Roundup
ROUNDUP
THE MOPED QUESTION
Parents, do you know where your children are? We know where they are. We saw them not more than 10 minutes ago headed toward the beach on their moped, teetering along three up with at least one surfboard adding to the general peril. Bareheaded. Bare-shouldered. Bare-legged. Barfooted, as often as not. It’s the old accident-looking-for -someplace -tohappen scenario, and we’ve witnessed it often enough to realize that Something Should Be Done About This—before the federal government does it for us.
This is not to imply that mopeds (which can be loosely defined as motorized bicycles of not more than 50cc with top speeds of less than 30 mph) are of themselves inherently dangerous. True, they lack the defensive advantages of real motorcycles— rapid acceleration and quick stoppability. True, with a rider aboard their center of gravity can be measured with a yardstick. True, their general handling characteristics are like those of an overweight bicycle (which is what they are, after all). Moreover, they’ve been granted certain exemptions from the Federal Motor Vehicle Safety Standards, notably standards 108 (lighting), 122 (braking) and 123 (controls and display equipment). Mopeds don’t have to have turn signals, their taillamps produce exactly half the photometric level required of a real motorcycle, they don’t have to stop as quickly as a motorcycle, they’re excluded from motorcycle brake fade requirements, and they’re also exempt from the foot brake requirement—front and rear brake controls are on the handlebars. At $300 to $500-plus per unit, we don’t understand why anyone would even consider a moped when a real entry-level motorcycle costs only slightly more.
However, the DQ (danger quotient) doesn’t lie in the shortcomings of these diluted motorcycles. The DQ lies with their operators.
An equation concerning this issue had been coalescing in our minds for some time: Mopeds + teeny boppers = high disaster potential. But we quickly learned that establishing a value for that potential was much more difficult than merely perceiving its general existence. Since the moped phenomenon is quite new in this country—there are about 100,000 of them now, compared to almost none five years ago—no one’s been keeping score on it separately, safety-wise. Moped accident statistics have been lumped in with general motorcycle numbers. We expect this practice to cease as the moped boom goes on. Insurance companies are already beginning to clamor for such a breakout, and what insurance companies want they frequently get.
But the changes that insurance companies are likely able to effect in the world of motoring are (1) usually a source of dismay to enthusiasts and (2) of absolutely no help regarding the moped inquiry now. Then Michael Evans happened to surface here at casa CYCLE WORLD with a document entitled, “A Safety Analysis of the Moped.” submitted to Cal State L.A. as his M.A. thesis. As you might expect, it is full of interesting information.
Before we examine some of Mr. Evans’ findings, we have one word of caution concerning his methodology. The survey, involving 100 moped operators, was conducted entirely in the Newport Beach, California area. We feel it is therefore too heavily weighted with teeny-boppers— which shows up in the median age of those surveyed (17)—thus reflecting a view of mopedists that is perhaps somewhat distorted.
Nevertheless, some of its general findings are fascinating. For example: 68 percent of those surveyed frequently ride in marked bike lanes, another 26 percent do so occasionally; 65 percent often or occasionally turn without signaling; 60 percent admit to cutting through gas stations or parking lots to avoid intersections; 61 percent sometime “roll” through stop signs; 27 percent ride sometimes on sidewalks; 6 percent sometimes ride against the traffic flow.
All these practices are illegal in most states, and we’ve witnessed examples of each infraction, plus others that made our hair stand on end—like the surfboardbearing mopedist careening down a steep hill in heavy traffic on the double yellow line. While we feel the bike lanes should be expanded to include moped riders, the point is that these acts are not only against the law but dangerous as well.
Riding two up is not against the law, provided the bike is equipped for it (with rear seating room, passenger footpegs and grab handles or safety strap). But most moped suspension systems are taxed pretty severely carrying two bodies, and their handling and braking qualities, indifferent> to begin with, become dangerous. Add something like a surfboard—or an extra body (we’ve seen three up more than once)—to the mix, and you have a DQ unrivaled since the Hindenburg began its final approach at Lakehurst, New Jersey in 1937.
