Letters
LETTERS
ONE MAN’S MAX
I am enclosing the photo of my NSU “Max,” which is specially built with one thing in mind and that is to go to the motorcycle races, some of which are 180 miles away from home. “Max” is quite a potent lightweight machine with top speed of 102/105 mph (depending on sprockets used). Not bad for an 11-year-old 250cc! The “treatment” includes as follows:
1. Girling dampers used at rear instead of the one in the frame. 2. Original oil tank has been removed and now the frame holds six pints of oil. (I had enough trouble to get this modification done.)
3. Homemade petrol tank and rear fairing piece. The petrol tank holds 22 liters.
4. Homemade front brake air scoop.
5. Gear change has been switched to right-hand side and rear brake to the left, operating by cable instead of rod. The engine has polished and lightened internals; racing gears, racing camshaft and rocker arms, 9.5 to 1 high compression piston, etc., etc.
BOB PORECHA London, England
MORE “HOT MOTORS"
“Hot Motors On Horse Tracks,” by J. L. Beardsley in your August issue, brought back many memories to me. From 1913 until 1925 — yes, even today — I was and am an avid motorcycle race fan.
The article spoke of the Jan. 11, 1920 race at the old Ascot, when Otto Walker spilled doing a fast turn, “but he jumped back on.” Believe it or not, it was I who helped him push his Harley to get going once again.
You omit Don Johns, whom I consider the greatest rider of all time, considering everything. On a Cyclone, this great rider was credited with a mile in less than 41 seconds on a dusty track, and no ethyl gasoline in those days!
Another great hero, whom I shall always remember, was the marvelous Ray (not Roy) Creviston. At the St. Louis one-mile track in 1914 (or was it 1913), he rode a ported 8-valve Indian to a clean sweep and was credited with 42-3/5 seconds for some miles. This great rider then came to Galasburg, Illinois, my home town, and on this same ported 8-valve In(Continued on page 44) dian, electrified the large crowd by his great speed and skill. Carl Goudy, Bob Perry and other greats were there, but little Ray was certainly in his prime.
I traveled as far as Columbus, Ohio, to see those great riders and races, and frequently I relate incidents to my friends.
WARREN ERICKSON Burbank, California
CALL IT “SUPER-ZAP"
I have been reading CW ever since I started riding motorcycles and think it is the finest magazine printed.
Included are photos of my CORZAPP, a 1954 Zundapp powered by a 1961 Corvair Monza engine. The ugly monster took me seven months to build while working full time. The unique thing about this hybrid is its drive. I used a Corvair torque converter and constructed a gearbox, using Franklin quick-change gears.
The final drive is by shaft, constructed of 4150 alloy steel. The result is a bike with smooth power from standstill to 110 mph, the top speed as geared. The engine being absolutely stock, is limited to 5,000 rpm before valve float. The whole mess weighs in at 730 lbs. and gets 25 mpg at 70 mph. Acceleration is on par with a 305 Super Hawk to 50 mph; then it is about equal to a H-D Sportster. At highway speeds it seems to have unlimited power available. Future plans include a custom paint job, new seat and saddle bags to carry more fuel.
The next thing I plan on is a touring fairing to increase rider comfort. The extra lights in front are aircraft landing lights and can only be used when driving alone with no traffic. They provide daylight for about 1/4 mile. The thing is very quiet, using Zundapp mufflers and sounds like an inboard motorboat when taking off from the standstill. I let a couple of BMW riders try it and they said they would sell their BMs and buy one if they were sold.
To date, the thing has cost $550, including the Stewart Warner fuel pump which pumps the automatic transmission fluid around. If I get rich I will change engines to a later model with four carbs and 145 hp.
I ride it to work every day. I am a student navigator stationed at Wather AFB, Sacramento, Calif.
RONALD E. OLBERG Rancho Cordova, Calif.
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SUPER STREETSTER
Ever since you publicized the SuperSportster in your December, 1965, CYCLE WORLD I had seriously been interested in a road machine based on the type of engine you mentioned. As a matter of fact, I had my old machine rebuilt similar to the one pictured in your magazine. Enclosed are two pictures that I’ve taken showing the results.
For your information, this machine has 12:1 pistons, XLR valves, PB cams, and a Dell orto carburetor. Result: a street machine able to handle just about anything.
The work, of which I am very pleased, was done at Wert’s Precision Speed Shop. Mr. Roger Wert takes pride and special interest in every machine he rebuilds, and works on each project until it meets his high standards of craftsmanship.
JACK SEIMAS
San Jose, Calif.
THE ENGLISH “DIG” US!
Having left California for the wilds of Europe early in March, and spending the first few months in France and Spain, I was not able to read the April, May, June or July issues of CYCLE WORLD, until I came to London and found that a bookseller here had all these issues.
Reading through the June issue, I came across a letter from one Gary Bradley, to the effect that a certain British publication relegated CYCLE WORLD to “mere rubbish.” I will agree that what he said is rubbish.
