Letters
LETTERS
Letters to the editor are welcomed and should be addressed to: Cycle World Fditor, 1499 Monrovia Ave., Newport Beach, Calif. 92663. All letters are subject to editing and cannot be returned.
JAY SPRINGSTEEN
Up Front in the December issue of Cycle World captured the dilemma of Jay Springsteen better than anything I’ve ever read. My journalistic helmet is off to you for a job well done.
Would that our sport had more like him, he is truly great, and I use that word full-knowing it’s often over used. This is one case where it certainly applies.
Tom Tucker P.R. Director Camel Pro Series Winston Salem, N.C.
Your article in Up Front of the December 1982 issue was fantastic. It gave insight to a sides of racing that most fans don’t get the opportunity to see.
Perhaps this will show well meaning fans that although a racer is happy to know that he has their support, there are times he needs his privacy, and we, as fans, should respect that need.
Kathy Graham Hartland, Mich.
FUTURE SMOG
I have just read Future Smog in the December 1982 issue about the CARB proposal to tighten the emission standards for motorcycles to such an extent that catalytic converters will be required for motorcycles. I’m not at all surprised by such a proposal from the CARB since they are a bunch of clean up the air (and the environment, at whatever cost) eco-freaks. Me, The Crazy Zipper, is prepared for such an outcome. My big red toolbox is all set up with the proper tools to remove the “cats” in the event that the companies are unable to produce “California Only” motorcycles. In the event of emissions control inspection; I also have drafting paper in my tool kit in order to diagram easy removal and reinstallation. After the inspection I just ride the bike home, and remove them again until the next time, they are needed. I am not at all fazed by this issue. Who knows? It could mean the return of two-strokes, but with the “cats” attached, and water-injection to prevent any ping-ping.
The Crazy Zipper
Northfield, Mass.
We're always happy to hear from the people we warned them about. After reading Future Smog I’ve been saying a little prayer before I go to bed. Thank God I don’t live in California.
What next, seat belts or air bags?
Terry Allen Feonidas, Mich.
A BIG MISTAKE
On page 22 of your January 1983 issue you state that George Egloff holds the record for coast-to-coast travel on two wheels of 49 hours 58 min. Wrong.
The time of 45 hours 41 min. was completed in 1968 on a BMW R69S by Tibor Sirossy. Being a BMW fanatic, ly humbly request a retraction and/or correction.
David Braun Nashville, Tenn. >
READER INFORMATION
Editorial offices are located at 1499 Monrovia Ave., Newport Beach, Calif. 92663. Editorial contributions are welcomed, but cannot be considered unless sent only to Cycle World. Not responsible for return of unsolicited material unless accompanied by selfaddressed, stamped envelope. Rates on request.
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MEMBEM Y~cvc'.
ELEVATOR SYNDROME: PART II
As one who wrote to you about Jim Miller’s incorrect suspension analysis in the May issue, I was particularly glad to see the follow-up by Steve Anderson in December. Not so much that the latter analysis was done right but that Cycle World had the integrity to admit that the previous treatment was wrong and to correct the record.
D. E. Aspnes Watchung, N.J.
At least you guys are trying! It makes for lively benchracing discussions now that we have two theories. Fortunately, my bike is chain driven; so I won’t have to worry about my rear end dropping in a hot corner and spitting me into the scenery. I’ve got enough problems, what with Z wobbles and all.
Now we all know what causes jump and squat. Fix it, okay?
Dave Skinner Kalispell, Mont.
HARLEY, THE BEST
After seeing the 1983 line-up of Japanese bikes I can’t decide whether the Japanese are trying to put Harley-Davidson out of business or whether they think there are too many riders on rice burners who would really rather be on a Harley.
Harley’s influence has always been apparent but it’s more so this year than ever before. It would seem that since the Japanese have over 90 percent of the U.S. market that they wouldn’t keep looking over their shoulder to see what Harley is doing.
Over the years the Japanese have proven that they can build any type of transportation device they desire. The thing that bothers me is that they seem committed to applying all the new computer technology to their motorcycles.
Harley-Davidson hasn’t lost track of what motorcycles are all about. Although I have never owned a Harley it is my opinion that Harley is the best looking, best sounding motorcycle in the world. I hope that Harley can hold on because I think it would be a great loss to our sport if they fail.
