Hotshots

HOTSHOTS

Indian’s last stand

Scott Pinizzotto’s article on the second death of Indian Motorcycle (“Anatomy of an Implosion,” CW, March) was interesting only because it documents once again that people generally won’t buy junk, no matter the packaging. Indian went under the first time due to lousy products and casual management, and it looks like this is another lesson in Business 101, some 50 years removed. I am surprised they ever found the investors to bring it back this far. Mark Palmer Spartanburg, South Carolina

I was interested to read ex-Director of Product Planning Scott Pinizzotto’s account of Indian’s death. Although it’s not my intention to address the more erudite financial questions of insufficient capitalization, etc., even Scott touches on the fact that one problem was the perception that the new Indians were not much more than overhyped Harley-clone kit-bikes.

There are plenty of modern and beautiful motorcycles in the world to choose from; the only way the “new” Indian company could have succeeded was to tap into the vast, almost reverent nostalgia (awe?) for the original Indians, and the way to do that would have been to make sure their motorcycles looked, sounded and even smelled like real pre-1953 Chiefs. Hell, maybe I should have worked in their design and marketing office... Philip Thompson U.S. Army

The article about Indian’s demise was very interesting. It is always nice to have an insider’s view. It also confirmed that management failed to recognize the importance of having competitive products early on. The strategy of selling “style over substance” cost Indian dearly-the motorcycle business, like the car business, is about product and technology, not nostalgia and hype. Pedro Ferro Auburn Hills, Michigan

Just got done reading Scott Pinizzotto’s “Anatomy of an Implosion,” and frankly it reads like a cheap dime-store novel! It’s obvious that Scott knows nothing about the rise of the Indian Motorcycle Company and possibly only a little about the fall since he was one of the contributing factors. I would suggest to Scott that instead of writing a book about something he knows very little about, he should put on his Kenneth Coles, tuck his Krispy Kremes under his arm, jump into that shiny new BMW and try to find another way to make a quick buck. Ron Hill VP Research & Development, Indian Motorcycle Company, 1999-2001

Scott Pinizzotto’s conclusions are flawed. If Indian employed “too many high-paid chiefs and not enough hardworking braves,” and if “the management team (was) unable to formulate, communicate or execute a strategy to solve the core business issues,” then investors who pulled the plug on the bankroll were anything but “shortsighted.” Dean Pepperine Rochester, New York

I am simply dumbfounded by Scott Pinizzotto’s conclusions. Indian’s demise had nothing to do with investors except that they could not recognize a dumb idea when they saw one. Indian’s implosion was actually quite easy to predict. I don’t have an MBA, but mass-marketing yet another Harley clone minus the reliability, economy of scale and dealer network that allows the big Japanese companies to pull it off sure seemed like a bad idea. What marketing genius could not see that putting a Harley-clone V-Twin in Indian fenders conjures no soul?

But what do I know; I just have a night-school degree in history-and a wallet. Tom Yoakum Edgewater, Maryland

Clymer’s Folly

“Anatomy of an Implosion” states that this was the second time in 102 years that Indian terminated operations. Wrong: It is the third time! In the 1960s and ’70s, Floyd Clymer bought the Indian name and tried to resurrect the company. He had minibikes for kids and a hodgepodge lineup of bikes. He imported Velocette 500s and Royal Enfield 750s and slapped Indian decals on the tanks. Old-timers hated the whole thing, because the bikes did not look like Indians. Clymer could not weather the storm of indifference long enough to develop a good line of decent bikes.

This would make a good article, if you would do your research. Michelle Petro Wheeling, West Virginia

Actually, no research needed. Editor-in-Chief David Edwards owns one of Clymer’s Italian-framed, Brit-motored contraptions, a 1970 Indian Enfield 750 to be exact. To say ol ' Floyd “bought ’’ the Indian name is incorrect. He basically appropriated the brand when nobody wanted it. Besides poor build-quality and high price tags, the dubious two-year venture failed because Clymer could not weather a massive coronary in January, 1970. For more on Clymer and the Indian Enfield, see “Mr. Floyd’s Wild Ride’’ and “Clymer’s Folly’’ in Cycle World. May, '1998.

