Letters
LETTERS
SPEEDOMETER ERROR
Handling public relations and advertising for Smiths Instruments and KLG Spark Plugs, I regularly scan the pages of a great number of publications, keeping my eyes peeled for comments that are either truthful, factual or complimentary.
On page 32 of the February issue of CYCLE WORLD in your reply to Douglas Kerr, you make the following statement, referring, of course, to a Smith Instrument, and I quote, "It did not mount a speedometer; had it, we would have been too busy at that speed to even notice what the notoriously inaccurate instrument had to say."
As editor you have every right to make whatever observations you may want to make, but, when it hits hard and in this case below the belt, I am compelled to draw your attention to the fact that, after all instruments by a number of manufacturers both here in the United States and in Europe were tested, the Ford Motor Company made a choice — this choice was Smiths Instrumentation in their Indianapolis cars. Ford is not the only one to make this choice, and a great number of major car drivers all over the world rely on Smiths Instrumentation.
Smiths Instruments are calibrated with a great degree of accuracy, and, if you desire technical material to support that statement, I am sure that it will be forthcoming from not only themanufacturer, but the U.S. distributor as well.
WALTER K. von SCHONFELD
Clifton, New Jersey The space age rev counters used at Indianapolis bear as much resemblance to a touring motorcycle speedometer as underwear does to riding boots; we could say the same thing about the price. We all know that production speedometers are adequately accurate at 60 mph, that is where they are calibrated, but it is not unreasonable to expect even 10 percent error at 120 mph. We fully realize that Smiths, as well as several other prominent makers of instruments, produce highly accurate devices for obtaining either extremely precise, or merely general, data. Instruments built for mass produced touring machines cannot be made very scientifically at costs reasonable to the demand. Ed.
IT'S LILAC TIME
Recently I bought a 1961, 250cc Lilac motorcycle which was in beautiful shape — excepting of course and as usual, the engine department. It seems that while touring in Southern Oregon it started making a few gurgling sounds and before it could be shut-off the engine became a mass of shrapnel. After picking up the pieces and bits over a two block area it was determined that those parts needed to rebuild the engine consisted of: two connecting rods, two pistons, rings, both halves of the crankcase, both cylinder sleeves, and various other washers and gaskets. As you can see it might be a considerable investment getting the old engine running again — so now to the question at hand.
Since the frame is in such good shape I was hoping you might have some suggestion (other than junking the whole extravaganza) as to the whereabouts of these "golden" parts or what type of conversion I might be able to adapt. There must be other select individuals who were lucky enough to latch onto one of these rarities, so for all of us I might ask what you would suggest as to whether or not it would be practical to rebuild this seeming Japanese Engineering Freak.
BOB KEASEY Principia College Elsah, Illinois Can any of our readers help ? — Ed.
MODEL READER
Enclosed are a couple of snapshots I had made, a good sub-title would be "another BIG issue of CYCLE WORLD." I enjoy every issue, and sincerely believe you have a great magazine and a big future.
DAN CASSON San Pedro, California
AD NAUSEUM
You're probably afraid to read this letter. It concerns the Honda 305 Scrambler road test. What's wrong with you guys? Your road test was a joke! The next time you test a Scrambler make sure it's broken in properly. Your test was so poor that Honda will probably cancel their advertising with you. You print what other advertisers want so what happened here? My 305 Scrambler did 98 mph in the quarter so what do you think of that? I regularly outdrag 450s at stoplights including a smoky XLH I saw. So put that in your pipe. After I get it souped up I intend to go after Shelby Cobras. So with all your facilities I'd think you could be more accurate. And Ad Nauseum.
I haven't seen such carping letters since Road & Track days of 1953 or so. And I've tried not to write any letters to the editor. I subscribe to CW because you are the experts and I'd just as soon leave it that way. CW is perfect. I hope you don't lose sight of the fact that for every kook letter you get there are ten satisfied readers that don't write. (I hope the ratio is greater.)
From your excellent use of duo-tones (they really add something to the page) to your road tests the mag is tops. It's well designed, fresh, knowledgeable and best of all entertaining! I wish you continued success. You're probably afraid to print this so burn this letter as I have an aunt in Palo Alto and she might happen upon it.
