Letters
LETTERS
“BACK OF THE BUS”
Your July issue editorial, “Bikes to the Back of the Bus,” is something that I, as a journalist and owner of a Kawasaki KZ200, have wanted to write. Something that I have found missing in the two months that I’ve been riding and reading the bike publications.
I was refused accommodations at several motels. Several who took me in asked me to park in the rear. As I got farther into the Old South. I found the police more interested in looking at my papers. I kept thinking of “The Wild One.” (If they only knew how it feels to go 60 mph on a KZ200!) Every time I saw a pickup truck. I expected a shotgun to poke out the window.
Three times I pulled into roadside taverns (I took secondary roads) where I saw several bikes. Take your “21” and your Plaza Oak Room Bar; this was a great group. They had fun with the middleaged-rider-of-a-two-w heeled-lawn-mower but they were helpful and sympathetic. My first ride on a 1000 was in a parking lot in North Carolina at 2 a.m. with the odds on that the old man would spill. I w'on. After that, they adjusted my chain and carb. No one at “21" ever offered to do that for me.
I'm a defensive rider. I watch for the 50 percent that's going to turn left in front of me. I don't weave and I don't ride the strip between traffic when the drawbridges are up. I have had two cases when motorists pulled out of traffic while looking me right in the eve. Stopped once and spilled once and pulled the cracker right out of his car and called the cops. (I won.)
At the same time. I begin to feel the freedom and adventure of riding a bike. Even w ith 18 hp. I have the fast pickup and quick maneuverability. I cannot resist using it. when appropriate.
I hold my middle of the lane, or left side of it position (not learned from my Kawasaki dealer, but from the motorcycle license booklet of the state of New Jersey) and I do not give up the fact that I’ve paid my fee to use the road. James E. Betts St. Petersburg Beach. Ela.
Your article “Bikes to the Back of the Bus” was very true to life, but I expect the situation to change. Bike sales are on the increase due to the rising price of gasoline.
People never before exposed to “motors” are becoming interested in owning and riding. Some of the individuals httve never before ridden a bike. I know because I am one of them learning at age 41. Starting small with a Kawasaki KZ200.
In the future, because of fuel costs, there will be more bikes and smaller cars. This will be a positive move toward bike safety and understanding bikers. My attitude and consciousness of bikers has changed.
Bob Apke Cincinnati. Ohio
SYNTHETIC PLUNGE
I need to comment on your August article on synthetic oils.
Having some knowledge and background in the petroleum industry. I took the plunge several years ago and started using Mobile 1 in my Honda CB750A. Hondamatic. I had excellent results but decided to change after developing considerable head leakage/blowby. After installing a new head gasket. I decided to use Arco Graphite. After 18.000 mi. on Arco, with regular changes at about 3.000 mi.. I have detected nothing that would prompt me to change. The hydraulic clutches in the automatic transmission lock up firmly. ^release properly, and do not appear to have any slippage (tough to detect with an automatic! ).
Oil consumption with the automatic is normal—one quart every couple of thousand miles. I have over 30,000 mi. on the bike and plan to continue to use Arco. 'Gasoline mileage is in the neighborhood of 46-48 mpg for general driving. Thought you'd like to know. Rev. Dwight B. Olson Von Ormy. Texas
THWARTING THE SUBVERSIVES
I have just found out through your tine magazine that future motorcycles will have speedometers that only read to 85 mph. I for one will certainly feel much safer with this device on my machine. However. I'll just bet there are devious people out there who will actually try to replace this wonderful innovation with some old-fashioned gauge that continues to register above such velocities.
Therefore. I believe it is our duty as concerned citizens to immediately go to our nearest motorcycle scrap yard and purchase one speedometer that reads above 85 mph. This should be mailed to the erstwhile head of the NHTSA to show that we motorcyclists support such marvelous safety ideas as 85 mph speedometers. and that we are willing to make sure that no subversive elements are allowed access to those deadly speedos that (shudder) register above this pace. I'm sure she'll appreciate our concern in this matter as much as we appreciate hers. David Cunningham North Tonawanda. N.Y.