Almost every motorcycle dealer in London displays a couple of CYCLE WORLDS in their windows, each turned to a different page. One dealer has the window draped with Road Test Annuals. They also have all the British publications, of course, but never so proudly displayed. CYCLE WORLD is the only publication in the American or British motorcycle world that warrants the description, “a class professional magazine.”
MAURY MILLS
London. England
MICHIGAN RULES
I would like to clear up what seems to be a mistake in your article on p. 73 of the July issue.
(Continued on page 48)
For Michigan, you state, “cycles prohibited on all interstate freeways.” Though this sounds correct, it is misleading.
Any motorcycle (a vehicle with a seat distinctly designed for two, vs. the normal bicycle seat) with more than 5 bhp is permitted to travel on any Michigan road, interstate highways and freeways included.
What is not permitted on these roads is a “motor driven cycle” which would be a bicycle with a motor on it, of any horsepower. Also not permitted is a regular motorcycle with less than 5 bhp.
These above definitions, in terms of bhp, also apply to scooters. In other words, a scooter with more than 5 bhp would be allowed on interstate highways.
DAVID E. HOWARD Detroit, Mich.
REBUILT BMW 750
While attending college in Germany last year, I came across a 750cc BMW engine in the basement of a Frankfort motorbike shop. It had about 10 years of dust on it and a few minor items were missing, but it was otherwise intact. I made a deal with the owner for 200.-DM ($50) on the engine and any other “junk” I might find.
In my spare time I assembled these and other parts into functional order.
The frame is a 1948 BMW with the down tubes pried apart and new engine mounts welded forward to fit the larger block. The headers are modified R-51 pipes; the finned exhaust clamps, megaphones, and handlebars (inverted) are Horex. The rear end is a 1951 R-60 unit; the driveshaft and transmission are from an R-53 with the air cleaner mounting cut away. The rear fender is a 1954 Victoria “Bergemeister” front fender, and the front fender is a shortened BMW sport item. The seat is Italian, as are the alloy rims, which are laced to 1950 BMW drums. The tank is a vintage ’39 TT model with a six-gallon capacity. All the unpolished parts are sandblasted. The headlight and taillight are Mercedes truck parts. The paint is black lacquer.
Since March of this year, I have ridden this bike to the Nuremburg Ring Grand Prix, to Munich and the BMW factory, and then up to Bremerhaven.
I paid $65 to ship it to New York, and after attending the World’s Fair, I rode it across the states to Harlingen, Texas.
On my trip I got about 75 mph running at around 3,500 rpm. I don’t have a speedometer, but at this rpm I didn’t get passed too often.
Judging from the traffic on the “Autobahns,” this machine has top end over the century mark, and the power doesn’t fall off till around 7,000 rpm. There is enough torque on tap to take off in 4th from a stoplight and not be run over in the process.
(Continued on page 50)
As of now my total investment is up to $325; of this, $65 was for shipping it “across the pond.”
PERRY BUSHONG
Harlingen, Texas
HE SUGGESTS . . .
The recent boom in motorcycles and the accompanying better understanding of motorcycles by the general public has turned out to be a mixed blessing.
I refer, of course, to the large numbers of newcomers who have minimum, and that’s being kind, riding skill and apparently no knowledge of safety equipment and proper clothing. We can all testify to the number of bikes being used today by bare-headed, bare-armed, bare-legged and bare-footed riders and passengers.
The increasing number of needless injuries to and due to these uninstructed beginners is creating more adverse publicity for the motorcycle sport in one year than the “one-percenters” can in ten.
All those concerned must do as much as possible to eliminate these conditions. Individual riders can advise all new riders they know, clubs can conduct classes, etc.
I suggest that CYCLE WORLD can take three positive actions in regard to this problem:
1) Print basic articles on riding skills, habits and equipment aimed at educating the beginner.
2) Insist that all advertising carried show every rider and passenger on a bike wearing helmet and proper clothing. If people are shown not actually riding, helmets should be shown ready to be worn when needed.
3) All pictures and drawings illustrating stories and articles should follow the same rules laid down for the advertisers.
The above are at least a step in the right direction. They should lead toward making motorcycling a safer and more popular sport and of increasing its acceptance and understanding by the general public.
HENRY E. HUDGINS, JR.
Morris Plains, New Jersey
THINGS ARE TOUGH
Thank you, thank you. thank you — for the [Hodaka] “Trail Test” in the new CYCLE WORLD.
I now have a sign on my office door which says, “Genial Genius” and someone put another on the wall by my desk stating “I am great!” Of course, I immediately asked Mr. Miley for a raise in pay, which he immediately turned down, even though I showed him the CW article. He said, “the guy in the articles’ name was Keopke,” not “Koepke,” so they couldn’t be one and the same.” Furthermore, he acted as if maybe I wasn't really all that good and perhaps a little too “genial” and not much of a “genius.”
Anyway, we know, don't we?
H. L. KOEPKE, General Manager Pacific Basin Trading Company