PAUL HENRY Montreal, Canada
MOTORCYCLING FRATERNITY
I take the liberty of sending you the 1966 calendar published by Delta chapter, Pi Kappa Alpha fraternity at Birmingham Southern College, Alabama. If you will turn to July, you will see my pin mate, Georgia Hammond, pictured with an Atlas type Norton backed up by motorcycle type ad. This is just to show that many of us in the fraternity are avid motorcyclists. We're a pretty clean bunch and we can afford haircuts regularly. Some
of us even think CYCLE WORLD hung the moon. Because your slick has us all thoroughly snowed, you could really be a heck of a nice group if you would print Georgia's picture in a conspicuous corner of your "Letters" column.
However, if this is inconvenient, we'll understand. Best of luck to you in the New Year, and kindest regards from Pi Kappa Alpha.
MICHAEL KNIGHT Birmingham, Ala.
Nice guys that we are, we couldn't resist either your eloquent appeal, or Miss Hammond's picture. Hope it isn't too inconspicuous. — Ed.
MOVING UP
May I offer a little constructive criticism of your excellent magazine? Firstly, it seems to me that a large number of riders who have learned on bikes of less than lOOcc must be moving up into the 150250cc class. Yet, and in spite of the huge variety of machines in this category, you do not appear to emphasize them. Perhaps I am in error in thinking this, but you see I am one of those who is thinking of a move up, and am perpetually waiting for the right types to be tested.
Secondly, to me your tests are not sufficiently comprehensive; they give the impression that you want to get them over with as briefly as possible. Surely there are few articles as interesting to the average reader as a really thorough, critical test of a new model; we are all keen to know as much as possible about our hobby, and for most of us you are the Bible upon which we base our purchases of new and used machines. It should not be necessary for me to read your "Letters" column of January before knowing all about the 150 Suzuki, should it?
Finally, a taste of honey is worse than none, so please let's not have any more of those brief Road Impressions except when they concern a highly specialized model which most of us are not interested in purchasing.
JOHN DENNYS
Port Hope, Ontario, Canada Good point, except that we have tested many 150, 160, 175 and 200cc machines, including the Suzuki 150 mentioned in a letter from one of our readers. — Ed.
AN OLD-TIMER
Has it occurred to you that there might be some interest in an "Old Timers' Corner" or some such section in your magazine wherein the more experienced enthusiasts could submit reminiscenses, old photographs, etc., regarding our wonderful sport as it used to be? I was particularly impressed with such things as your history of the motorcycle, the coverage of an outing of the Indian club, and the occasional photos of restored antiques you have carried.
Perhaps I am interested in such a feature because I am an old timer myself. I bought my first bike (a 4-year-old Indian 4) from a dealer in San Diego in 1936. That dealer should qualify as a real old timer — he's still advertising, under the name of Guy Urquhart! I still ride a bike every day, and although I am impressed with the advancements that have been made in the machines in the last 30 years, there were many improvements offered many years ago which were not accepted by the public at the time, and only lately are becoming standard practice.
How I wish the old Indian outfit could be revived to give some U.S. competition to the other company, and show the world that U.S. engineering can be superior to any! Keep up the good work. Your excellent magazine has provided at least one doddering old timer with almost endless entertainment.
JOHN S. DENHAM St. Thomas, U.S. Virgin Islands
POOR CIRCULATION
First, a word of congratulation on such a fine magazine. I consider myself an unbiased judge of yours and another leading cycle magazine, and CYCLE WORLD is my choice by far. There is one question both ering me; you state on your cover that you are "America's Leading Motorcycle Enthusiasts' Publication," and your com petition says that they are the "World's Largest Monthly Motorcycle Circulation." Would you please explain the difference? JOHN W. COLLEY Park Forest, Ill.
(Continued on page 84)
Well sir, we verify our largest circulation with an audit by an independent circula tion auditing firm, ABC (Audit Bureau of Circulation), whereas the `other" maga zine merely says they are largest, and you are supposed to believe it without ques tion. Since they do not audit their circu lation, apparently in fear of what the re salts would show, we must consult some unbiased source. Standard Rate & Data Service publishes a periodical list of mag azines, their advertising rates, addresses, editorial subjects, etc., and of course, cir culation. In formation is obtained from the publisher. Dec. 1965 S.R.D.S. (as it is called in the trade), shows their circula tion as being 58,035. ABC shows our av erage as 95,528, and the highest selling issue of the year 1965 as being 101,073, filed with the Audit Bureau of Circula tions, subject to audit. `Nuff said? - Ed.
