Letters

LETTERS

Poseurs and cruiseurs

I enjoyed Steve Thompson’s article on the “Proliferating Poseurs” phenomenon (At Large, March,

1987) and agreed with his thoughts 100 percent. Manhattan currently is swimming in a sea of yuppies who wouldn’t know a P-40 from a Perrier bottle, yet they’re outfitted in preaged Avirex leathers festooned with fighter squadron patches. Would that Chennault had had this many volunteers!

That situation is both pathetic and disgusting. On one hand, it’s sad that these folks feel compelled to appropriate the symbols of another’s hard-earned experience in order to compensate for their own dull existence. On the other, the arrogance that assumes that money can buy anything and legitimize it is nauseating.

I believe that the same principle represented by the predistressed bomber jacket can be applied to the genre of the Japanese cruiser. Both are clumsy, shallow affectations of tried and true originals. The Japanese cruiser rips off 50 years of Harley-Davidson styling refinements as well as the elaborations of the grassroots bike builders. I’d like to see the staff at CYCLE WORLD apply the same discriminating attitude of the “Proliferating Poseurs” article when testing the idiotic cruisers from the Big Four.

By the way, I suggest you guys refrain from calling the Japanese Vees Big Twins. The term is a Harley-Davidson trademark that refers to H-Ds of 74 cid and up, not the smaller-displacement Sportsters to which the Virago corresponds. David Snow, Editor Iron Horse Magazine New York, New York

The Top Gun image has affected what people ride as w ell as what they wear. The road test beginning on page 62 explains.

Bv the wav, if the "B" in Big Twins is capitalized, that is indeed a Harley trademark describing its 74and 80cubic-inch machines. But if the "b" in big Twins is lower-case, that simply is a compound modifier used to describe a type of engine—i.e., a Twin (V-type or otherwise) that is big.

No Samurai savior

While perusing a copy of the July, 1987, CYCLE WORLD, I came upon the Roundup story on pages 24 and 25 titled, “Suzuki: Staying Alive with the Samurai,” that really caught my attention. This headline, and indeed the body of the article, is incorrect, misleading and quite damaging. The article implied that if the Samurai were not being sold in America, U.S. Suzuki would be in dire straits. Nothing could be further from the truth.

As I am sure you are aware, diversification is a major consideration when seeking to strengthen the profitability of a corporation.

For this reason, Suzuki Motor Company Ltd. in Japan has expanded the number of products sold in the United States to include motorcycles, ATVs, outboard motors, generators and. most recently, the Samurai.

During 1986, U.S. Suzuki’s motorcycle sales increased 4.4 percent, in spite of tough market conditions. It appears that the 50percent decline you referred to was in Japanese domestic sales on 50cc motorcycles. There, due to new helmet legislation, that market segment has decreased sharply, and Suzuki, like the other manufacturers, has experienced a drop in sales. But during the same period, Suzuki’s worldwide motorcycle sales were up over 3 percent. So it appears that you compared apples to oranges.

The result of your conclusion may leave your readers with a false impression.

Samurai sales are indeed growing in the U.S. market, and this will undoubtedly translate to an increase in total sales and profitability as well as some image enhancement in the American market. But U.S. Suzuki is a motorcycle company; and the foundation of Suzuki Motor Co.

Reader Information

Editorial offices are located at 1499 Monrovia Ave., Newport Beach, Calif. 92663 Editorial contributions are welcomed, but must be guaranteed exclusive to Cycle World. We are not responsible for the return of unsolicited material unless accompanied with a self-addressed, stamped envelope. Letters cannot all be answered, nor can all Service inquiries be answered. We appreciate correspondence sent to the editorial offices and will use the most interesting and appropriate letters in the magazine.

Subscriptions in the U.S. and territories are: one year, $13.94; two years, $22.94; three years, $29.94. Canadian subscribers, please add $2.50 per year, all other countries add $5.00 per year. (Remittance by money order or draft on a U.S. bank payable in U.S. funds.) Single copy $1.75; $1.95 in Canada.

