Letters
LETTERS
CORRECTING OUR COVERAGE
Thank you for your coverage of the 1979 Pro Stock Champions. We drag racers appreciate the ink in a magazine as widely read as yours. Because Cycle World is a respected journal of motorcycling, I must ask for a retraction of the erroneous information in the Race Watch article.
My racer was said to have had “the engine moved forward 4 in. in the chassis,” which would have been a terrific advantage. The only flaw with that plan is that the chassis down-tubes would have had to run right through my cylinder head. Think how that would wreck the flow! My motor was never in an illegal position. In fact, the measurement from the center of the front axle to the center of the crankshaft is half an in. longer than stock, due to the front end being raked half an in. The practice of raking a Pro Stock front end was started by Terry Vance in 1977. It is legal in all three national sanctions.
My eight inch rear tire has been legal since I began to run Pro Stock in 1976. 1 got the idea from Vance, who is now complaining that wide drag slicks are not stock appearing enough. The sanction in question hasn't changed the rules for me anymore than they did for him. Wide rear tires have always been legal.
My extended tail section. Honda tail light and 21 inch front wheel were, ironically. my attempts to make my bike more attractive and well-proportioned. I have run a 21 inch front wheel for three years, but it was only obvious to my detractors this year as they looked for reasons to fault the bike. I feel the tail section and larger front wheel helped compensate for the 68 inch wheelbase which competitive Pro Stockers have run since Vance initiated it with his radically extended swing arm at Bowling Green in 1977. Light deflector shields have always been legal, and are run by those of us who find them an advantage.
My point being that any racer building a bike for Pro Stock had the same rule book for guide lines as I had. Any one who noticed my bike at the races and saw advantages in the way it was built was free to incorporate all the good things into his, set-up. It was all legal for everyone.
I DBA was founded to get away from partiality shown to certain racers. They have never given me any advantages; and I’ve always felt that I and all the independent racers had a fair shake from I DBA. By the way, their 1980 rules pertaining to chassis and rear tires are more strict rather than less strict as your article states.
The Race Watch author implies that my 8.98 ET record should be suspect since I couldn’t duplicate it at the NMRA race at Indy. I would have preferred he point out that NMRA requires a stock chassis and road race rear tire, and that five runs at^ Indy were my first on a road race tire in almost a year. He also failed to mention that the weekend after Indy, running the same set-up as I had at Indy, I set the Dragbike national record at 9.01. That is only three hundredths of a second oft' the 8.98. My 8.98 ET record is the world’s first* and only Pro Stock “8”, and is the quickest ET record for any sanction. My 148.56mph record is the world’s fastest Pro Stock run. The whole article seems a bit slanted toward implying that I run an illegal bike and should not have any credit for my championship. I hope I have shown wh^ that slant is unfair to me and to IDBA.
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The author’s accounts of Vicki Farr’s and Bob Carpenter’s successes don’t do them justice either. They have not solicitedthis complaint, but I might as well register it while I’m at it. Vicki’s super holeshot of Vance in the semi-final run at Gulfport is a matter of record, as several of us who wert? there have video tape of the run. Vance was left behind long before it was time for second gear to play a part in the outcome of the round. My copy of that tape will remain available for your scrutiny. As for Vance “drawing” the slick lane at Ontario and losing the Pro Stock title for NMRyT* because of the bad luck, . . . baloney! In drag racing, lane choice is determined by the elapsed times from the previous rounds of competition. Bob Carpenter put Vance in the slick lane by performing better in the good lane than Vance did in the good lane during the semi-finals. That’s hovr races are won and lost.
I’m sorry to have to take issue with some of the most prominent ink our sport has had. I’m just afraid that failure to register an attempt at correction indicates that the account is accurate. You, unfortunately, may find it hard to know which account is the snow. Please feel free to verify my facts with a variety of sources in the drag racing community. Vance and Hines seem to get more ink excusing and explaining their* seven out of nine losses than anyone else got for winning.