LOST ELECTRA
Noticing your statement in the Febru ary issue, page 38, "Norton (Electra 400) no longer available in the U.S." I wish to advise you that this is not true. In the past few days I just received a shipment from the distributors for my retail store, of over 650 units and among them are 50 Electra 400cc in the latest execution. HARRY KELLY Kelly Motor Co. Dayton, Ohio Can you spare one for a road test? - Ed.
FROM BUENOS AIRES
Looking at your November issue, re minds me that it has been a long time since I have seen the latest "big bore" machines. You know that every country has its peculiarities about bikes, cars and laws. In Argentina imports were duty-free until about 1950 on all two-wheel ma chines, so a lot of English big twins of that vintage are still around. Many are still running strong. From that year on, only Italian and Argentinian lightweight machines have been sold.
Ten years ago, cars were out of the question for the average man, now there are parking problems and cars are not as expensive; a Fiat 600, four years old, is worth about $2,500. The best (nation ally made) Rambler Ambassador costs about $7,500 new. So, now we have fewer motorcycles in proportion to cars. Motor cycles are now used by people who cannot afford a car.
I just started riding again with a 48cc Lambretta, after having built up to a 150 Gilera and a Vespa 150, and a Siamlambretta, Islo, etc. I am using the 48cc as my second car, and I am sur prised at the fact that it is as fast as my 125cc was. My Vespa was the best, it was noiseless and rode like a car. I crossed the Andes on it without problems. JOHN ROBERTS Buenos Aires, Argentina It is nice hearing from readers in distant corners of the world, but a $7,500 Rambler has us baffled. - Ed.
HOPETOWN CORRECTION
Your February issue has the results of the Hopetown (Corriganville) scrambles, and you have made a great error. You have the right make of bike in second position, Bultaco sidehack, but the wrong pilot and passenger. You have G. Cratz, which is actually C. Gratz, and F. Sateras riding the Bultaco when they rode a Greeves. The pilot and passenger of the Bultaco were Jim and John LeBlanc. I'm sure you will correct the error. You have the best cycle magazine out, keep up the good work. RUDY SANTIAGO Los Angeles, Calif. Even the mistakes? - Ed.
GAUNTLET FLINGING
With reference to the Suzuki Hustler X-6 challenge (in your February "Letters" column) of a Honda 450, we would be more than happy to accept Jim Thomp son's challenge and put an end to any one's doubts of the Hustler's ability. Head mechanic Bob Schidel says that the world just ain't ready for what the Hustler is gonna do to Thompson's Honda 450 "dog." STEVE ITALIANO EARL TANCHUCK BRUCE NOSBUSCH Santa Monica, Calif. Them's fightin' words, mister. Ed.
TRUE BLUE BUG
Last year, having been bitten by the cycle bug after 20-odd years of being true to sports cars, I subscribed to various cycle magazines to find what had been going on in the days since the fourcylinder Henderson. I sincerely hope you will not spread yourself too thin trying to cover in every issue every possible phase of everything connected with cycling. I believe most of us would rather read two or three articles covering subjects in reasonable depth than read six that are so superficial they be come meaningless. It is very disappointing to work your way through a magazine and finish with the feeling of just plain nothing, especially if you have looked forward to receiving it for an entire month. D. 0. LAUTERBACH Denver, Colorado
HOW'S THIS FOR SERVICE?
This summer I plan on a year long trip through Europe on a new Harley-David son. Before leaving I need all kinds of in formation. I have looked through CW in the past for such advice as shipping a bike, insurance, restrictions on highways, etc., but have found nothing. All the travel books I can find say nothing about this, only about cars. Maybe they think motor cycles don't exist. If you or any of your readers can supply me with any information, I sure would like to hear from them. LEE INGRAM Santa Cruz, Calif. This issue will probably answer most of your questions. Ed,
NEW DEALER
Being a "new generation" motorcycle dealer, my knowledge of motorcycles was rather limited. Then I discovered CYCLE WORLD. Fred Thumhart, a good friend of mine who later became chief counselor and racing team manager for my team (we won 29 trophies at the scrambles this past summer) loaned me all his copies of CYCLE WORLD, starting with 1962 editions. Through reading, re-reading, and memorizing your excellent test reports and "Technicalities," I have acquired knowledge which has helped my sales, status and insight tremendously. I cannot express how much your magazine has done to help improve motorcycling. Since I am an avid trail rider (Bultaco Matador) I especially enjoy your scrambles and enduro coverage.
