Letter

LETTER

MOTORCYCLE SEAT BELTS

The present motorcycle "boom" in this country has brought new publicity to the dangers of motorcycle riding. A television station in Detroit recently presented an editorial which cited the increase in motorcycle registrations and accidents in the State of Michigan.

It is our opinion that the motorcycle and motorcycle accessory companies should make an effort to reduce the number of motorcycle injury accidents by researching, testing and developing safety equipment for motorcyclists to be used in conjunction with the proven safety helmet.

Specifically, we would like to know what the advantages would be of using a seat belt which would prevent the rider from leaving the motorcycle upon impact. To date, we have not seen any data which proves this to be an advantage or disadvantage. However, our limited experience in the examination of motorcycles involved in injury accidents has indicated that adequate energy absorption was provided by the motorcycle structure and injury was sustained after leaving the machine.

We feel it is reasonable to assume that the majority of motorcycle accidents, like automobile accidents which cause injury or death, occur at low speeds within twenty-five miles of home. If this is true, the use of seat belts will probably greatly reduce the number of injuries sustained by motorcyclists.

Other safety devices designed to be used with the seat belt could include side safety guards for legs and hands to reduce the chance of injury when spills occur.

With the use of these and possibly other safety devices, the motorcycle may statistically prove to be as safe or safer to operate than an automobile. This would contribute greatly to the peace of mind of motorcycle enthusiasts such as ourselves.

D. LeVASSEUR J. LASSILA R. MILLER P. JENSEN K. FREEMAN Dearborn, Michigan P.S. We are engineers and designers engaged in design and development at the Ford Motor Company.

We agree that the seat belt has proven to be marvelously effective in reducing injuries in automobile accidents. This does not mean that seat belts will have the same effect when fitted on a motorcycle; the automobile and the motorcycle do not present the same or even parallel situations.

Used in an automobile, the seat belt will reduce accident injury by preventing the operator from being rattled about inside. Also, and perhaps more important, when the operator is restrained by a seat belt, he cannot be thrown out and promptly crushed by his own vehicle — an occurrence that is not exactly unknown, and one that usually has most unfortunate consequences. A motorcycle lacks the kind of structure that surrounds an automobile's driver, and much of the value of a seat belt is thereby lost. It would be effective only if we could be sure that the motorcycle would bang right straight into something and then simply topple over on the spot. If it went under, or flipped over, or struck a glancing blow and then went flopping down the road, the seat belt would be useless — or worse. Moreover, in any accident that simply involved falling down and sliding, the seat belt might well become absolutely lethal.

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Safety guards, such as you have suggested, are of limited usefulness, as one's arms and legs flail about in the turmoil of a crash. Of course, you could always add restraining straps for the hands and feet, but this would create other problems. In the end, we are left with the thought that it might be best to add a sturdy structure around the bike's operator, and then give him an extra wheel or two to improve balance. The only trouble with this is that we would then have an automobile with handlebars and a steel lattice-work body; the characteristics we now find so appealing in a motorcycle will have been entirely lost.

Before going to such extremes, there is a lot that can still be done in other areas. Good crash helmets will reduce the incident of head injury to a fraction of what it is now among bare-headed riders. We will, of course, admit that the possibility of brain damage for a rider who refuses to wear a helmet is probably reduced to a great extent simply because there is so little to damage and what is present is so heavily protected by bone.

Protective clothing can virtually eliminate abrasive injury. The traditional leather is good, but nylon will also maintain quite an effective separation between pavement and human skin. And then there are such things as gloves, and shoes extending above the ankle but the best safety device is the rider. There are accidents where one party is entirely blameless, and had no chance to avoid the offending participant. But, in the vast majority of cases it is combined mistakes that bring all concerned to grief; even though only one gets the legal blame. Headsrup riding will not only keep you legal, it will keep you alive, and is the best safety measure of all. Seat belts and the like only reduce the consequences of mistakes that should not be made at all.

NOISY MUFFLERS

I should like to respectfully urge that your magazine take a strong stand for quiet mufflers on motorcycles. Noisy mufflers antagonize the non-motorcycling public, and reinforce the historically poor image in the public mind that motorcyclists are a dirty, noisy, irresponsible, and generally socially objectionable breed.