Lack of protective—or, for that matter, almost any—clothing doesn’t do much to mitigate for bad driving habits. Of the 100 riders surveyed by Evans. 93 said they never wore helmets, and 80 rode without boots. We would have guessed the first number to be even higher. It’s hard to remember when we’ve-seen a mopedist wearing a helmet. Evans found that 66 percent of his mopedists wore long pants regularly when riding, but this was the only item of protective clothing that scored with over half the group. When we see them, they all seem to be nearly naked.
So OK. There’s a burgeoning problem. Of Evans’ survey group, 36 had already been involved in some sort of moped accident, none of them particularly serious, fortunately. But an ounce of prevention is better than a pound of cosmetic surgery, and far less expensive. We propose the following:
We’d like to see mopeds classified exactly the same as regular motorcycles— they’re exempt in most states now—and their riders should be required to demonstrate a knowledge of the rules and proficiency with the machine. This could be accomplished without adding any complexity to governmental machinery, since motorcycle riders are already required to pass such tests in most states.
Second, parents, make your kid wear some clothing when he or she is riding that thing. Particularly a helmet. We don't care how hard his or her head is. 30 mph is more than enough to crack it. (Along these lines, it's interesting to note that the Department of Transportation is working up a new bicycle helmet standard, and this type of headgear might be just the thing for moped riders.)
At the bottom line, of course, we’d rather see these kids riding proper beginner’s motorcycles. They deliver economy that’s at least comparable to the big number mpg of the average moped, and they do everything else better. But if moped they must, then let’s do it right.— Tony Swan
VOICE OF EXPERIENCE DEPARTMENT
Neatly taped to the tank of a vintage Harley-Davidson on display at Har ley's show for the L.A. Superbowl of Mo tocross was a note from the owner:
“No. A thousand times, No! It is not for sale and No, I don’t know where you can find one.”
SUDDENLY IT'S 1953
What have we here? A Royal Enfield, of course. Circa l949-'53. A 350cc Bullet, by the look of it. Nice restoration, too. The headlamp's wrong, and the seat looks as if it's from some later model, but the bike otherwise looks just as good as new.
Like everyone else, we were taken in by this machine, which we first encountered at Riverside International Raceway where
the troops from Rickey Racer were employing it as a pit bike. It’s an Enfield, right enough, and its components are mostly of the 1949—’53 design. But there’s this difference: It’s brand new.
We refuse to say more about this lovely anachronism on grounds of compromising Henry Manney’s upcoming report. Stay tuned.
DUMPING UPDATE
Last month we brought word of HarleyDavidson's anti-dumping petition filed with the U.S. Treasury Department. It was H-D's contention that the major Jap anese manufacturers-Honda, Kawasaki, Yamaha and Suzuki-were selling their products in the U.S. for less than they were being sold in the Japanese domestic mar ket or in Europe. This constitutes "dump ing" per the definitions laid down in the protectionistic Antidumping Act of 1921.
This month’s news is that the Treasury Department has elected to initiate a full antidumping investigation.
According to the Treasury Department’s proceeding notice: “The information received tends to indicate that the prices of merchandise sold for exportation to the United States are less than the prices for home consumption, or to third countries.
“Having conducted a summary investigation . . . and having determined that there are grounds for doing so, the United States Customs Service is instituting an inquiry to verify the information submitted and to obtain the facts necessary to enable the Secretary of the Treasury to reach a determination as to the fact or likelihood of sales at less than fair value.” The investigation will take six months, and is expected to be completed by midJanuary, 1978.
HONDA RUMORS PERSIST
Although the new 400cc Hawks are all that Honda will show us from the company's bikes-of-tomorrow inventory here in the U.S., rumors persist in Europe of the imminent arrival of a series of watercooled vee-engined superbikes.
Tops in this category is a 1200cc vee-Six shafty that looks, judging by a spy sketch in a recent issue of a British bike weekly, something like a cafe treatment of the current Gold Wing—if you can imagine such an item. Other bikes in the line are said to be vee-Fours of 600, 750, and lOOOcc capacity.