Last year there were 50 bikes registered in Franklin County, and this year there are over 600 registered. We've even organized a club, "Malone Rough Riders," and last summer we put on 10 scrambles, drawing riders from Vermont. New York,
Quebec, and Ontario. Many of our riders are dedicated readers of CYCLE WORLD, despite the fact that we have a devil of a time getting hold of copies.
Once again, a hearty thanks to CYCLE WORLD for helping me get started, and for being one of the finest parts of the great sport of motorcycling.
JIM CUNNINGHAM Jim's Cycle Shop Malone, New York
FURTHER PROTEST
Being a soldier in Viet-Nam and an avid reader of CYCLE WORLD since the first copy, I feel I am entitled to comment on the letter from Mr. Estes (CW, Jan. 1966). He spoke of the undesirable but dramatic patriotism of the Hells Angels when they tangled with the Viet-niks. Then you went on to agree with him by saying there is some good in the worst of us.
Christ! Have you all gone mad? Do you actually believe that these filthy savages were interested in anything more than to take advantage of a fight in which they had popular support? As far as I, and everyone else I know, am concerned, the only thing worse than being protested by
a Viet-niks, is being supported by the Hells Angels.
PFC JUDD W. SHAFFER Dong Be Thin
South Viet Nam The only thing worse is having our readers place us in either category. —Ed.
MEGAPHONE JAZZ
I would appreciate an answer, via your magazine, or through the mail to the question; are megaphone mufflers with baffles legal in New Orleans, La.? I bought a pair for my Honda 160, just last week, only to be stopped by a New Orleans fuzz four hours later for defective mufflers! He said, "I don't care if they're legal with baffles or not, they make too much noise! I can hear those things ten blocks away. I could give you a ticket for defective mufflers, as well as charge you with disturbing the peace."
Fortunately, I did not get the ticket then. I agree even with baffles megs make quite a bit of noise, especially higher than about 3,000 rpm. They can be heard more like five or six blocks away though, seriously. I think something should be done about the muffler situation, as Mr. Freynik of Livermore, Calif, said in your "Letters," December issue.
I heard that sport megs remove most all back pressure from the exhaust system, as compared to the big stock mufflers. So megs in effect increase power, acceleration, and top-end qualities. At the same time, they are better for your engine since there is less back pressure. Is all that true? They are supposed to be better than straight pipes for top end and are actually legal. Is that true? Several experienced mechanics and cyclists have told me this.
A sign in the motorcycle dealer's window states that it is illegal for one to drive with megs if the diffusers or baffles are removed. True? All my efforts to find out though have been futile; the braketag inspector, Police headquarters, a lawyer, and a Judge in Traffic Court all here in New Orleans, could not say. The Police have never heard of baffles, diffusers, or megaphones. Yet they can still give tickets for defective mufflers. This is incredible, I say. Surely someone must know, so I am turning to you or your readers. And if legal, can they be driven in any rpm range, or are there restrictions there, too? This could be nasty as Honda 150s have no tachs.
GEORGE R. R. CRUCE New Orleans, La.
You are misinterpreting the term, "defective muffler." A defective muffler is a muffler that fails to muffle, even when it was made that way, as megaphones are. We cannot quote Louisiana law, but feel fairly certain that the law by which the officer could have cited you was one that simply states a machine must not make more than a certain amount of predetermined noise, measured in decibels from a specific distance. Megaphones, unless properly made to a "tuned" dimension, will very likely do as much harm as good to an engine. We have not made laboratory tests of the megaphones on the market, sold for touring or racing bikes, but with baffles or diffusers in place, our findings have been they do nothing for performance, make a lot of noise, but they DO look good. We highly recommend leaving the standard mufflers in place; they are properly designed for the machine and the limits they place on power output is marginal in most cases. If you want to replace the lost power there are many ways of doing it that will irritate the law, and the public, far less than open megaphones.
(Continued on page 86)
Ed.
