Letters
LETTERS
SOS FROM SWEDEN
My wife, my son and I hope to visit your country this year. We will come from Europe by air to Chicago at the end of June and would like to go by motorcycle to our relatives in Colorado.
Our question is whether it is possible to rent motorcycles in the U.S. I know that you are not in the business of doing that but I would appreciate very much if you would inform me if and where motorcycles can be rented. The same in regard to the equipment that is necessary, helmet and overalls.
Can such things be rented?
Lennart Axelsson
Andra Langgatan 12
S-891 00 Örnsköldsvik
Sweden
As far as we know, there are no dealers or agencies renting motorcycles in the U.S. They tell us it sounds like a good idea, hut that the cost of insuring a rented motorcycle is so high that the fees would he beyond belief.
There may be a solution. Our sources suggest that you scout around for a large dealership. Explain the problem, and ask to buy a used bike, which can be sold back to the dealer at the end of the trip. Then you can arrange insurance on your property, take the tour and sell the bike for an agreedupon price, always assuming the bike is in the same condition.
This will take some negotiation and obviously it will also require good faith on both sides.
Any other suggestions? Does anybody rent motorcycles for the road? Replies to CW or to Mr. Axelsson are invited.
DUMPING
What’s all this nonsense about “dumping?” Harley’s crying about unfair low prices on the part of the Japanese manufacturers. Somehow, 1 was under the impression that this country stood for free enterprise.
Em sure the Japanese are not giving those bikes away—they’re undoubtedly making an adequate profit or they wouldn't be in business. But Harley insists on making it sound like an international conspiracy to undermine its sales. Those keen Japanese bikes are bargains if ever one existed, but I believe that’s because of free market competition, not dumping.
Meanwhile, Harley continues with an artificially highly priced product because they know those Harley freaks will pay whatever it takes to get one of those castiron antiquities (God knows why). A good word for that practice is gouging.
Gary R. Toomer San Diego, Calif.
Harley-Davidson’s attempts to have protective import duty imposed on Japanese mid-size bikes is perhaps more of a smoke screen than a true attempt to become established in that market. After all, Harley has had its Italian 250 and 350 road racers for over five years and yet has failed to introduced a roadster version while other Italian factories have come out with many new bikes of that size.
I think Harley’s move has more to do with large displacement bikes where, for a long time, Harley has had the only offering. But now the Japanese are mass-producing them and are able to sell them at attractive prices.
I also suspect that the price difference of those Japanese bikes in the U.S. and other countries is partially because the other countries impose greater import duties than the U.S., rather than Japanese intentions of massive dumping. After all, I doubt that even they can sell at a loss and stay in business.
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Here in Canada the Harley-Davidson big V-Twins cost about $ 1000 more than in the U.S. Surely that is not the cost of transport from the factory which is less than 500 miles from where I live. A large part is import duty, luxury tax, etc.
H-D has too long been complacent in its big-bike syndrome. Now it faces the consequences, but wants the buyers to pay. Why hasn’t Harley produced a road bike with the XR750 engine? And where was Harley in the 1950s and 1960s when it could have effectively entered the mid-range bike field with less trouble than in 1973-’74? H-D simply refused to meet the competition head-on, but now the competition has come to them and AMF H-D is realizing that even with the dressy versions of its two V-Twin engines and its Italian-made twostroke Singles, its product line is lacking.
R. Yeoman Hamilton, Ont. Canada
Harlev-Davidson has alleged that certain trade laws have been broken. That is the issue on its wav to court. Other matters, i.e. whether or not Harley should have come out with middle-weight road bikes years ago, are not part of the lawsuit.
IT'S NEVER TOO LATE
I read “Up Front” in your November 1977 issue and enjoyed it very much and would like to tell you of my motorcycling experience.
I am 66 years of age and last year was the first time in my life I ever threw a leg over a saddle. I have a son, 17 years of age, and he bought a Yamaha 200. He dared me to try it, and I took my test for a license when he did, and passed it the first time.
I bought a 1974 Honda 450 dohc that the police department was auctioning off. It now has to be a bad weather day before I take the car. I have a fairing and saddle boxes and it’s 18 miles each way to work. I save $50 a month on my gasoline bill.
I used to think motorcycles were dangerous, but not any more. If you ride sensibly and obey the laws, speed and others, you aren’t taking any more chances than if you were in a car.
I’ll admit that my friends and relatives thought it funny at first, but now I think some of them envy me. I’ve had people come up to me when I take off my helmet and they see my white hair, and say they would love to ride. I ask them, why don’t they! I think they are afraid of what people would say.
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I’m having a hard time looking at those beautiful 750s and 1000s. But I’m happy I’m on the road, and that I found out what it’s all about before it’s too late.