Sid Pogue
Oklahoma City, Okla.
Because we misinterpreted the book, our report implied that Sid Pogue’s Kawasaki was modified beyond what the rules allow: Cycle World regrets the error.
BACK ISSUES
I have an almost complete collection of Cycle World issues from 1963 to 1970. They are in excellent condition.
Can you help me pass on these copies?
Alec Galloway 1861 Bilburn Drive Belmont, Calif.
GREASING THE KDX175
I’m writing in regard to your test on the KDX175 in the February, 1980 issue. I have come to believe that one essentialtrait for an enduro bike is reliability. You state in your test “. . . proper maintenance-lubing after riding in water or mud> is very important. Unfortunately, the joints must be disassembled for lubrication.” Everytime I go for a ride through mud and water? Isn’t that ridiculous, on Kawasaki’s part, to design the joints without a grease fitting? Could a grease fitting be installed without w eakening the joints? Also. I think it needs a chain tensioner, a longer rear fender and possibly a tool bag.
I am also confused about the bike’s weight. I have read that a 1979 IT 175 weighs 216 lb. dry. a 1979 PE175 weighs 216 lb. dry, a 1980 KDX 175 weighs 214 lb. dry, and a 1980 IT 175 will wreigh 204 lb. dry. In your article you say, ”It (KDX) weighs 237 lb. wdth a half tank of fuel, about 10 lb. heavier than a PE 175 and about 5 lb. lighter than an IT175.” What gives?
David Wray Blackburg, Va.
Yes. We think it is ridiculous not having grease fittings on the KDX. that's why we pointed it out. It doesn't need a spring loaded chain tensioner hut one could he installed. We find them troublesome, prefering stationary rollers. We point out the short rear fender on page 29.
Weights furnished by the manufacturers are usually misleading. Anyway, who can ride a bike "dry?"A nd dry weight means; no oil in the engine or forks, no gas, etc. We weigh all test bikes with one half tank of fuel and the bike in a rideable condition—a meaningful figure. Our scale is a large professional model and calibrated at least once a year. Our weight comparisons are based on fact, not some ad writer's fantasy.
THE WAY WE WERE
Having spent a very interesting evening turning up all manner of references in an attempt to verify some of the Geoff Goddard photos, I can now add the following notes which I trust may prove of some value to you.
I suspect the Brough Superior photograph was taken prior to 1921, as the very first production model emerged during 1919. Certainly the machine shown is a very early model, as it appears to have the famous 90 bore JAP engine. But it differs from the original production model in several respects, the most noticeable being the different type of front forks used. Alas, the registration number HP2122 affords no clue, for this appears to be a ‘works’ number. which was used for convenience on all manner of different Brough models, including the first Alpine Grand Sports w hich George himself rode.
The New Imperial being ridden by Ted Mellors most probably is a 250cc model, because it was in the Lightweight Race of the 1933 event that Ted won the Governor’s Trophy as well as the race itself.
If the rider in photo number 3 is Achille Varzi, his mount must be a 350cc Sunbeam, as he rode in the Junior Race only of the 1930 TT.
Graham Walker had the misfortune to retire during the 1933 Senior TT, while photo number 7 certainly shows L.J. Archer at Baloo Bridge during the 1933 Junior Ulster Grand Prix race.
The rider in photo 11 is almost without doubt ‘Ginger’ Woods and most certainly not Stanley.
And there I rest my case . . .
Jeff Clew
Somerset, England
As a fancier of old motorcycles I am always glad to get a glimpse of one or more in the pages of your fine magazine.
Of particular interest to me was the picture of the great George Brough astride an early Brough Superior. The model shown is the Mark I Brough Superior known commonly then as the 90 bore. This was the first production model produced at Nottingham (probably 1910-1920). The engine in this machine was specially manufactured for Brough by J.A. Prestwich and was a 50° Twin having 90mm bore and 77.5mm stroke (986cc). The forks, I believe, are the earlier Druid forks and not the Brampton Biflex forks as stated.