Subscription service: P.O. form 3579 and all subscription correspondence should be addressed to Cycle World, P.O. Box 5338, Boulder, CO 80302. Please allow six to eight weeks for a change of address to become effective. Include both your old and

new address, and if possible, a mailing label from a recent issue. For faster service, call toll-free (800) 525-0643; in Colorado (303) 447-9330.

Back issues from 1984 to current year are available for on a prepaid basis for $3.75 each from Cycle World, P.O. Box 754, Holmes, PA 19043; 1-800-345-8112. Advertising: See SRDS. Circulation audited by Audit Bureau of Circulation.

Ltd. in Japan is in motorcycles. I am happy to report that the motorcycle business remains very important to Suzuki, and that the company’s position, particularly in the U.S., is continuously improving. Rob Sanders Press Relations Mgr. U.S. Suzuki Motor Corp. Brea, California

We were, in fact, referring to Suzuki 's world market and not the U.S. in particular. We did not make that point as clear as we should have, and apologize for an y problems our error of omission may have caused your company.

Highways to heaven

Your article, “V-Twin Touring” (June, 1987) evoked many pleasant memories of roads I’ve traveled. I recently moved to Arizona, and have ridden the stretch of Route 89 south of Prescott that you mentioned. While I agree that it’s a great road, I question your claim that it “. . . just could be the best 60 miles of pavement in America for motorcycles.” I haven’t traveled that extensively on my bike compared to others, but I don’t believe there is any one “best” road. Have you ever ridden Hwy 72 in Colorado? Or Hwy 34 through Rocky Mountain National Park, also in Colorado, or Hwy 1 19? And the road south out of Idaho Springs, Colorado, to Mt. Evans is definitely one of the best.

There also are several outstanding rides in Missouri and Arkansas. Highway 76 on the north side of Table Rock Lake in Missouri will keep you literally on the edge of your seat, as will many of the roads in those two states. One of the most “wild” rides in my past was on a little stretch of Hwy 43 in the southwest corner of Missouri. It’s a rollercoaster road that can provide thrills at the speed limit, and if you dare try it at a faster pace, provides for 100-mph free-flight and wheelies.

I’m sure there are many more roads across the USA that are just as good, maybe even better than the ones I've described, some of which I hope to someday experience on a motorcycle. Until then. Route 89 in Arizona will rank as my “favorite” road until I find something better. Mike Spacil Phoenix, Arizona

When you do find it, let us know where it is. And thanks for the tips.

A Guzzi for your tootsie

I believe your magazine has overlooked a very important motorcycle that was released this year. It should be noticed not for its remarkable high-tech engine, its top speed or its quarter-mile times, but for its simple beauty and logic. I write of the V65 Lario, by Moto Guzzi.

My connection with the bike is primarily second-hand. My girlfriend decided that she wanted to step up from a Suzuki GS450E to something that would last a good long time and be able to tour without any problem. It also had to be manageable by someone who is just 5’2”. The Moto Guzzi was all that and more. For $3200 she got a fourvalve-per-cylinder, 650 Twin that would pull a graceful 125 mph. The integrated Brembo brakes stop the bike in corners without it standing up. heading for the outside of the corner, locking up or nosediving.

She used it to tour this summer and put 12,000 miles on it in a fiveweek. four-corners tour of the U.S. Now she has 1 8,000 miles on the bike, accumulated over a fourmonth time period. The engine is so simple it can be tuned at home without any special tools save for a torque wrench. Valve adjustment takes all of 45 minutes, carb synch takes 10.

I guess my major complaint is that I am tired of only hearing Italian bikes described as unaffordable exotics when the Italians are producing some very fine, reasonably priced, and home-maintainable machines. Sam Fleming Amherst. Massachusetts

Photo finish

Enough is enough. Your June, 1987, issue keeps stating that the Yamaha V-Twin was introduced as a 1981 750 Virago. What would you call the XV920RH European 920 VTwin? I had an ’8 1 and now own an '82. It is a shame Yamaha saw fit to downgrade this fine machine into what it is today—an attempt to copy the Great American Cruiser. Marketing, I guess. Leon J. Hussin Green Bay. Wisconsin

We made that statement because it's true: The 750 Virago was the first of Yamaha's V-Twins introduced in this market in 1981. The Euro 920 came a very short time later in the 1981 model year. S