Letters

LETTERS

YOUR VERY OWN CW

I keep trying to discover what it is about your magazine that makes it so phenomenally good. I think that I might have hit upon something from your “Letters” column. Many of your readers get to feeling so possessive about CYCLE WORLD that they feel no qualms at all about writing to tell you how to run it. This possessive feeling is a result, I believe, of the fact that the magazine is so obviously published for the enthusiasts. I often catch myself referring to it as “my” magazine myself. There is this other thing, too, that CW is published by enthusiasts, as is proven by pictures of Parkhurst and Jennings chasing each other around Riverside Raceway on Yamaha TD-lBs. As for my suggestion on how to run our magazine, why don’t you print the caption on the preceding page if you run any more of those beautiful full color centerspread photographs. JERIMIAH J. KEATING Otis AFB, Mass.

RIVAL COMMENTS

In the January issue of one of your rivals, their “Tour Test” was of great interest to me. As they had not been able to finish the test, I could not understand why they include such articles. Over one-third of it discussed the author’s flat tire on the Johnson run, an unrelated topic. The author states that this was his first ride with racing type bars, but added that it (the bike) handled very well. So, now we know that it handled very well in comparison to others of its type. CYCLE WORLD is a pleasure to read, your responsible and intelligent articles stay on their topics and complete them. Coupled with an obviously high journalistic standard, it makes a magazine without equal in its field. I have only one complaint, I would like to see more articles on scooters. J. L. KRIEGER Hartford, Conn.

RIGHT HANDED CORNERING

Anent Russ Hall, South Bend, Indiana, letter in March “Letters” column, Mr. Hall is undoubtedly right handed. Experiments have proven right handed persons have more highly developed balance to the left, and left handed to the right. I have no information on whether it has been determined if balance affected dexterity or dexterity affected balance, but a definite relationship has been established. JAMES R. GIBSON Portland, Oregon

INTELLIGENT LEVER

An additional paragraph for “Intelligent Motorcycling, Part 4” should be: make sure all stands and/or kick start levers are folded up before setting off. The CW staffer on the Royal Enfield during the acceleration test, page 36 of the March issue, has neglected to do this. His kick start lever is stuck straight down.

Besides being rough on the ratchet it might get rougher on the hero driver, especially if he hangs a hard right. A friend of mine did almost the same thing on a Harley 74. He left the kick stand down, turned a sharp left onto the street, the front wheel came off of the ground, motor and rider continued straight, broke his cotton-picking leg. JIM FERGUSON Brevard, Calif.

(Continued on page 26)

Our hero driver, in this cose Art Editor Chuck Clayton, had little to say about the position of the lever; it was being swung back by the force of acceleration and a weak return spring. On slowing down it returned to its rightful position. Ed.

WANNA GO RACING ... IN A TANK?

We have a concrete water tank not in use. It is approximately 175 feet in diameter, about 25 feet high, open top, 10" or 12" walls, in the center of about 500,000 population. We were thinking this might be used for a motorcycle speedway. Could you put me in touch with someone that might be interested? O. E. HAUBROCK 425 Whitaker Blvd. Huntington, Va.

RUDGE OWNERS RESPOND

I noticed a cut-away drawing of the Rudge engine in your “Technicalities” column, yet you have never published a picture of the Rudge motorcycle. It was built until 1939 so it can be considered a fairly modern machine. I wonder how many of your readers would be interested in what the complete machine looks like? I am one of five members of the Rudge Owners Club in the United States and I am sending a recent photograph of my 1939 Rudge Ulster Grand Prix. The stock Ulster put out about 32 hp @ 5,500 rpm which would be considered very good even today, 26 years later. It is a single of 500cc with a semi-radial head with four valves and dual exhaust. BUZZ WALNECK Oakbrook, Illinois

TIME CHANGES EVERYTHING

I now divide time into two periods; BCW and ACW; before CYCLE WORLD and after CYCLE WORLD. BCW times were spent dodging cars, incurring scowls and, generally, carrying the burden of a bad reputation. The change came one day while waiting for a light to change. To my right was a station wagon occupied by a woman and her three children. Motorcycles seem to attract looks and questions and this incident was no exception.