With the present rapid growth of our sport in this country it is only a matter of months until an aroused citizenry calls for the enactment'of restrictive legislation against motorcyclists. This has already happened in the case of trailing where more and more trails through hilly country in National Forests and elsewhere are being closed to cyclists by law, primarily because of the excessive noise.

In principle I do not object to strong legislation outlawing noisy mufflers and strong police enforcement of this legislation. However, I am afraid that if the legislative machinery ever gets thoroughly aroused it will enact a landslide of restrictive laws against motorcyclists, the majority of which laws will be more harassing than useful.

I feel that it is up to CYCLE WORLD to lead and coordinate the fight against noisy mufflers. Manufacturers are totally immoral regarding the noise problem. If noisy, flatulent mufflers sell more cycles, then they will feature noisy mufflers.

Perhaps restrictive legislation on noisy mufflers will have to be the ultimate answer. However, I think that the motorcycling community would reap bigger rewards in the long run if it handled the problem itself. Legislation should always be the last resort.

HENRY FREYNIK

Livermore, Calif.

Noise is indeed one of the most serious problems facing the motorcyclist as an individual, or as a group, and even as an industry. Noise arouses more resentment from the non-motorcycling public than any other single facet of our sport. The same applies to sports cars and even power boats. Most standard motorcycles are amply dampened, but many motorcycle dealers and accessory makers are shamelessly guilty of selling, even promoting, devices that amplify rather than reduce the noise level. CW's Editorial Staff shares the feelings of many motorcycle enthusiasts who love the sound a welltuned and powerful machine can make. We also have a keen sense of the pride one gets from hearing even the smallest machine make a noise far more fearsome than its true nature dictates, like a Honda 50 without the muffler. But, we must always consider the degree of offense this presents to all of those others who aren't sharing our personal pride and proof of accomplishment. Restrictive legislation is pending in many areas, and in the future we can expect an avalanche of public opposition to noisy machines. It is inevitable. As individuals, motorcyclists will be almost powerless to oppose the drafting of such laws. Our national association, the Motorcycle, Scooter and Allied Trade Association, will of course watchdog the situation and work as strongly as possible to assure equality and fairness in the drafting and presentation of as many cases as possible. This can be supplemented by each and every person, club or organization concerned writing to their Senators, Assemblymen, Aldermen, or whomever might be effective, in cases where such adverse legislation is being presented. CYCLE WORLD cannot possibly control the industry; we can only criticize, suggest, and put pressure to bear in areas where we are familiar. —Ed.

HAIRY HAWK HASSLE

We want to thank you for your excellent coverage of our Honda drag bike in your October issue, the picture layout was terrific! Dennis Manning, the builder/rider, is now in England having qualified for the U.S. drag team. He wrote that the bike is the fastest 350 there, but he is still not satisfied with the times.

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We have one correction; the blower is belt-driven, not chain-driven as mentioned in the article. We are installing a dynamometer here and will be glad to tune bikes for street, dirt or the drags. Dennis will be in charge of this competition phase. Also, we would appreciate one small plug; the bike runs as the Alhambra Honda Special.

VIC MANUELLI

Alhambra Honda

Alhambra, Calif.

Done.Ed.

RESTRICTION ENTHUSIAST

I have owned over the years a Harley 80 flathead, a Harley 45 flathead, an Indian 26 cubic inch vertical twin, and an AJS 500cc single. I am currently shopping for a new machine and I think this one will be a 175cc to 250cc two-stroke. I say all of this to identify myself in part with your interests.

However, I must take exception to your views, expressed in the Round Up Column in your October issue. Specifically, I applaud Governor Brown's actions and I hope similar steps are taken throughout the inter-mountain West. I think laws requiring proof of prior permission to prevent trespassers are long overdue in our country and I think these laws should cover hunters, rock hounds and four-wheel drive clubs as well as motorcycles. I hope the motorcycle industry loses in its efforts to oppose such laws. My pleasure in hunting and in motorcycling has been substantially reduced by the activities of those who insist, as hunters and motorcyclists, on trespassing on apparently vacant land for their apparently harmless sporting purposes. For a number of years it has seemed to me that these two sports would be richer, happier and more pleasurable if all concerned limited their activities to those which did not conflict with others' desires.