NEW LAVERDA DISTRIBUTOR
After some 18 months in limbo, Lay erdahas signed up an official U.S. distributor, the Yankee Accessory Corp. of Schenectady, New York. Headed by John Taylor, the Yankee operation also includes the Full Bore product line and Ossa U.S. distributorship of motorcycles.
Rickey Racer of Pomona, California, one of two de facto Laverda distributors during the interregnum, will continue as a dealership, but Yankee invites other dealer inquiries for Laverda’s 500 and lOOOcc models. Contact Yankee Accessory Corp., P.O. Box 36, Schenectady, N.Y. 12301, telephone (518) 355-6010.
FAREWELL TO HELMET LAWS
As the record shows, we have long and consistently favored the use of pro tective headgear by motorcycle riders. Fur ther, we favor the use of headgear that meets the latest and most stringent safety standards (currently the Snell 1975 stan dard).
However, we have just as consistently resisted—on philosophical and constitutional grounds—the concept of mandatory helmet usage laws, and we witness their twilight with little regret.
At the end of 1975, all but two states— California and Illinois—had helmet laws on the books in response to federal coercion. But once the Congress stripped the Department of Transportation of its power to withhold federal highway trust fund monies, the helmet laws began falling from the books like the dead leaves of autumn.
As we went to press, 23 states had repealed their helmet laws, leaving 27—plus the District of Columbia—with laws still in force. Of these, three are currently contemplating repeal bills.
The no-hat states are Alaska, Arizona, California, Colorado, Connecticut, Hawaii, Illinois, Indiana, Iowa, Kansas, Louisiana, Maine, Minnesota, Montana, Nebraska, New Hampshire, New Mexico, Oklahoma, Rhode Island (passengers must wear helmets here, however), South Dakota, Texas, Utah and Washington.
At CYCLE WORLD our helmets are as much a partof our riding gear as the bikes themselves. But, as the argument goes, it’s your head.
NEWS BIG AND SMALL
First the big news. The spies say the 1978 King Kawasaki will be the KZR, with its 1015cc Four boosted to 90 bhp, and with cast wheels and dual front disc brakes. We assume all this is in reply to the upcoming Yamaha and Suzuki 1000 Fours. Or perhaps in revenge for the Suzuki GS750 being quicker than the KZ650.
Small news is that Moto Guzzi is preparing a miniature model, a 500cc version of the 860 V-Twin, shaft drive and all. Less firm is the rumor that BMW will bring out a 400cc roadster, to appeal to the middleweight crowd and balance the lure of the lOOOcc touring bikes now challenging the big BMWs.
It’s gonna be an interesting model year.
SORRY, HUSQVARNA
In last month's test of Husqvarna's Burle son replica 360WR, the exhaust pipe was harshly criticized. It interfered with the rider, we said, and we couldn't fix the problem or get used to it.
Two days after that issue went to the printer, we had the 360 out for a pleasure ride and had a chance to try once again. Turns out the front of the pipe is held by a bracket with provision for adjustment. We loosened the fittings and easily moved the pipe in, and that took care of the problem.
Let the record show the test wasn’t fair to the bike on this score and that it was our fault.
THE OLYMPIAD
Many months ago we made great noise about a great idea: Round up the best riders in all forms of motorcycle com petition, allow them to use one motorcycle for the entire event, and let them compete in all forms of the sport. At the finish, the man who had the most points would be declared the best complete rider. --
No sooner had we announced all the details then the details changed. The event has been rescheduled and we still don’t have all the facts.
Even so, the promoters say they’ll have 30 top riders competing in drag races, TT scrambles, short track, road races, motocross and Scottish trials, September 17 and 18 at Saddleback Park and Orange County International Raceway, in southern California.
No names, no details, no ticket prices. And you won’t be able to read this until a few days before the event. Still sounds like a good idea if you can get there. E8