Boycott Sturgis?

For killing another human being, former South Dakota Governor and U.S. Representative Bill Janklow got 100 days in county jail?! Hope they’re not planning any motorcycle events in South Dakota this year... J. Stouffer Chambersburg, Pennsylvania

I am appalled at the slap on the wrist given to Janklow, although it was not unexpected. As far as I am concerned, he is a murderer and should have been treated as such. How ironic that he is from South Dakota, which I thought was “biker-friendly,” what with the Sturgis Rally and such. John Wrigley Akron, Ohio

One-hundred days for second-degree manslaughter? How nice to be an expolitician. Wonder what the average penalty for an unrepentant second-degree manslaughter felon is in South Dakota? Mark Seagondollar Greensboro, North Carolina

To Mr. Janklow: May you spend the rest of your life seeing Randy Scott’s face in your dreams. Dave Roellig La Crosse, Wisconsin

Janklow should be put in a deep dark hole for what he did to Randy Scott’s family. I still cannot believe that the state of South Dakota gave him a license to kill by not ticketing him every time he broke the law. He was a known speeder, and had run that stop sign many times. This time he ran down Randy Scott! Too bad he didn’t catch a Freightliner instead of a Harley-Davidson. Dean Knutson East Grand Forks, Minnesota

Like most motorcyclists nationwide, I am outraged by the ultra-lenient sentence given (former) Congressman Janklow for running a stop sign and killing a biker. Evidently, our lives are not valued in South Dakota. I suggest the appropriate response is to boycott the Sturgis Rally in 2004. If we are not valued there, they surely don’t need our money. Lew Baldwin Hampton, Virginia

In response to Janklow s ridiculously lenient sentence, the American Motorcyclist Association has initiated a “Justice for AH’’ program aimed at establishing tougher penalties when traffic offenses result in a motorcyclist’s death. To get involved, log on to www.amadirectlink.com.

Bigger, better?

The Kawasaki Vulcan 2000 (CW, February) is a wonderful-looking bike and one I want to own. Messrs. Hoyer and Miles seem to fear large motorcycles. I don’t understand that logic. There is nothing like cubic inches for torque and passing power. Keep your small buzzy engines where they belong, in formula racing. For me, let me have legs, long legs. And, remember, bigger is truly better! Harold Dees Bluffton, South Carolina

In response to Matthew Miles asking if any of Cycle World's readers are with him in his opinion that the 2004 Kawasaki Vulcan 2000 is too big: What a puss! Maybe he should think about dropping out of motorcycle journalism and getting a job writing for Cat Fancy. Mo’ bigger, faster and tougher-looking is mo’ better! Way to go, Kawasaki, for beating Harley-Davidson to the punch! Brett Strieder Silvis, Illinois

After reading the review of the new Vulcan 2000, my first thought was, “Ya locked Allan Girdler out of the building, didn’t ya?”

Now, someone look me straight in the eye, and deny that in some dark corner of Kawasaki engineering, under a tarp, there sits a Harley Twin Cam 88B. One with a note attached saying, “Just like this, guys, but bigger!”

Anyone remember the days when a fella could pull up on a metric cruiser and say, “Yeah, but it’s lighter, more sophisticated and costs a lot less.” Not anymore! Donald Luetkemeyer Manama, Bahrain

Let’s see, twin chain-driven cams on the right side, four pushrods in individual chrome tubes...looks like Kawasaki got some Twin Cam drawings and put the copier on 140 percent! Brad Shliput Orlando, Florida

Airheads unite!

Brian Catterson’s piece on the BMW Airhead Invitational (CIV, February) was just fantastic! I race my 1976 R90/6 with AHRMA and the AFM. I’m a big guy at 6-foot-2 and 260 pounds, and the Boxer suits my size better than most vintage bikes. It’s my daily commuter and tourer, as well, and there’s something right and proper about loading the hard bags for an overnighter to Tahoe one weekend then winning an AHRMA national the next. Kinda harkens back to the romantic days of racing when guys would ride their bike to the track, race, and ride home again, which I plan to try one day.