THUMPER PUMPER
After being an avid reader of your unprecedented publication for two years, I feel I must get in my two bits worth on the subject of motorcycles. I am the proud father of an old, sluggish, noisy, vibrating, kick-starting, magneto-fired BSA 500 single. She won't rev up to 10,000 rpm nor will she 0-60 in 7 seconds, and she wasn't made in Japan, but alas... I still love her!
T bought this amazing relic from the first owner after he had ridden her for seven years; so when I purchased this not-in-vogue antique, it had better than 60,000 miles of riding, all not easy. I had to fix up the valves, and while I was in the process of doing this, the original bottom end bearings were checked. Lo and behold! They were in good shape (60,000 mi. ). I did have to bore out the cylinder and install a new piston, old one was all shot (60,000 mi.).
After this was done, my wife (that's my second love) and I took a tour of central and northern California where we put on 2,000 miles. I know you won't believe this, but the old pump didn't break down! This all came about a little over a year ago, and the ole' darling still takes me to work daily except when it rains, cause I'm chicken to ride in the rain.
I must admit I have to tune it up and change oil (50 SAE) every 1000 miles or sooner, but mates, that's a motorcycle for you. I would like to see the owner of one of those puny sized electric-starting, high revvers make a statement like this after going 77,000 miles as my thumper has done and is still doing.
Moral: They don't build 'em like they used to.
WILLIAM F. WOLFORD Sacramento, Calif.
JUST ONE MORE CHANCE
I am a subscriber to your mag, and I have every copy from January 1964. In my book, your book is the greatest, and one of my biggest ambitions is to see my name in your mag. So if you have any heart, please print the following true account in your "Letters" section.
With time on my hands, this summer, I decided to start a completely new innovation in motorcycle racing. After minutes of careful planning and design, I acquired a tractor and made a track, almost in the shape of a geometric form called an oval and composed completely of dirt. Since safety was the main factor, it was located only 15 minutes crawling distance from Mercy Hospital.
Every day, I would hold races in the 500cc BSA Gold Star single-cylinder class, and even against such fierce competition as myself, I would always come out triumphantly.
Now let's get on the ball; all summer I reigned in first place on Auburn's only motorcycle race track, and never once did you mention my name in your book. Give us beginners a chance.
BILL CARRIS Auburn, New York
WRONG VILLAIN
More often than not the truth hurts and this has been evidenced in the letter from Mr. Roy L. Schmidt, Jr. in your March issue wherein he has made a rather weak rebuttal to my letter in the January issue which criticized your road test of the Montesa 175 Enduro (November, 1965 issue).
It is indeed unfortunate that Mr. Schmidt has misunderstood the purpose of my original letter. I was not criticizing Montesa so much as I was taking exception with the editorial policy of CYCLE WORLD for not pointing out in the road test that this bike was not suitable for enduro-type riding, but rather was a street machine with disguised trimmings.
I might point out to the readers that the reason for Mr. Schmidt's concern over my letter is due to the fact that he has been negotiating with Mr. Kimball of Montesa Motors for a distributorship/dealership in this area and he feels that my letter has done irreparable harm to the name of Montesa and consequently to his chances of getting said distributorship.
The "whole truth" which Mr. Schmidt feels is his duty as a Montesa owner to inform your readers of is not quite accurate. He states, "The reason for Mr. Purves' front wheel rim being out of line is that he replaced it with a smaller tire size and ran low tire pressure." The bike came equipped with a 2.75 x 19 Pirelli Universal and I replaced it with a 2.75 x 19 Avon Trials Supreme as I wanted a knobby tire in the front for mud riding. I never ran less than 22 lbs./sq. in. pressure which is what Montesa recommends in their Owner's Handbook. I will refer Mr. Schmidt to page 82 of your March issue to the article "Enduro Machinery" wherein Mr. Jones states "Aluminum rims must be replaced with steel."
Mr. Schmidt states further, "He forgot to mention he was jumping logs with same, also the fact that he looped it on a 100-ft. hill and let it go riderless end over end approximately two or three times." I was under the impression that enduro bikes were supposed to be able to jump logs but apparently Mr. Schmidt feels this is too rough a treatment for the 175 Enduro. True, I did loop it on a 100-ft. hill and it went riderless into the air but did not go "end over end" it landed on its side and put a large dent in the gas tank.
