Letters
LETTERS
88's enough?
A totally new Harley engine? Since when is revamping a 60-year-old design by updating to 30-year-old technology totally new? Harley has discovered super scavenging the crankcase, a method used by British parallel-Twins and the auto-racing people for many years. O-ringed cylinder base sealing? Done by performance builders for many years. Then the biggie: Dare I suggest Harley is flirting with unit construction?
Unfortunately, H-D is hidebound by its own customer constituency. To be a Harley, it must look like a Harley. That's okay, but this comes at a cost that H-D must carry until it can find a way to pull off what Por sche accomplished. The 914, 924, 944 and 928 Porsche models are all dead, killed by lack of acceptance by Porsche aficionados. The oldest, most popular model of them all, the 911, lives on, redesigned and with a liquid-cooled engine; accepted be cause it retains the "flavor" of the traditional Porsche. Perhaps this is why H-D now has an engineering al liance with Porsche? Fred Fischer Glen Burnie, Maryland
Brian Blades' photos of the first Twin Cam 88 are terrific, and I really enjoyed Steve Anderson's article on the new motor. Now if they'd only make another Low Rider Sport. Robert MW. Church Silver Spring, Maryland
Have a look at Roundup, Robert; your bike, in the form of the Twin Cam-powered FXDX Dyna Sport, may already be here.
Nine years ago, sitting at a South Milwaukee bar next to a fellow claiming to be an engineer for Harley Davidson, I made a comment I later regretted: "I didn't know Harley had any engineers." He didn't share any secrets with me. Steven 6. L~ey Springfield, Missouri
How does Harley-Davidson become so irrefutably arrogant as to think that I will purchase its "new" 62-horse power Twin Cam 88 and then feel compelled to buy ". . .a long list of fac tory hop-up parts.. .for people who want 80-plus hp and 100 foot-pounds of torque at the rear wheel?" I should expect and receive this modicum of performance from a 1.5liter machine off the showroom floor. R.A. Maddocks Jr. Houston, Texas
I'm glad that Harley now produces a more modern and powerful V-Twin that also is "leakproof." However, I noticed that there is no new "name" for this engine in the Flathead, Knuck lehead, Panhead, Shovelhead and Blockhead tradition. By looking at the head covers for Harley's new engine, I think that it should either be called the "Crownhead" or maybe the "Notch head" for the crenelations on top of the covers. Jimmy D. Wilson Amarillo, Texas
After a lot of thought, I feel I have selected a proper name for the motor. The heads have a smooth design, re minding me of a baby's butt. So, I christen it the "Butthead." It does seem very well designed. I just hope Harley has the forethought to build a 100-cube version on its 100th birthday. Steve Baumann Flagstaff, Arizona
The name-game is indeed on. Because of the 88 enlarged finning, both "Fat head" and "Wedgehead" have been suggested. Our money, however, is on "Twin Cam" or maybe "Two Cam," the name Harley old JDH motor went by.
Norton Nemesis
The August issue was rather good; I particularly enjoyed Kevin Cameron's article on the "all-new" Norton Neme sis. He showed remarkable restraint and objectivity. Of course, the last time Norton got adventuresome and tarted up the Commando for the U.S. market, it (the High Rider) ended up looking like a bad dream from Austin Powers. Jay Phinizy Acworth, New Hampshire
The latest attempt to capitalize on Norton's name? Here we go again, an other overblown effort to build hyper motorcycles that will be available only to the very rich; exactly the opposite of what Norton built so well for so many years. These new bikes have nothing in common with the spirit of Norton; not styling, not engine design, not chassis. The folks who are behind this effort fail to capture the essence-a practical, good-handling motorcycle within the reach of the average motorcycle enthu siast. Even the Manx, in its day, was considered affordable to the typical British scratcher.
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The key word here is practical; em phasis on roadability and features that appeal to motorcyclists. While every enthusiast appreciates technology, most consider value and utility when selecting a motorcycle, and bikes like the Nemesis have little of the former and none of the latter. Fred Fischer Glen Burnie, Maryland
Speedy Star
I wanted to tell you how much I en joyed the "Speedstar" article in the August issue. The daydream started as soon as I opened the magazine; I just wanted to sit on that sweet hot-rod and fly. This bike would sell big time if produced. So, if Yamaha can't do what designer Jeff Palhegyi has done, then I hope another manufacturer steals the Speedstar's beautiful lines and curves. Vincent M. Thouin Ogdensburg, Ne'~v York
Totally Triumph
After reading August's "Worldview `99" editorial, I can't help but wonder why you ignored Triumph when wax ing nostalgic about bike-company birthdays. Triumph began selling mo torcycles in 1902 and has been around longer than any other marque, including (all bow) Harley-Davidson.
Some would argue that the new John Bloor Triumphs are not "real" Triumphs; I disagree. If you believe that, then AMF Harley-Davidsons were not real H-Ds because the com pany had different ownership during those years. Triumphs fought two World Wars, changed the face of mo torcycling more than once and have always been just flat-out cool. Give credit where credit is due. Happy 96th anniversary, Triumph-and God save the Queen! Mitch Coleman Maysville, Kentucky
Am `t gonna work, Mitch. Triumph died in 1983. When Bloor revived the marque a decade later-a commend able act-those bikes had nothing in common with old Triumphs; even the celebrated logo had been altered. The Queen, however, thanks you for the kind thoughts.