The three children let fly a barrage of questions which I would have attempted to answer, but, get this, the woman scolded them, saying “Don’t bother the nice man. He must pay attention to what he is doing.”

Sure I should have been more attentive to my machine — but — nice man!! After that I began to see more and more looks of appreciation and, I think, envy. It cannot be anything less than a renaissance! You have contributed greatly to the sport and its following. So, keep up the good work. Who knows how far this thing will go? DONALD POREMSKI Pittsburgh, Penna.

OK, YOU'RE ON

I DARE YOU TO PRINT THIS LETTER! I am not demanding universal recognition of Harleys, but I am demanding an honest answer in the form of an explanation to this letter. I am a rabid H-D fan and have been surprised, never have I seen a Harley test in your magazine or anything other than an occasional advertisement. Also, when letters like mine have arrived you dodged answering them very shrewdly, or answered them with “no’s, you don’t says, hmmmmms,” etc. I want a direct explanation, if this is not done I’ll write to you so much you’ll have to start a paper factory. Don’t get me wrong. Your magazine is excellent, but such an injustice cannot be overlooked. Besides, the Harley is the only motorcycle made in the U.S. Are you saying in a redundant way that the U.S. is immature in the motorcycling field and that its products do not deserve recognition? NICK YERMAKOV Merrie, Long Island, N.Y.

(Continued on page 28)

No. Y ou don’t say. Hmmmmmmm. Better go back and look at those issues again, because, as we’ve been saying for quite some time now, we give each and every machine its fair share of attention. This has included tests of the H-D FLH, XLCH and XLH, two H-D Sprints, and many dragsters, customs, and other examples from the Milwaukee firm. Now, may WE complain a little. We are getting a little tired of being accused wrongly. Ed.

BUT, IT GOES ON . . .

A very startling fact has been brought to my attention concerning your magazine. It seems to me, and many of my friends, that your magazine has almost entirely neglected the American realm of the sport. Things would be fine and dandy if CYCLE WORLD was published in Japan, or England, or somewhere in Europe. But the fact remains that CW is an American magazine, which should at least be somewhat connected with American machines, riders, and races.

Also, it is my belief that it’s about time that American riders with American machines had a crack at the boys who you have made to be invincible. GREG A. MAIGA Thomaston, Conn.

HAWAIIAN HARLEY

As a constant reader of your fine magazine, I have noted two articles on the Hondas racing at our local drag strip in Honolulu. Being a very active and successful competitor against these bikes in the 80 Open Class, I think you may be interested to hear details of my Harley-Davidson Sportster XLCH.

My engine is basically stock with the exception that it has been ported and polished, has a “P” cam, light pushrods and slightly enlarged carburetor venturi. The entire bike has been lightened and the swinging arm extended six inches. The frame has been lowered to within three inches of the ground.

Best time to date has been an ET of 12.3 and a speed of 105 mph. My next change will be to fit 10.5 to 1 compression pistons, larger valves and better carburetion. Yours for better and faster times. WILLIAM W. THOME Honolulu, Hawaii

GETTING DEEPER

Your magazine reads easily. All publica-

tions need good writing and editing. Fortunately your writing is at least as good as the norm for the automotive press. Other motorcycling magazines appear to lack writing standards. Regarding your writing, please curtail the use of “indeed” to qualify. In the general automotive press, no word is more overused. If a choice of words must be redundant, make it simple, not affected.

Staff egocentrism is not good policy. I don’t care if factory/sales nabobs and the Editor are photographed together, generally. More often than not the intent appears to be an attempt to promote one party or the other. Usually news surrounding this type of photograph is badly served by the photo and its caption. Well written lines in the signed columns are usually more satisfactory for everyone concerned. A series of meaty observations made at the London Show are far more interesting than the flat statement (or embroidered) that the Editor was there.

(Continued on page 30)

Also please be less positive of the infallibility of your conclusions. Some of your answers to letters (usually on the “right” side of the questions) are hard to take because of the bitter and absolute hardness of the point of view. A well stated point of view is refreshing. The expression of truth or opinion is worthwhile. But, immediate rightness doesn’t imply absolute perfection. People tend to be fallible. Try to improve the world, but don’t be unnecessarily unpleasant about it.