Mr. Schmidt continues, "Also the same motorcycle ran into a telephone pole after the rider fell off." This is not entirely accurate either. The front axle protrusion grazed a telephone pole causing the upper fork head which is made of pewter (!) to break into many pieces. The fork legs then having no upper support were bent back badly and then I fell off. However, after this incident every part that was either bent or broken was replaced with new parts. My gripe with the forks is that they would not stay aligned with the bars even after all the parts were replaced, notwithstanding running into telephone poles and looping on hills, and this is what I meant in my letter by "weak." The fact that the forks are weak can be borne out by the following:
(Continued on page 88)
1. Montesa has fitted completely new forks to the 250 Scorpion (the successor to the 175 Enduro) and LaCross bikes. (See 4-page color spread in March issue.)
2. The new Impala Special (a street bike) which still uses the old-type forks is now sporting a hefty fork brace!
3. In your January issue on page 57 you show a picture of Pedro Pi, a factory rider in action and his machine is fitted with the new type forks. This tells me that the factory realized long ago that the forks were due for a change and I am glad to see that they have finally made it.
4. Mr. Schmidt fitted a fork brace which he purchased from Montesa Motors to his own Diablo, which bike, incidentally, he has since disposed of as have I.
I am glad to see that the 175 Enduro has been replaced with the 250 Scorpion which appears to be 100% improved over the former and I hope that my letter was influential in effecting many of the changes which appear on this new bike.
ROBERT D. PURVES Metairie, Louisiana
HELP! INDIANS!
Re: Letters, p. 24, Oct. '65 CYCLE WORLD, please make an early correction of an error in which you suggest that people who wish help should contact me as Secretary of the Antique Motorcycle Club. I am not and have never been Secretary of the Antique Motorcycle Club. The present Secretary is: Mr. Ernest Biddle, Harrisonville, N. J.
I have received a rash of letters as a result of the misinformation in the Oct. issue. Because I am now completing a doctoral program at the Pennsylvania State University, I simply have no available time to answer the wonderful enthusiasts who want help with restorations. Please request that they redirect their inquiries to Mr. Biddle.
I suggest that the present Secretary is due an apology for being slighted as the diligent, enthusiastic executive of the fine Antique Motorcycle Club of America. With my apologies to those who hopefully wrote to me and with my wishes for your continued publishing success.
EARL CHALFANT State College, Penna.
RIDING PARTNER
In March of this year I will be coming down to Daytona Beach on my BSA Lightning Rocket for the races. Could you please let me know if there are any other enthusiasts from the Metropolitan area that will be coming down?
I look forward each month to reading CYCLE WORLD, it is the best magazine in the cycle publishing business. Thank you for any help you may give me in the above matter.
BARNEY STONE 52 Poplar Avenue Bronx 65, New York
BONE PICKER
I have a bone to pick, but please do not associate this letter with some of the critical notes you receive, as I am a devoted fan of your fine magazine. My bone is: your mag is not as expressed. The name CYCLE WORLD would imply your mag covers all aspects of the cycle nuts' taste. However your magazine is devoted primarily to the activities and interests of the street riders and road racers.
Instead of this, couldn't you devote some space to the lowly desert racers? Occasionally you, as in the Feb. issue, do give a little info on eastern enduros. I understand how difficult it would be to obtain pictures, etc., but how about some written words, names, types of bikes winning — perhaps a notice of an upcoming meet.
We desert racers devote as much if not more time on maintenance and presenting a good image as do other riders. We have no spectators to cheer us on, no prizes to speak of, but still we represent a good percentage of the total buffs.
So how about a little recognition in your mag? I have seen little paragraphs in the back 20 pages on desert events, like last year's coverage on the Greenhorn which I think should have included an action shot on the front cover.
Keep up all the other good work you are doing.
JEFF KNAPP
La Crescenta, Calif. We try to cover all the Nationals and as many others as space permits. Ed.
BRIDGESTONE ERROR
In your recent test of the Bridgestone 175 (issue of February 1966), why did it take you 13.6 seconds to get from 50 to 60 mph? And, why is your 0 to 60 mph and 0 to 70 mph slower than your 0-72 mph? (SS Î4). Your acceleration chart doesn't jibe with either although your 0 to 80 mph looks okay. How many others have been wrong I wonder?
BOB CASNER
Playa Del Rey, Calif. None that we know of, except the figures on the Bridgestone 175, of course. The acceleration chart is correct. Both the 0-60 and 0-70 times are in the elevens. Our apologies for poor proofreading. Ed.