Louis F. Murphy Scituate, Mass.
I am 60 and have been riding my BMW R60VS for seven years. My four sons have all owned motorcycles—two of them still do.
When I was a kid back in the Twenties and Thirties I remember poring over Indian and Harley catalogs (in those days you could get free catalogs). About the time I was old enough to buy a motorcycle my interest switched to private flying and the bikes were forgotten for about 40 years. In 1968 I decided to try motorcycling for myself, since my sons seemed to enjoy it so much and I have been riding ever since— my wife loves to ride behind me. I have just about 42,000 miles on my Beemer.
You’re right, though. I don’t think motorcycles are for everybody. Too many people lack the spirit of adventure necessary to climb aboard a bike.
F. Pierce Witte Peoria, 111.
I am 51 years old and I purchased a 1975 Yamaha 650cc. Up to that time I had ridden a motorcycle only once in my life. My son had a similar bike and one day he said I ought to get one. My answer was that I had done without one this long, so why get one now? But I went along half-heartedly with his suggestion, and I haven’t regretted it yet.
I hear a lot of comments from people about the dangers. They say I’m too old, etc., but I feel that properly handled, bikes aren’t any worse than anything else. I’ve driven small cars for a long time and therefore I have become a defensive driver which has carried over to motorcycle riding.
I’m a principal of an elementary school, and when I get home there is no better way to relax than to go out for a nice ride. This amazes a lot of people also, because they can’t figure out how this can be relaxing! However, I guess I am like the 65-year-old man you mentioned, I feel very confident (not overly) and content to feel that power surge and the cool breeze. The man who works for a motorcycle company and doesn’t take advantange of his product is missing a lot out of life. I didn’t think I would ever make this move, but I’m certainly happy I did.
One last thing. Since riding a motorcycle, I have come to the conclusion that everyone who drives a car ought to be made to ride a motorcycle also, then they would be more careful and considerate when they see a cyclist.
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Henry de la Torre San Diego, Calif.
LET'S HEAR IT FOR THE MOTOCROSSERS
I would like to congratulate the AMA for their hard work in producing the 250 national championship series which I think was the best one yet. But more importantly the riders should^ have the majority of the credit. I feel that in the not too distant future motocross will be really big. And I believe the people most responsible are the present day racers such as Tony DiStefano, Marty Smith, Jim Pomeroy, Kent Howerton, Tommy Croft, Bob Hannah, Gaylon Mosier, Danny Laporte, Pierre Karsmakers and Brad Lackey.
The racers in the future will have it much easier than these but the facts are that these racers deserve much more credit than they get and they are doing all the hard work which will ultimately make motocross a sport on par with other major sports.
Charles Hester Shreveport, La.
SHOPPING FOR A CHAPEAUX
I’m shopping for a new helmet, a fullcoverage one to replace my old threequarter style hat (which, incidentally, carries an old, now-outdated Snell sticker).
My new helmet should provide comfort, be relatively light weight and stable at high speeds, perhaps have an attractive appearance, and good peripheral vision with glasses in traffic. And above all, I’d like good protection; otherwise, why bother?
I’ve seen several helmets I like. Among them the KRW 5000 Preferred (which has cheek pads for stability and a rachet-lock shield, features 1 like), the Bell Star 120, (although I’d prefer a visorless flip shield without having to buy an extra aftermarket coverter) and the AGV Super Ago, which is light and European and very trick. If I’m going to lay out $60 or $70 or more, I want as much protection as possible, even though I have no plans to do my own onthe-road testing.
That’s why I was eager to read your test of the Hondaline helmet and your discussion of the Snell ’75 standards. Unfortunately, I’m still confused, particularly when AGV declares its products “The Finest in the World” and KRW calls the 5000 Preferred “The Best Head Protection You Can Get—at Any Price.”
“Oh, yeah?” I say, “Then where’s the Snell sticker?”
I’ve heard some dealers and others describe Snell certification as political or a profit-making scheme; I’ve been told that manufacturers whose helmets don’t carry the sticker are simply unwilling to pay the buck or so that each sticker allegedly costs. That doesn't make much sense to me.
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Yet that Snell '75 sticker remains a rare and elusive thing, even at the top of several helmet lines. Does that mean, perhaps, that AGV and KRW and Premier and others have had their products tested by Snell—and all failed the tests?
Does it mean that only 90-deg. hats like the Bell Star II and the Hondaline and the $130 Shoei and the Simpson (which seems like a car-racing hat, really, with its skinny window) can pass the Snell '75 test?
Or is it simply that some manufacturers just don't care about the additional sales that a Snell-certified helmet might bring them?
Let me ask you two final questions; Is a high-quality non-Snell helmet safe for use in spirited street riding or in high-speed competition?