Your technical and road test sections fill their categories well. News coverage is reasonable though occasionally spotty in quality. The letters to the Editors are the wildest things I have ever seen. Trail and lightweight machine tests call for improvement. Re trail machines, some sort of model against which the equipment under test is compared should be further developed. Reliability, slogging ability, downthe-road capability, price, etc. should be recorded. Your present tests don’t say enough that is cogent so no perspective is really gained. I can easily believe that many of these tests were written as fill. Thank you for what is generally a very satisfactory magazine. PAUL A. REMINGTON Franklin, Mass. Is that all? Ed. •

INSURANCE ADVICE

Reading your fourth episode of “Intelligent Motorcycling” brought back some not so pleasant memories of last summer. I was involved in an “I didn’t see him” accident where a boy turned left in front of me. I was injured, but not seriously. The point you failed to mention and I neglected was that of insurance. The boy was at fault and was charged with failure to yield the right of way. Neither of us had insurance, and in Ohio it is illegal to be involved in an accident without it, but not illegal if one drives without mishap. Even though I was not at fault, I lost my driver’s license for two years. I know a lot of riders who do not have insurance and the reason for this letter is to urge all motorcyclists to get insurance. Unless, of course, you need two years to repair your bike. JIM HEATH Lancaster, Ohio

ADVERTISING SURVEY

I have noticed a few of your readers criticizing your magazine because it has too many advertisements in it. Well, just out of curiosity I decided to find out exactly how much it does have. I very patiently counted the pages of actual advertisements and actual motorcycle news. I am proud to announce that the March 1965 issue carried exactly 46 pages of advertisements and 50 pages of editorial. That means a batting average of .532, not bad, I would say. So, in my opinion, don’t pay any attention to those letters that complain. You are doing great. BOB LARCHER Price. Utah

(Continued on page 32)

Thank you for the vote of confidence. Yon have uncovered one of our secrets. We maintain a balance as close to 60% editorial in each issue as we can, and when advertising increases, as it has with almost every issue, we amply add more pages to accommodate it. Obviously this makes the editorial pages increase in number. This issue is the largest we have ever published, both in advertising and number of pages. We discreetly point out that it is also the largest motorcycle magazine issue ever published in the history of motorcycle publications, and we are still growing. Ed.

PRESCRIPTION EOR LIVING

I am a newcomer to both CYCLE WORLD and motorcycling. Your articles on “Intelligent Motorcycling” are tops. Tt is a doctor’s prescription for staying alive. I am sure newcomers and old timers will benefit.

I question one point. In Part 4 at the end of page 61 you say to move to the extreme left when making left turns in order to allow motorists to pass. I do this but it really scares me. All too often a car, or a truck, passes doing 30 or 40 mph, and just inches away. It rattles my bones and nearly sucks me and my 50cc bike into the stream. Perhaps it would be better to stay in the middle, forcing drivers to stop. But then, as you say, drivers may not see you. What can be done? JOHN DICKINSON Champaign, 111.

FAMILY MOTORCYCLING

Thank you for a fine magazine. You may be interested in this snapshot of my family; we each have our own bike. Since I was 14 years old (I can remember that far back), I have owned 15 motorcycles. Enjoying the sport as I do, as my family became old enough we enlarged our stable so we might enjoy cycling as a family. I have received nothing but praise, oddly enough, for our family participation and togetherness in the sport. I might add no delinquency problems exist as my sons spend their time planning and preparing for the next outing with their bikes.

We have a camper and a house trailer and spent New Year’s weekend in Death Valley enjoying the sights on our bikes. You just can’t beat it for family fun. “High cost,” some would say; we would rather have the bikes than a color “boob-tube” or a boat or other such items that cost about the same, or more, and are used less.

same, more, are Since I ride my TR-6 to work every day and my wife rides her Trail 90 to work at the same High School my oldest boy rides his S-90 to, you can see the double duty they do. My 13-year-old son is confined to the dirt on weekends on his Trail 55, but he is still happy to be one of us. As my two sons like to ride the dirt best, and my wife and I favor road riding, your fine magazine always has something of interest for all of us. Please, keep up the good work. Just thought you would like to hear from someone who is happy with your magazine and his family life. GARY R. MACOMBER Northridge, Calif.