Concentration by the motorcycle industry on competition held on club or industry controlled land, plus concentration on models of modest power, well muffled, with optional weather protection such as European touring fairings, would do more in the long run for sales than the temporary success of the competition winner. In this light, I also deplore the increasing power and performance of the lapanese imports. I am afraid this trend is likely to reduce the overall recent large sales increases which were achieved sans power. One of my teenage children has elected to pass up purchase of a six horsepower bike for a deferred chance at a Honda Hawk 250 or 305. So have several of his friends. These are sales lost forever.

LT. COL. A. G. KEARNS

Vermillion, South Dakota You are the first motorcycle enthusiast ne have ever heard from who wanted to see his sport retarded! You and Gov. Brown would have it arranged for all off-the-road motorcyclists to be forced into obtaining the impossible written permission of many thousands of individuals, state and government agencies and large companies, to simply cross or play on country they are not using but would be willing to deprive others from doing so if called upon by a bunch of misguided dogooders. You speak of your pleasures being reduced by the activities of others; how about the pleasures of others being reduced by yours? You miss the obvious point that we all must amend our desires to suit each other, the end result being equal sharing of the wilds by all, including the hiker, hunter, four-wheel enthusiast and (to us the most important) the motorcycle rider. If an area is to be closed to all, it must be closed to all, and that includes the one who walks in to pursue his pleasure. Your desire to see motorcycling reduced to all low powered, partially enclosed, dull and unexciting machines, will appeal to few. Resentment of the growth in popularity of higher powered Japanese-made bikes is as far off a view as we have seen. You predict doom for sales, then turn around and cite several cases where individuals who might have bought a six-horsepower bike today will buy 25 to 30 hp machines later on instead. We don't call that a reduction of sales, only a changing of tastes and times. The ever-increasing sales in machines that offer more power, and of those which are larger in displacement and more flexible, contradicts your estimate. Better you should check with the troops!Ed.

WILD DREAM

I cannot find words enough to express my gratitude for printing such a fine magazine. To receive so much for a mere fifty cents seems like a miracle in this day of false values.

Enclosed are pictures of my Honda 305 Dream, modified in such a way as to create a machine which gives the owner complete comfort, safety, and convenience required in a touring motorcycle. Owner and designer is Reuben Torres of New York City, N.Y. Lucas automobile spotlights are mounted on each side of the headlight and operate on the high beam. Front fender has a chrome guard, rear is fitted with Bruce saddlebags and a hand rail. Splash guards are mounted on the crash bars; they help keep the tank clean and on cool nights provide a low pressure area 'bringing up engine heat to warm the rider. They are removable in summer.

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A light is fitted to light up the engine area in case of trouble at night, and an anti-theft device was designed and installed which sounds the horn if anyone tries to move the parked machine. It works off of the ring and pendulum system so any vibration causes the pendulum to touch the ring, closing a relay, sounding the horn. Special transparent jewels glow when the lights are operating: the regular neutral indicator has been replaced with a light in a hollow chrome cap, making it show up better.

This bike is certainly the stuff dreams are made of. Thank you for your interest, and for your efforts in producing the world's finest motorcycle magazine. LIN ROLFE Astoria, New York And the same to you, Sir.Ed.

SPOILED H-D RIDERS

I read your "Letters" column each month with interest, especially those from spoiled Harley riders. It seems that "another magazine" has them so convinced that they have a good machine, they cannot be persuaded otherwise. Besides that, they don't realize what a minority group they are in. Japanese machines alone account for 80% of American sales; allowing for England, Italy, and Germany, this doesn't leave much for the Americanmade brand. Yet they expect each and every issue to praise their name.

Being in the motorcycle business, my partner and I ran across some very interesting stories. This last one is so good we must share it with your readers. A dyedin-the-wool Harley rider was in our store recently, knocking Japanese machines and lauding 74s as a road bike. My partner started to explain to him the merits of the opposed twin BMW, which we think is a much better road bike than any other. Well, this H-D rider knew all about BMWs; it seems that he came upon an unfortunate BMW rider who needed to be carried to the morgue because the left cylinder locked up, and the sudden loss of power on the left side caused the machine to flip to the right, supposedly killing the the rider. Now, let's start a forum. Have other dealers run across more or better ones than that? We still laugh about it. We still laugh about Woose Fisher too.

