fact, what CYCLE WORLD is really doing is showing the motorcycling fraternity that their average box stocker has pretty lousy suspension—but with a modest outlay of time and money, it can be vastly improved.

John S. Hutchinson Rye, NY

GIVING CREDIT WHERE CREDIT IS DUE

Over the years I have had considerable pleasure owning and riding the British bikes referred to in your “Death of the Motorcycle” article in the October issue. Therefore I am very unhappy about the decline of the British motorcycle industry.

All of the British machines: BSA, Norton, Velocette, Triumph, Matchless, Ariel, and Royal Enfield had some very good points. But credit must be given to the Japanese for having the ingenuity to produce motorcycles that the motorcyclist the world over requires.

Unfortunately, the British motorcycle industry was a little bit too late with its research into future market requirements, and if it had been “on the ball,” it wouldn’t be in the situation it now is.

P.E. Kettle Northville, MI

MOTORCYCLE BLUE BOOKS

I recently followed a suggestion made in your July ’76 article called “What’s It Worth?” and ordered a Motorcycle Blue Book from Hap Jones in San Francisco. I received a letter from Jones informing me that the Blue Books are available only to motorcycle dealers and to firms that insure, finance or assess motorcycles. I think that information should be passed along to your readers.

Kleber Willcockson Los Angeles, CA

MORE BRITISH SPOKEN HERE

We are a Norton and Ducati dealer and would like to be added to the list of British bike specialists shown in your December 1976 issue. We have a full line of parts and service and have two Nortons in our own family.

Thomas Frutiger Wheels Unlimited M.R. 73 Box 172 Rochester, MN 55901 (507) 288-5630