Dave DeLong Springfield, Ohio
THE PARTS PROBLEM
I’ve got a gripe. Why don’t motorcycle manufacturers require their dealers to stock common parts for the bikes they sell? Last spring I bought a new KDX400 from the local dealer. Since then I, as well as several other local Kawasaki riders, have come in many times to pick up replacements for worn out parts. We figure that at least eight times out of ten, the part is not in stock, though the dealer is more than willing to order it. Now, I certainly don’t expect them to stock replacement headlight shells for Samurais or Avengers. However, it would not seem too much to ask for them to carry jets, cables, pistons and rings for a bike less than 2 years old.
Get with it, Kawasaki.
David Allen Ventura, Calif.
In the January 1983 issue, the Round Up section addresses the problem of confusion over model proliferation.
There is another much more serious problem, that of the dealer not being able to stock all of the parts. This may not be a problem for Sunday riders, or for folks who live in large metropolitan areas. But for those of us who don’t, the words “We can have it for you in two weeks” is upsetting.
I am not interested in an 11 sec. rocket. I just want a bike that the dealer stocks the parts for, and that is simple enough for me to fix.
Vern Chapman Marshalltown, Iowa
GEE THANKS
After reading Letters in the December issue, I noticed you either don’t print or never receive any letters that aren’t complaining about a particular bike or about an article which you have written. So I am taking time to just write and tell you that I appreciate the effort and time that goes into the research and publishing of such a great magazine.
Keep up the good work.
Rick Stewart Mt. Vernon, Wash.
Usually we don’t run letters of praise but what the heck, just this once. And thanks.
VIEW OF THE V-FOURS
In view of Honda’s new V-Four engines, your readers might be interested in the photo of the . . . sophisticated 1903 V-Four Clement racer ... on page 8 of Don Morley’s 1982 book Cresent Color Guide to Motorcycling (Crescent Books, N.Y.).
Dennis Gorlick Lawrenceville, N.J.
ELECTRICAL CONCERNS
While touring the mountain states this summer, our 1979 Suzuki GS 1000 fried its alternator stator and melted several wires and connectors. The folks at Mountain Valley Service in Cody, Wyoming really went out of their way to help and U.S. Suzuki and UPS got the parts to us in three days.
After the parts arrived, we were on our way again, substantially poorer and still apprehensive. Fortunately, we had no further trouble. Reflecting on the incident raises some serious questions.
The reason given by U.S. Suzuki was my having modified the light switch and i riding without the headlight on, which overheated the charging system. Baloney! I only turn off the light in order to crank the engine in cold weather, or when it’s been parked a few days. This wouldn’t be necessary if the bike had a larger battery and a kick starter. If short term running without the headlight will melt the alternator, what happens when a blown bulb goes undetected? Why would Suzuki put such a marginal system on a bike, otherwise so ideally suited to touring? Why do your road tests show so little concern with the capability of the electrical system?
This was not an isolated case. Rick Funk was at Mountain Valley with the same problem on another GS1000 and a 750 Honda, and several Harleys also came in with charging problems.
The new GS 1100E appears to have the same system, except for rubber connectors and heat resistant wire sleeves to prevent melt-down. A bandage, not a cure! Please urge the manufacturers, through your road tests, to do a better job on their electrical systems.
Bruce D. Guiney Tucker, Ga.
We do believe, and have said repeatedly, that bikes would be better off with ■ larger batteries and with back-up kick start, but so far our advice hasn’t been heeded.
In a sense, our tests do report the capabilities of electrical systems if they give trouble in the normal test or the longterm reports, we say so. In most r cases, they don’t. We’ve now put at least 10,000 miles on six new bikes—Honda CX500 and CB750, Yamaha 920, Suzuki GS550, Kawasaki KZ650 and GPzl 100, with no electrical problems to date.
ANOTHER MISTAKE
r I would like to draw your attention to page three of the January 1983 edition of your magazine.
In the index, where it describes the cover, it states that a Kawasaki GPzl 100 is pictured there. Now I know Kawasaki made their GPzs lighter since last year, r but I didn’t think they eliminated 350cc to do it.
John Breidenstin~ Cleona, Penn.
You should see the mistakes we don’t miss.