AFM RACING CORRECTION

I know you would like to print correct facts. In your article “The Super-Duper Super Hawk,” there are a few facts I should like to correct.

Eric Dahlstrom is a fine rider and Ï am not trying to take anything away from him, but he says he passed me on the third lap and Grossman on the second. I had to chase Grossman who was leading for two laps before I passed him and then I didn’t see anybody until the eighth or n:nth lap and it was Dahlstrom. I must a nit he took me by surprise and two lap? V he started to pull away and I could wnothing about it!

From that lap onwards roy arilla slowed and I barely finished irce. It was missing so badly I thought i is out

of gas. On inspection later we found that the high tension lead had broken off the coil and the spark had been jumping a quarter of an inch. We don’t know how long it had been broken but it certainly didn’t help.

One more thing, correct me if I am wrong; the lap record at Willow Springs is 1:42 and it was set by Mike Hailwood three years ago when the track was in niLich worse condition than it is now. RON GRANT Ukiah, Calif.

(Continued on page 34)

FORD MUSEUM CORRECTION

You concluded that the Honda four presented to the Henry Ford Museum in Dearborn. Michigan, was the only motorcycle in the museum. I have spent some time examining the collection of about 20 cycles which are on display near the railroad exhibits. The collection includes, among others, old Harleys, Indians, BMWs and one remarkable old bike whose connecting rods were attached directly to cranks on the rear wheel. It was a twin. So, Honda is in reality adding to the collection, not beginning it. KENNETH H. SENTENEY Ann Arbor, Michigan

GOOD ADVICE

For the past year I have been observing the rising tempo of the discussion centering around H-D and the AMA. Recently the letters from H-D dealers indicate their self-consciousness in regard to this argument. I am an H-D owner and feel it is the best bike on the market, and I don’t blame the dealers for sticking up for their product. But for them to defend the AMA and attack its detractors manifests a sensitivity on their part about the workings of the racing organization. They realize that there are indisputable facts that are not digested with reason. For instance; it is a fact that AMA races are dominated by H-D dealers and injustices do occur. Fact: that the 45 inch side-valve is not a production machine. Anyone seen a ’64 model with a headlight? Fact: that the rules are not voted upon by the riders whose best interests are not always considered. Fact: it is a shame our top riders cannot compete against European riders in races held in the U.S. Fact: auto racers get a share of the gate for purses; and in many cases, motorcycle races attract the biggest crowds.

Instead of fighting for an outdated cause, the influential H-D dealers should be the leaders in modernizing the AMA rules. H-Ds will always win races against machines of their own class. This is shown by the success of the 250 Sprints.

If you don’t think H-D keeps up with the times, just watch the ’65 FLH with electric-starting, 12-volt system and a 5 gallon tank. Just what the world has been waiting for. WILLIAM G. BURNS Norfolk, Va.

OK, FORGET IT

You used to have a good mag, but now all you print is foreign news and road racing. What happened to the desert events and the TTs? Your magazine is basically for Southern California so why not cater to these people? Your road tests are good I admit, also your idea on helmets for all types of street riders is good. Until you change some of your ideas you can forget it.

ANONYMOUS

If there is anything we hate it’s someone who is afraid to take the credit for a remark. Even when it isn’t very bright. CYCLE WORLD is a NATIONAL magazine, designed to please motorcycle enthusiasts everywhere. 20% of our readers are in Southern California; we try to satisfy them as we do all of our readers, everywhere. Ed.

(Continued on page 36)

CYCLES AND HORSES

To Mr. Osmundson’s letter in the February CW: It is indeed unfortunate that we have people who cannot be without motorized devices. It is also unfortunate that we have people who cannot brave the wilds without horses to pack everything they own into the woods with them. Mr. Osmundson, as a hiker in your state of California. I have had the unpleasant experience of being run off a narrow mountain trail by horses. Please tell me how this situation is more sporting than the fantasy you describe? Personally, I would rather meet a 200 pound Honda face to face on a narrow trail than a 1000 pound nag! In fact, by eliminating the horses we would have more room for passing on narrow trails ... plus, we would rid ourselves of all those smelly unsightly corral cookies which are strewn over our trails. JOHN T. HICKS Columbus, Indiana Echhhhhh! Ed.