Would you buy and wear such a helmet for these uses?
James F. Quinn Oak Park, 111.
Your confusion begins with what the ad people call “puffery, ” which means each person and each firm is allowed to make grandiose claims, sort of like “My mom bakes better cookies than your mom does, ” while nobody has to prove it.
That's where the various standards come from. We needed independent testing and w'e have it, from the government and from the Snell Foundation.
This testing, though, is only in one direction. You can't sell, for road use, in medium size only, a helmet which does not meet DOT218. And Snell never announces whose helmets have been submitted for tests, much less which, if any, have failed and been denied a sticker.
Politics is too strong a word. The only people who must have Snell-approved helmets are racers competing in clubs which require such helmets. Snell Foundation is a non-profit organization. The director actually spends his own money and time on it because he believes in it. So the helmet manufacturer must pay for the tests. Some don't think the expense is worth the sales they 'd get.
Meanwhile, incomplete research to date indicates that in real life there is not a great difference in results on the road, Snell vs DOT V5 clapped-out $10 helmets.
For your last two questions, strictly speaking, there is no safe helmet.
Every man on the staff has at least one Snell-approved helmet. Several of the staff have non-Snell helmets, from reputable makers.
In short, while w e heartily approve of the Snell '75 standard, if you like the fit and style of a reputable helmet, we'd say buy it, sticker or not.
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MORE ON MARUSHO
This letter is in reference to the article “Marusho: Excellence Wasn’t Enough” in your November 1977 issue.
I own a 1967 Marusho Magnum 500 which I am trying to rebuild. In your article, you mentioned a Marusho Owners’ Club in Virginia and a parts supplier in California but gave no address for either. I would greatly appreciate these addresses.
I enjoyed the article and read it several times. I was beginning to think I had the only Marusho in the world. Everytime I tell or ask someone about the Marusho. they look at me like I’m crazy.
Thanks again from a satisfied reader.
John Schepf Baltimore. Md.
Marusho parts are available from O.F. Mefford & Sons, 229 E. Inyo Ave., Tulare, Calif. 93274. Telephone (209) 686-6319. Contact Mr. O H. Hood.
Marusho/Lilac Owners' Club, 4824 S. First St., Arlington, Va. 22204. Address your correspondence to Ralph Walker or Court Hughs.
WHAT’S NEXT?
As an ancient rider (my first bike was pictured in your article on Harley Heaven) but mostly reader I enjoy your magazine from “Up Front” to the last page.
Your photography is terrific, especially the subtle use of background to indicate the character of the rider or the personality of the bike. The tweedy looking gentleman on the Enfield with the Bombay Times in his pocket and the Honda CM185T in front of Ye Olde Ice Cream Parlor are classic. You missed though by not using a rocket launching pad as background for the Laverda Jota.
What next? May we expect a massage parlor as background for a brute chopper? A Moto Morini in front of The Spaghetti Factory? The possibilities are endless.
Keep your sense of humor, we will beat the eco-freaks yet.
Walt Slusser Naselle, Wash.
BRITISH PARTS CATALOG
We are a small company specializing in helping with restorations on British bikes. We have just compiled a parts catalog we think may be of interest to your readers. The price is $2, refundable on any order. Buzz Walneck
Walneck’s Vintage Motorcycle Sales
P.O. Box 489
Westmont. 111. 60559
(312) 964-6898
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GRAZI, GRAZI
We would like to express our appreciation for your November 1977 issue.
Once for the two road tests on Italian motorcycles. Unbelievable and tremendous.
And once for your article “Italian Spoken Here.” As one of the dealers listed in that article, we appreciate your letting your readers know. Apparently you have done your readers a great service because we are receiving phone calls and letters from all over the U.S. Some seeking advice and others needing parts, etc.
We look forward to seeing more on the Italian machines in your magazine.
Jan Adam
Cycle Center
Pine Bluff. Ark.
NEW IDEAS WORTH CONSIDERING
We have been using the Safety Braker for several years here in Europe on various types of competition cars and have found them to be very effective.
Some of the Formula 1 cars are now using them. For example, Ferrari, winner of the 1975 and 1976 World Championship. fits them as standard equipment.
They work particularly well when installed in braking systems where hydraulic pressure pulsations caused by excessive brake disc run-out can be a problem.
C. Barnes
E-Asco (Tarragona), Spain
STEAM-POWERED MOTORCYCLES
I am interested in corresponding with anyone who has knowledge of or experience with a reasonably successful steampowered motorcycle. I recall seeing a picture news item some 12 years ago about a Harley-Davidson that had been converted to steam power and apparently was capable of 100 mph.
Guy Lautard
2570 Rosebery Ave.
West Vancouver, B.C.
Canada V7V 2Z9