You are publishing the best magazine on the market. You are doing great and we want you to know that in our own small way we are behind you.

G&S HONDA SALES George H. McMahan Gene Pearey Plainview, Texas

Thank you gentlemen, we disagree only in how small a way it is. Using your customer's method of logic, most other machines, such as large displacement singles, Vee twins, and even in-line fours set transv er sly mounted, would do a nose dive under the same circumstances, pitching the rider over the handlebars. 'Nuff said.Ed.

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SCOOTER EDUCATION

Inreply to the letter from Mr. Albert Watson, Victoria, Australia (CW July '65), I should like to bring to his notice a motor scooter of which he is apparently ignorant.

This machine is the 249cc Maicoletta which develops 14 bhp @ 5,100 rpm, has 14-inch wheels, four-speed gearbox. cruising speeds of 50 to 60 mph, and plenty of reserve. For full details of its performance and availability I would like to have Mr. Watson write me personally. My husband and his Maico owning friends will be only too willing to supply all of the information he requires.

Incidentally, your readers may be interested to know that my husband and I rode from New York to San Francisco three years ago on our way home from a trip to Europe. We traveled on our Maicoletta scooter and covered 5,000 miles seeing as many of your magnificent National Parks as was possible within the time. Our only mechanical difficulty was the misfortune to break both springs. Small wonder. The scooter had been carrying 800 pounds at a steady cruising speerd for six months in Britain, Europe, and the U.S.A.

My ingenious husband solved our problem by chopping up a broomstick given to us by newly found friends in Michigan and replacing the original coils with the new-type solid suspension. We continued on our way with no ill-effects other than a severely worn rear tire and human backside.

If any of your scooter-riding readers would like to write to us we'd like to hear from them.

(Mrs.) YVONNE LEWIS 38 The Causeway, Enfield Sydney, N.S.W., Australia

CHALLENGE

This letter is in reply to "Anonvmous from Topeka, Kansas." I would just like for him to know he is a little off his seat. That 80 or 90 mph riding speed sounds good to me though. I am now speaking for two men who will be glad to take your Harley Sportser (sic) on for a run any way you want to go. Preferably from a running speed of llO mph until that Harley Sportser (sic) falls apart. We also have a small Honda that would like to run along just to see the show. Now. put that in your pen with that (sic) Hog and see what happens!

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WILLIAM P. BAILEY

Marshall, Texas We have received enough letters in reply to "Anonymous" that he could have started a racing career had he signed his name.

TOURING COMPANION WANTED

I own a Honda 160, I plan on touring through the U.S. mainly out West, next summer. As none of my friends ride bikes I am looking for someone who would be interested in making the trip with me and who lives in this area. I'll be 18 years old next spring, I plan on making the trip during the month of July, 1966.

CHRISTOPHER MOORE 20 Undercliff Terrace West Orange, New Jersey

MORE MOTORCYCLE BOY SCOUTS

Your article that states the Boy Scout Troop that staged the Chicken Enduro were the only Boy Scout motorcycle group was wrong. I feel that it is my duty to inform you that Explorer Post 888 of Mojave, California, of which I am a member, has specialized in motorcycles, specifically Hondas, since 1963. We have gone on several outings to surrounding areas such as Red Rock Canyon, Jawbone Canyon, Lake Isabella, and several other retreats, traveling as a group on our bikes. GERRY COFFEE Mojave, Calif.

FAMILY ARGUMENT

I have been involved in an argument with my wife concerning a new motorcycle. Now that you know the severity of the situation, there are several ways I am soliciting your assistance.

We all know that machines aren't dangerous — the fault of the accusation lies with careless or ignorant people who misuse machines. I would like to know the statistics and facts regarding motorcycle accidents, namely the number of accidents in comparison with automobiles. Also, if there are particular types of motorcycles more heavily involved in accidents. My wife has been brainwashed into the belief that all motorcycles are extremely dangerous. To prove her point, she's seeking information from an insurance salesman regarding the subject.

