Cycle World Letters

CYCLE WORLD LETTERS

Old Norton home

The Wolverhampton Detour brought back good memories of my 1973 850 Commando. Every time I dig in the toolbox I find the old British standard wrenches

and that special locking washer for the advance. I, too, sold my Norton for a

Japanese bike. But I wonder if I could have gone back in time when I sold it, if I’d be riding that Suzuki today?

Brant Morgan Des Moines, Iowa

I am the proud owner of my second Norton Commando and have, myself been curious about the residual effects of the Villiers demise. As Mr. Egan said, “although the pitch of a dog whistle is selective in its appeal to some, it is truly piercing to others.”

Mike Langley York, Pa.

I thoroughly enjoyed your September issue. Being a British bike enthusiast, this is one issue I’ll hang on to for some time. I hope this means we will be seeing more than Japanese bikes in the future.

Mac McGuire Ellersie, Md.

Yes, we plan on it.

Though the market is now primarily dominated by Japanese products, there are many like myself who enjoy reading articles about those beautiful and legendary British machines that first

sparked our interests in motorcycles. It would be a pleasure to see more articles such as Peter Egan’s piece on the remains of the Norton factory.

R.M. O’Connor

Draper, Utah

The hard way

I enjoyed reading John Ulrich’s “Doing It the Hard Way” in October’s Cycle World. I’m sorry about John’s fractured left clavicle as well as his unfortunate custom job on Ray Worth’s sportster. Harley-Davidson of Kansas City did a good job on the valves and seats of my old 650 twin cylinder Kawasaki. Kansas City International Raceway (KCIR) is better than what we have around Omaha, but I have no trouble believing his story about the bump.

I was amused at John’s statement: “Nitrous oxide is amazing stuff. Its chemical

composition is simple enough, one atom nitrogen and two oxygen.” Wrong. John skipped chemistry class the day the nitrogen family was discussed. Nitrous oxide is two parts nitrogen, one part oxygen.

Mark Bare Omaha, Neb.

“John, you’re making a mistake,’’ said the fat girl as I handed my high school chemistry teacher the official forms allowing me to drop his class after one long, boring quarter. “No matter what you do, you’ll need chemistry.’’ She was right.

—J.U.

We, the readers, are glad to know that John Ulrich is okay after his mishap on Ray Worth’s Sportster. Judging from the photos in the article, John must have had his hands full at the end of the track. Mitch Miller Worthington, Ohio

Impossible dream

Your article featuring Mr. LeGrand Jordan in the October issue was, to say the least, great. I applaud your journalistic integrity in writing on a topic not concerned with “New Wave” motorcycle technology. It is people like Mr. Jordan who pioneered American motorcycling and I hope that future articles in your magazine will reflect some history of the growth and development of this sport.

J.E. Vosicky Overland Park, Kan.

Sport tires

I really enjoyed your sport tire test in the October issue and I hope you will do further tests of this type. It is always nice to know under what conditions products give their optimum performance. It’s unfortunate that the Pirellis, Avons and Carlisle arrived too late to be included. I am especially curious about the Carlisles as they are an unknown quantity in my area. Have you tested and made any conclusions about these tires?

AÍ Stern Dayton, Ohio

When we receive a set of Carlisles we will mount them on a long-term test bike and report our findings.

Prairie Nighthawk

Having just read your article on the Honda 550 Nighthawk, I must congratulate you for noting the model’s high and low points. I purchased one last May and am totally enthused about the bike. After considering many different models, the styling and maintenance features of the Nighthawk won me over.

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Your descriptions of its various small faults, from the grabby clutch to the driveline slack, were most accurate. I have found that in sixth gear I have sufficient power to cruise comfortably above

55 mph, though passing and strong winds necessitate a downshift.

Ty Brisgill Dodge City, Kan.

Katana question

In your February, 1983 test of the Suzuki GS í 100S Katana you achieved an average of 51 mpg. How did you obtain such a low fuel consumption rate from a motorcycle as large and powerful as the Katana?

Bruce Harmon Baltimore, Md The mileage test is separate from the performance sessions. Because all hikes are ridden at normal road speeds for mileage checks, the most powerful models, w orking at a fraction of their potential, sometimes are surprisingly frugal.

Speed limit

Hey, hold the phone! Mr. Boldt’s points were well taken in my opinion (Letters, September, 1983). I could care less about how the 55 mph limit got here, whether or not it saves energy or the political implications. If unqualified drivers are on the road, the slower they go the better.

Right now, any speed is too fast for some of the antics I see going on, around me and I sure don’t want to see them at 60-70 mph!

Maclean Brown Ivyland, Pa.

Attack bike

Stop the presses! I now understand (finally) the March, 1983 Slipstream.

Both bikes have the same number. The first rider has discovered the imposter and is about to confront and attack the second bike. No, wait . . . the guy on the first bike has seized his motor and his buddy is sneaking out of the woods to take his place! Oh, lawdy. I’m not well! I’m going to the garage to sniff some more Castrol R.

Brian Dawson Burnaby, B.C. Canada

Castrol R is addictive, you know. Thanks for the comments.

On the cam

Just a question on some commonly used language (e.g. Cycle World, October, 1983, page 45.) “But there's that kick at 7000 when the Nighthawk comes on the cams, and off it goes.’’ Why do we use the term “comes on the cams?”

Jon Barletta Punxsutawney, Pa.

To get the most power out of a four-stroke engine, designers use camshafts that allow more air to flow through the engine at peak engine speed. In extreme cases, as in racing motorcycles, these camshaft designs provide a noticeable powerband. Below> a certain engine speed, the engine is not as responsive, and above this band, power falls off. When the engine is operated in this narrow' band of rpm, it is called “on cam" and when the engine is not spinning within this range of rpm, it is “off the cam." El