We Airhead owners do have very strong connections to our machines, and we take pride in knowing them as well as we know ourselves. It makes the riding experience much richer, no? AI HiSCOX Grass Valley, California

Is it just me, or are Catterson’s tales getting better with each one? Sheesh, at this rate his writings will be up there with Egan's, and among those I seek out and read first. Stop trying to track down old flames, though. I do that, too, and it never works. Mark Jones Downey, California

It’s nice to read a motorsports story like “Airheads” by Brian Catterson. Not only a good article, but he also remembers long-time Twins racer Jimmy Adamo, who gave my friends and myself many good races to watch at the old Loudon racetrack. C. Morse Cheshire, Connecticut

Brian Catterson’s ride on Chris Hodgson’s “Wrecking Ball” Beemer sparked memories for me of the original Battle of the Twins series. I was a bump-start grunt on the Bob Fairburn Racing team. John Long piloted the ex-Butler & Smith Superbike built by Udo Gietl and Todd Schuster, and we had some memorable dogfights with the San Jose BMW so memorably ridden by Dave Emde. In light of Dave having passed on last year, the sentiments expressed by Brian at the end of his piece rang oh so true.

John, David, Jimmy Adamo and the rest of the characters in BoTT kept twocylinder four-stroke racing alive. Ducati, for one, might not be where it is today without that early proving ground. Condolences to the Emdes on the loss of Dave. Catterson was right; it’s the people who are irreplaceable, not the ma-> chines-but I cannot help feeling that somewhere a Reno Leoni-prepped 900SS is being hounded by a Hodgson-tuned Boxer. And what a joyful noise that would make! John O’Connor Alton, New Hampshire

Now, if I can just get some specs on Brian’s ride, ’cause I’m thinking...I have a parts bike... if I could just get the details on how to build my R100 motor up to 90-plus bhp... Justin Mead Loveland, Colorado

No free speed secrets, Justin, but San Jose BMW, builders of Catterson s ride for the weekend, can be reached at 408/295-0205; www.sibmw.com

Retro Dukes

Holy cow, you guys! You have got to tell Ducati to build that trio of retro-bikes (Roundup, February). They’re betterlooking than anything Ducati has on the showroom floor now. PaulSmart 1000 or the 999? No comparison. Those retrobikes have got style. Matt Wolfe Chico, California

Yuck! I love sportbikes, nakeds, cruisers and dirtbikes, but these new Ducati retros

need to go away! Seeing Fonzy’s bike on “Happy Days” and Prince’s bike in Purple Rain always makes me laugh and think, “Boy, am I glad they don’t make geeky bikes like that anymore.” Now I open my February, 2004, issue to find dorky bikes are back. Arrggghhh! Come on Ducati, you have already made your premier sportbike ugly as sin, let’s not make more disasters! Erik Carlson Cabot, Arizona

After reviewing Ducati’s SportClassic models in the February issue, I’ve got one question: Are they going to build them? See, I want one real bad, and I gots ta know! Sky Allen Richmond, Indiana

I’ll bet you 100 bucks Egan trades in his new Bonnie for a neo-retro Ducati GT 1000. David Ainley Newtown, Connecticut

No word from Peter, but Ducati will produce the SportClassics. The PaulSmart 1000 will come first, with production

scheduled for November, 2005. All 1000 examples will be fitted with Brembo brakes and Ohlins suspension and painted in the metal-flake silver/metallic blue of Smart’s 1972 Imola 200 winner. Look for the Sport 1000 and GT 1000 in March and September of2006.

Bad dog!

Once again, your magazine has made an error so obvious that readers must take up pens and rail with outrage. I am speaking, of çourse, about David Edwards referring to canine-agility training as “supercross for dogs” in his March column, “Season of the Knee.” Criminey, everyone knows it’s observed trials! Ed Day State College, Pennsylvania So, you 've seen Edwards run ? □