There seems to be a noticeable tendency for certain types of people to possess certain types of cars, houses, clothes and motorcycles. You and I are aware that the image of motorcycling in the U.S. has changed greatly in the past few years, for the better. Why, I even saw a high school principal riding a motorcycle recently, on Main Street, in broad daylight! Is there information available indicating the number, kinds, and status of motorcycle buyers and riders? I've been faced with the argument that most motorcyclists are the disreputable characters who are almost extinct around here.

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My wife, though uninformed about motorcycles, is not unreasonable when confronted with clear facts; therefore I am depending upon you to promote my cause. I have set the time for next Spring, for the new BMW. Here's hoping.

STANLEY. SMAY

Quincy, Illinois Promoting your cause is our business. Changing the mind of your wife is a bit more than we can take so casually. You ask for statistics we too would like to have, indicating good or bad results. Several insurance companies have tabulated a small number of miles-traveled-per-accident-and-fatality records, but none of it was conclusive. Only that motorcycles are NOT dangerous when evaluated as MACHINES. They stop better, turn quicker, are more maneuverable, and offer far better visibility than automobiles. An average motorcycle accident usually involves little more than bruises and pavement burns, and of course a broken boné now and then. These estimates mean nothing when the motorcycle is involved in an accident with an automobile! The simple fact of how much a car outweighs and out-masses a motorcycle deals a lethal blow to statistics, and to the accidents themselves, when they involve each in any given event. Consequently, the burden lies with the motorcycle rider. He must be a far better rider than any ten automobile operators. He must be much, much more alert. He must watch every vehicle on the road. He must notice every change in surface of the road. He must take pains and special cares in instances that automobile drivers need not give the slightest thought to. In short, we cannot offer statistics to either substantiate your wife's fears, or emphasize your feelings. We can only advise as truthfully as we know how.

Regarding the type of people who ride motorcycles, some moments spent in the pages of a few back-issues of CYCLE WORLD will reveal an endless parade of honorable, highly respected, well educated pillars of communities: teachers, lawyers, store keepers, students, and even magazine Editors and Publishers, who ride bikes for fun. True, there are a few we would just as soon see take up golf or baseball and pass their stigma onto someone else for a change. Last month we named a Minister of the Gospel who rode. Months before we cited many movie and television people who enjoy motorcycles. The list includes people in each and every walk of life you might care to examine. Lt. Governor Anderson of California is an enthusiast, as is the fabulous Wrigley of the chewing gum (and owner of Catalina Island, once motorcycle Mecca of the West), entertainment personalities like the Smothers Brothers, Dean Martin, Steve McQueen, Cheyenne Bodie, Keenan Wynn, Peter Brown, Mary of Peter Paul and Mary; it is ridiculous to go on. Motorcycling is no more the province of disreputable characters than is power boating (though we know for a fact there are a few buzzing around afloat). Motorcycles constitute the basic transportation for probably 50% to 75% of America's College and High School youths. If this is a disreputable bunch we surrender. Our advice is to quite fighting, exert your manhood. Go out and buy the damn'd thing, THEN defend it. Better yet, take her for a ride on it, then argue about keeping it. Experience tells us you'll be going back to the dealer you bought it from all right, but to buy her one, not return the beautiful BMW.-Ed.

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BMW HISTORY CORRECTION

Although I enjoyed your article on BMW in the October issue, and enjoy CW in general, I must take issue with a statement made in that article. The author stated that pressed steel forks brought out by BMW in 1935 were probably the forebears of modern telescopic fork.

in 1932 the Danish "Nimbus" came out with a new model. It had a four-cylinder, 750cc in-line engine with a single overhead camshaft. The engine was mounted in a pressed steel rigid frame made from profile steel, and the forks were modern telescopic design. It might also be mentioned that power transmission was by shaft drive. The model continued with very few modifications until the end of 1956 when they ceased making motorcycles due to too small a home market (Denmark has the same population as the city of Chicago).

The company had been making a motorcycle from the early part of the century which had a 750cc four-cylinder engine with overhead intake valves, and side valve exhaust. This older model also was shaft-driven, but the rear wheel had swing arm suspension. Nicknamed the "Stovepipe," due to its extremely long cylindrical fuel tank, it was discontinued some time after 1925. The company had thus dropped swing arm suspension before many (any?), companies had even thought of it! Foresight might have told them to keep it.