MORE FROM THE V.O.M.

I take this opportunity to thank Mr. Parkhurst and CYCLE WORLD'S staff for the forum you extended us in allowing the Voice of the Membership to express its views. If the attitude of Mr. Parkhurst can be described as paternalistic, then what is needed, not only for the V.O.M., but also for our reformation movement, is more Parkhurst Paternalism. BOB PILGRIM Daly City, California.

AN ANSWER FOR READER HALL

Glad you brought up the subject of why it is seemingly easier for a cycle rider to bank left than right. I’ve often thought about it but never made any effort to find out why until now. Some research indicates that this tendency to bank left is based on the inherent human trait of right-handedness. When the hard-pressed Neanderthal picked up a club to defend himself, he used his right hand. Then as the sabertoothed monster charged, he quite naturally turned slightly left to bring the weapon to bear. It seems logical that the spearcarrying Hittites and Roman legionaires hefing short swords also did the left turn bit so as to show their opponents the business end of their equipment. Engravings in medieval books show mounted knights in armor lugging their lances with their right arms. In battle or when just jousting, it again seems likely that a left turn was necessary for maximum efficiency. Jeb Stuart’s Rebel cavalry at Chancellorsville had to bear left to bring their carbines and sabers into action . . . and so it goes . . . there must be innumerable other examples. Consequently, it seems only logical that the first cycle riders out for a bit of a go banked left because it just seemed smart to keep the right hand and arm uppermost. BILL KAYSING Santa Barbara, Calif.

(Continued on page 38)

SPEAKING OF INSULTING

Really sir, you definitely insult the intelligence of any person who has been associated with motorcycles any length of time with your obviously prejudiced road test on the 1965 Harley XLH. Hardly has the smoke cleared on the ridiculous running of a 15-year-old machine (Vincent) than you proceed to start all over again with a bunch of “opinionated criticisms” of a very fine machine. Some of us are not quite as naive as you might like to believe.

I have been associated with the Triumph motorcycle (dealer, racing, sales, etc.) since 1949 and am a very firm believer in my brand, although it is not without its faults. The statements and comments made about this fine piece of merchandise leave me at a genuine loss of words. Remember that not everyone that purchases a motorcycle is too concerned about going thru a corner at well over 90 mph. If this were the case, I am well assured that the BMW you so often praise would suffer considerably in the .Sales Department. I was so disturbed by this particular test, that I borrowed the demonstrator from the local Harley shop and took it for a 160-mile test hop (Palomar Mountain). I found the machine shifted like a real dream and was close to impossible to miss even the quickest of speed shifts, which is more than I can say for several brands on the market today. Need I mention a few. The starting was no real problem, but did require a little extra “oomph” which is typical of any long stroke engine. I do agree with the criticism of the throttle linkage, but this is an optional situation and can very easily be remedied. The seating position was excellent and there was no real vibration at average cruising speeds (65-75 mph). The brakes are definitely above average. I say this with definite authority because it is one of the few machines I have ridden down Palomar (including my 1961 Norton Manxman) that has not shown a little heating loss of “grab” by the time I got to the bottom.

You see my friend, no one machine can have all the goodies, but you must realize that for the average Joe, this is one hell of a fine bike. It is very attractive. I find the finish “far” superior to Japanese (have you looked at a Honda lately) and English finishes. I feel only the German bikes can overshadow the Harley paint and finish. As for castings, they are among the world’s finest. Considering the overall characteristics of the bike, I can say I’m not going to personally rush out and trade in my 1964 T-120R on one, but I sincerely believe your cynical two-fold comments on the bike sounded more like those of a beginner rather than a group of so called “experts.”