These are tremendous machines and well deserved the title “The Rolls Royce of motorcycles.” There are many people who could tell you far more about this marque than myself, even on this side of the ocean.
Mark S. Gibson Narragansett, R.I.
WILL WE GET THE BRAKES?
I have just finished reading “Will We Get The Brakes” in the February, 1980 issue and was so impressed I’m writing to tell you so.
I’m 27 years old and have been operating bikes (mostly street) for over 12 years accident free and argue with my friends that such a record is not all luck.
It’s not always a matter of speed of the bike or timing of a fourwheeler’s mistake that causes accidents but the skill to effectively operate the brakes on the bike to bring it to a quick, safe slowdown or stop. I can’t wait to put this article in front of their beer glass the next time I hear “It’s a good thing you weren’t going any faster” or “It’s a good thing he pulled out when he did.” PS: I would like to know what you and/ or your bike tester’s think of Moto Guzzi’s integral braking system?
Earl H. Most Enfield, CT 06082 We haven ’/ been able to test a Guzzi since they introduced their integrated brake system, so we can’t comment on how it works. We have no objection to the idea, though, as that ’s the way a free market operates; people offer new ideas and the buying public makes up its mind.
Important difference here is that Guzzi offers a system designed by engineers, which isn 't the same as having the government tell engineers what the public will be required to buy.
Your “Up Front” in the February issue struck a nerve. Last summer I was toodling home in moderate town traffic. I glanced left at a tow truck that was hooking up to a parked car just as a pedestrian stepped onto the street a few cars ahead and everyone came to a brisk halt, which caught me slightly by surprise. The result was instinctive braking and me—right side upstopped with my front wheel just touching the bumper of the car ahead. What really scared me was that when I did a quick check of what had happened, I found that I hadn’t touched the front brake at all.
Since I’m highly dedicated to my own preservation I hadn’t placed myself in the position, for months, where a crash stop was required and had developed the habit of gearing down to slow down and applying a bit of brake with my left foot when required. My right fingers never uncurled from around the throttle except when I needed a holding brake.
On the open road, operating at speed, all systems worked fine. Left foot and right hand got together again. But back in town> they forgot about each other again. That's how 1 ended up with the old Triumph’s wheel cuddling up to a Rabbit's bumper when I should have been 10 feet back.
Any trouble I’ve been in has been almost invariably been my own stupidity and this is just another example. I feel that the people who did not reach for the front brake fell into the same trap that I did.
All the foregoing is really part of a larger problem that goes with the biker. For the motorcyclist, the check ride has to be a doit-yourself exercise. A little periodic meditation on basic motorcycle operation, just to make sure that you don’t start to think that they have repealed any fundamental physical laws, is a good thing. Find a quiet parking lot on Sunday morning and do a slalom around the markings, or a few minimum speed full lock S turns just to keep the basic skills in shape.
Ten feet in the lot is not closer together than it was at your last driver’s test.
The problem has to lie with the chap in your saddle.
W. J. Quigley Richmond. BC Canada
GUZZI DELIGHT
I was very glad to read your explanation of why European bikes are seldom “road tested.” I am very pleased with the magazine with the exception of the aforementioned. Having test-ridden (extensively) the Guzzi V-50, I can state that it is finished excellently, handles better than anything I’ve ever ridden (including British bikes) and is exceptionally light in weight as well as comfortable. It is not particularly quick nor would I want to tour with it—but for either around town, mountain curves, or short trips—well it’s a delight.
William Davidov Atlanta, Ga.
CAN'T BEAT THE KICKS
The manufacturers that take the kick start off of their bikes are losing a segment of the market. The commuter will want the reliability of the kick starter. Though the commuter market failed to materalize in-v 1973-1975. with the price of gas now. I predict it will develop this time and become permanent. As an all season commuter, the security of the kick start is required on any bike I will consider.