HUGON FAIRING
1 was very interested to see Robert Runyard's July report on the H ugon Fairing.
Three years ago. prior to a cross-country ‘rip. I selected the GT to ht my Laverda 750 (a move seen by some friends as part ot a continuing commitment to weirdness.)
In Massachusetts. I paid a visit to the distributor since the fairing had developed' several cracks which he felt were due to poor edge thickness control during manufacturing. However, he had no replacement in stock so I elected to continue, with replacement promised upon mv return home.
To date, the cracks have ceased advancv ing and the fairing remains in use. but my correspondence seeking the promised replacement has been ignored—the caveat being. I guess, that if you must be different you take your chances. (And I really don't mind being referred to as the Batbike.) David Edwardy^ Redland. Calif.
SCOTT’S MASTERPIECE
it was great to see an article about Alfred’ Scott’s masterpiece in the June issue of Cycle World (“Scott Flying Squirrel”). Whilst I doubt w hether many Scotts found their way to the USA. there is no reason why we should keep our troubles entirely to ourselves!
Robert Seiffert’s Scott is virtually identic cal to mine, except that my machine has the advantage (?) of Webb girder forks. However, it would appear that quite a few of the ancillary parts are missing from the machine in question. For example, a large metal shield, normally located immediately below the radiator, to keep rain water and road muck off the plugs and engine, is missing. The two attachment lugs will be> seen on the front down tubes. There should also be a peculiarly shaped cover which seals off the top of the engine casting and covers the upper run of the magneto drive chain. There should also be a massive cast alloy cover immediately above the gearbox to case in the magneto drive sprocket and chain and another smaller casting to bridge the gap between the gearbox and the main crankcase casting.
These parts are difficult to fit. but they do enhance the appearance of the machine. Ken Fack. of Sheffield, is able uy supply all these parts, made to the original patterns. The oil tank, incidentally, is part of the main petrol tank, being a separate compartment therein. There should be h chain oiler attached to the bottom of the oil tank which dribbles oil in metered quantities to the primary chain and the magneto drive chain.
I agree with the comments about the Dowty front forks, especially if the seals have begun to wear. Unfortunately, thert are no longer any replacement seals available so that w hen the end is reached, a full spring conversion is the only answer. According to the records in my possession, the engine number quoted dates the machine as being of 1947 manufacture. Jeff Clew England
SKIPPING FIRST GEAR
Having been interested in motorcycles for several months. I've been finding out all I can about the sport. I visit the local dealers every now and then to ask advice. I love those big bikes. At first I wanted the CM185T. Then theCB400T Hawk II. And now I want the GS1000.
I've never ridden a bike before. But I want a lOOOec machine. The dealer's advice was “start off with the Hawk and gain experience before tackling such a powerful bike.” I'm almost 16. 5-foot-11 and 170 lb. Should 1 charge right into what I want or gain experience with the Hawk? Steve Harris Compton, Calif.
We can't be too firm on this, because lots of riders began on big machines, especially when there was nothing else, and did fine. And none of us was in the happy situation of being able to begin on a big new bike, so we may be a shade jealous.
Even so. The GS1000 is big and powerful. It'll take extra skill to use it properly, and extra skill and luck to keep things in hand' in a tough spot.
A smaller Single or Twin will be cheaper to buy and operate, easier to ride and easier to work on. If you skip that step, if you deny yourself the fun of learning how things work, and of making them work right, if you never know the satisfaction of getting the maximum from a small motor, you'll have lost something.
Our vote: Begin with a small bike. When you've got a year or two in the saddle, then think about one of the big jobs.
FOR NORTON NUTS
A local chapter of the United States Norton Owners Club in Michigan is now forming and any interested owners should contact: Jim Dyki 3202 É. Davison Detroit. Mich. 48212 1-3 13-893-3542