(Continued on page 40)

Your comments are a work of art. They have a knack of stabbing and praising which is getting to be standard with those machines which you do not obviously care for. How can you overlook obvious shortcomings of so many brands and yet be so very critical of Harley. Come on friend, grow up. Being a Triumph salesman you may think this letter rather odd, but your column and opinions seem to be getting more ridiculous every day. Pardon the typing, but I think my knowledge of motorcycles far exceeds my ability to type. Gotta go, couple of people just walked in to look at the world’s finest?? EARL ROLOFF San Diego, Calif.

PS: You fellows are always referring to earlier defects. Remember you are riding a ’65, not a ’54.

PSS: When is the last time your BMW had a wobble?

We aren’t too certain which magazine YOU are reading. Your comments on the HarleyDavidson XLH are pretty much just what WE said about it. We can’t take this lying down, though. Where do you think CYCLE WORLD, or any other magazine worth its salt for that matter, would be if it weren’t for opinionated criticism? You recovered from your loss of words quickly enough to get us confused with somebody who has been making statements that BMWs handle well when ridden hard. It sure as hell wasn't us. Read one of our BMW road tests, but try to exercise a bit more care and attention this time. We did not say that a machine, ANY machine, should have everything. We are a bit surprised at the occasion you chose to resent our having anything adverse to say about a motorcycle. In our short history we have ridden almost 90 different motorcycles in road tests (including high speed and hard acceleration runs), track tests, and other forms of performance proving for one reason or another. This includes almost every make of machine in the world, and nearly every make available in the United States. Hardly the background of an immature beginner, though we can certainly take a beating from some of the riders we’ve seen. Where are you working now? Ed.

MAGAZINE PAYOLA

I was more than a little surprised at the remarks I heard about CW when I visited today a friendly, local purveyor of and maker of specialized speed equipment for a popular brand of motorcycle; one of your very own advertisers.

They said, “There’s some kind of payola connected with CYCLE WORLD, though of course we don’t know anything for sure.” Of course.

You were accused of testing too many Hondas, which ran at too high a speed; of testing too many Parillas; of crediting their brand with too low performance; of making a “misprint” of the top speed of one of their favorite flavor motorcycles in your road test data; of doing more Road Impression tests on their iron instead of fullfledged road tests. Happily, you were not accused of (a) incest, (b) irrumation, or (c) income tax evasion.

Although they were ready with a long string of detailed specifications of malfeasance, every time I mentioned a particular statement from CW. e.g. the way you torpedoed the Parilia Tourist horsepower claim or the exact numbers you had in the road tests of their own brand bikes, the reply was a blank look — better, a look of honest surprise — and a, “Oh, I didn’t see that.” It reminded me of the typical automobile salesman, whose stock reply to any printed criticism of his Wildebeest V-9 is to say that the item in question is (a) non-existent, (b) mistaken, and (c) a lie, usually in that order.

Of course, I don’t know whether you’re a bunch of crooked so-and-sos either.

If you’re not, you have my vote of confidence.

If you are, you have my profound admiration, Machiavelliwise. You have ten staff members and twenty-one contributors listed on your masthead. Are all these in on the secret evil-doings? How can so many keep a secret? What sort of discipline, transcending anything the Communist Party has devised in a half-century, do you use to keep lips sealed?

What about the loose tongues at the offices of the payers of the payola? Do talkative secretaries get an expense-paid trip half-way across the Terminal IslandSan Pedro bridge? Or do you make contact only with the top man in each organization? with Mr. Honda? with Mr. Parilia? with Mr. Royal Enfield?

How do you decide who you will and will not accept payment from? The conflicts, the trade-offs, the marketing strategy must be truly staggering problems. Do you have standard rates? Do you charge by the absolute magnitude of the distortion — X mph added to the top speed — or by the percentage distortion — X% increase in top speed? Do you give quantity discounts?

Is it or is it not true, I ask you. Sir, to answer with a simple yes or no, that W. B. Swim has a brother-in-law named Soichiro?

The new protective mailing covers your subscription issues come in are just terribly pukka. No more pre-dog-eared magazines and no possibility that a mailing address label wind up on the, ahem, middle of a covergirl, as nearly happened to me in July 1964. Best of all, the inside front cover is now a perfect spot to make notes on those little items of interest that you can never find when you’re looking for them six months later. J. G. KROL Bellflower, Calif.