At 8° above zero my 1975 Honda 360 gets one. maybe two kicks, and goes. Even, when warmed up. the battery will not start the bike. My son’s 360 takes him to college with two kicks. His battery can not beat the kick either.
Incidentally, the Silhouette Fairing you evaluated (April 1979) is great! Coupled with acrylic sheet (%") on the big Honda> engine guards, (open in the middle for engine air), wind and weather is shut out.
Stephen J. Sanchez Wayne, N.J.
LIFE UNDER 400
Yes, last August my wife on a SL350 Honda with a few changes and our 4-yearold daughter and I on a XS360 Yamaha, made a 6000 mile round trip from Las Vegas, Nevada to Dover, Delaware and back with only a few small ignition problems. We had a great time and got 57 mpg on the Yamaha and 56 mpg on the Honda running 60-70 mph most of the time. We plan to do it again but on two XS360s. So why get a lOOOcc or so and get less mpg when we can get 600 or so miles a day on 360s?
The Gamble Family Las Vegas, Nev.
THE BEAT AND TEMPO
“A Taste of Foreign Iron” by Takashi Matsuoka in your March issue was most enlightening. It is heartening to note that Japan, a nation generally thought of as fostering a closely controlled conformity to the accepted societal norms, still retains determined individualists who are willing to pay the price in money and effort to preserve their own identities. May we be as resistant to Claybrookian Totalitarianism.
It is encouraging to see people dancing so enthusiastically to the beat of such different drumming. But it seems that it is only the drummer who at times appears different —the beat and tempo of two wheeled iron, foreign or domestic, is something universal and transcendant of geography.
By the way, who is Takashi Matsuoka? The guy can really write.
H. Doug Matsuoka Honolulu, Hawaii
PROUD TO BE
Just to say I enjoy your Cycle World very much and hnd your articles and particularly details of custom materials and American add-on equipment something I ►.wish we could see more of in the United Kingdom (and the Isle of Man).
There is one matter I would like to put through for American motorcycle fans. I refer to many articles one reads on the Isle of Man TT being in England or Britain. To put the record straight, we are an independent country, not a part of Great Britain or England. We Manxmen are proud to be the people of the oldest democracy in the world, 979-1979. And, we are proud of the history of running the greatest motorcycle race in the world.
Peter Griffiths Middlesex, England>
HODAKA HINT
I would like to compliment you on your excellent report on the history of Hodaka.
I own a 1971 Ace 100B (converted to dirt) and I’ve had many problems finding sprockets for my bike. I finally found one, from a 1973 Yamaha CT3 175 enduro. It’s perfect for me because I ride trail. They have 45 teeth on the rear sprocket. 14 on the front and a stock 428H chain. I still have plenty of power and my top speed increased 8 mph. No changes were made when I installed it. I hope someone else can find this information useful.
Steve Buckleman Bay port, N.Y.
AROUND THE WORLD
Since starting my journey round the world in October 1975, the nine months spent riding north, south, east and west in* your country I encountered nothing but eager hospitality and genuine interest. I have and will continue to offer my help to any American riders I come across as a token gesture of my appreciation for the tremendous time I had in the United States.
I have now completed a total of 135.000 kms all by road, except the North and South Atlantic crossings. I won’t bore you with road or weather conditions . . .suffice to say that the best day’s ride can produce 600 miles and the worst only 12 miles. I am now pretty familiar with long distance touring and I have learned mechanics on the road. From here I go north and wes* through Africa, Middle East, India, Indonesia, and Australia on some of the hardest road conditions found anywhere in the world.
I was prompted to write this after reading your article about Ernest O’Gaffney, “Around the World in 79 Days” (Juno« 1979. Roundup). Surely this is a misprint. Knowing the type of roads around the world only too well, (and how a bike and trailer handles) plus observing his comment “Only go 5 miles at a stretch before stopping in complete exhaustion,” it is impossible to have completed 35,000 mile^ in 79 less 15 days. That would be a daily average of 547 miles!
Charles Botham
Nairobi. Kenya