Until 1952 I owned a 1925 "Stovepipe" Nimbus but unfortunately I don't have any pictures of it. I am enclosing a picture of the 1956 Nimbus which I think has extremely clean and functional lines, even compared to a BMW. I hope that you will print this, and possibly the picture, and that maybe sometime you will have an article on the Nimbus.

KNUD PEDERSON

Ames, Iowa We are grateful for your excellent information, sir, and will indeed look into the Nimbus situation further. Thanks. —Ed.

HONDA 450 RUB

I found your road test of the Honda CB-450 to be a horribly inappropriate move. You stated that with the existing gearing the Honda would be pulling too many revs to keep up with what is normal highway cruising speed and that it could easily use a five-speed gearbox. Then you turned around and stated that the machine you tested was designed for sale in Japan and that the machine that is to be exported to the U.S. would have certain modifications including 180-degree crank. Could it possibly be that the inferior (?) Japanese would actually have enough sense to see that American cruising speeds would require a higher overall gear ratio and that they would put such a ratio on their export machines? You yourselves said that the 180-degree crank is smoother at high revs and this is a clear indication that Mr. Honda is intending to modify their export machines for higher cruising speeds.

Anyhow, what is a magazine that is designed for American interests doing testing a machine that is designed expressly for a different market? I expect, and I hope everyone else does, that a road test on the Honda that is designed for me and not for anyone else shall be forthcoming. Also you claim to be disappointed in the Honda's performance. This 444cc machine is faster than one 649cc Triumph (T-Bird) all the way and it beats another 649cc Triumph (TR-6-SR), a 883cc XLH, AND a 1207cc FLH up to 90 mph. You weren't disappointed in either of the Triumphs' top end and the Honda was faster than one and only 1 mph slower than the other. Which is the world's best and fastest motorcycle now? (Also the world's most overrated motorcycle?) Also, who are you disappointed in now?

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I realize that these "quickie" road tests are great for smaller motorcycles (125 to 200cc). But please not on a full-sized 350cc motorcycle (June `64). Also might I suggest that you list the top speed of the motorcycles you use in the small tests? I AM SICK AND TIRED OF THE HONDA 160 OWNERS THAT TELL ME THAT THEY CAN ACTUALLY (get this) BEAT A 250cc SCRAMBLER OFF THE LINE, TOP END, AND ALL THE WAY. What year was the scrambler, boys, 1948? (Oh well, it takes all kinds to make a CYCLE WORLD, get it?) I hate to rub it in on you guys, other than this you have a great magazine going, so keep it up.

STEVEN STRADE

Torrance, California

We tested the first Honda 450 available in the world. There was not time, nor reason, to wait for a version that through a few minor alterations would be better suited for the American market. We were disappointed in the performance of the bike on a purely singular basis, with no regard to how it compares to other, or larger, machines. We were simply disap pointed in the performance of a machine whose specifications dictated a much bet ter overall performance. We spent two full days on the test track at Riverside Raceway, and many hours on the road. The 160 is a marvelous little bike, but.. Fear not "rubbing it in," we can take it. Can you? -Ed.

THANKS TO DEALERS,

AT LEAST SOME!

I would like to use your "Letters" column to thank several motorcycle deal ers for their assistance and prompt, thor ough service while on a road trip between Gotham, Alabama, and Spokane, Wash ington, May 5th through July 6th, 1965. The dealers in Montgomery, Ala., Ames City, Iowa, and Jordan, Montana, were courteous and efficient. My thanks also to the Bismarck Cycle Shop mechanic who sold me. at cost. part of his racing bike.

NO THANKS, to dealers in Nettleton, Ark, and Kansas City, Mo. Suggestions for touring across the U.S.; carry an extra set of small main jets for crossing mile-high Montana. Also extra control cables.

RICHARD W. SMITH

Camp Casy, Korea

WHAT'S NEW, PUSSY CAT? Enclosed find a picture of my Manx, Norton.

M~TKE MARCUS Berkeley, California