NO ROAD TEST
A few days ago after thoroughly reading the latest CYCLE WORLD, I picked up a copy of another cycle magazine, the name of which I will not mention. I was not only disappointed but downright mad when I examined some of the tests which were made. On the contrary, they were not tests at all, but rather statements of specifications made up by the distributors. The editor tried to justify his reluctance to test any of the machines by saying it would not be fair because different machines require different lengths of time for break in. To me this was no road test at all. If I want a list of the makers' specifications I can get them myself.
(Continued on page 90)
This is why I enjoy CYCLE WORLD SO much. Because of your thoroughness and fairness in making road tests, you have become a true aid to motorcyclists and not just an echo of the manufacturer.
TIM GROSS Eugene, Oregon
CLUB, ANYONE? Two questions;
1. Where is there a nearby BMW dealer in my area?
2. Is there a cycle club in and about Washington D.C. which I may look into?
ROBERT A. SPELLER 2007 E Street, N.W. Washington D.C., 20006 Perhaps our readers can help. OEd.
BEGINNERS' SEARCH
We were in search of a magazine we liked. We have bought every motorcycle magazine we could find. We all agree there is a motorcycle boom on. Also, 69% to 75% of all riders are new, and of one-day to four or five-days' experience. This doesn't seem to make any difference to the American Motorcycle Association, the manufacturers, and the magazines. They all cater to the experienced few, and no time or space is given to the 60% to 75% in the "first grades." They are not given the chance to learn the correct way. They are put in the Senior class from the first go.
If you don't know the motorcycle language you don't know what you read, after you read it. After accumulating a big stack of all the magazines we could learn about, the nearest to what we wanted came in "Intelligent Motorcycling" in CYCLE WORLD. In hopes you will give two or three pages each issue to the first grades, if you fail to continue to give education to the beginners we will drop your magazine.
We want to know: what is an enduro; what does a machine have to be in order to be an enduro bike, scrambler, road racer, trials, trail bike, or moto-cross bike? There must be a difference or they would not be named so. I have written more than 30 letters to magazines, distributors, etc.; as of now I have not had a definite answer. Neither can I describe the competition differences clearly after reading the AMA's vague competition book three times. Vague to beginners, probably clear to the experts. Most seem to think that people are born with the knowledge.
CARL N. DUDLEY Sacramento, Calif. We have done what we were able to do for the new rider, and we have a great deal more in store shortly. Yon might he interested in our new publication, to be devoted to under lOOcc machines, now in the works. Ed.
OUT OF WHOSE HANDS?
I thought it was time for someone to tell you that you seem to be getting out of hand on your personal dislike for AMA racing rules about 750cc sidevalves. For the second time, you have cut down the No. 1 rider in your last magazine; you claim he is No. 1 largely because his cycle is bigger. I quote "He earned his spot largely because more points are awarded where the larger and more powerful machines have the best chance of winning, such as Daytona." You said that, but have you noticed, Bart Markel, No. 1 for 1966, did not earn one point at Daytona? And for your so-called longer races where most points are offered, H-D won only one out of six! Bart won No. 1 because he is one hell of a rider. It is unfair not to give credit to a man operating that machine.
Why don't you confine your personal dislikes to your Editor's column like an Editor should and keep it out of your public reporting, like you did on your report on Daytona this last year? You slapped the current No. 1 rider in the face real well in that article, not giving him credit at all. That kind of reporting doesn't belong in the fine magazine you otherwise have. The top riders on foreign made bikes such as Nixon, Mann, White, etc., don't moan and groan about cubic inches rules, so why should you? The rules are fair. The smart rider knows he can buy a 750cc H-D if he thinks they are better. What is unfair about that?
And don't give the story that only a few people can buy a new 750cc racer. That is your propaganda. Gee, I sure sound bitter don't I? Well I'm not, I just wanted to see this letter appear in your magazine, hoping it will inform the public of a few facts. Now I know you have the advantage of having the last word .. .
SAM ARENA, JR. Harley-Davidson Sales & Serv. San Jose, Calif.
Why is it that we seem to receive most letters of this sort from H-D dealers? Our apologies to Bart Markel; he is a superb rider, and he is indeed on the machine that is best suited to his talents, in every way. Though we fee! fairly certain that the H-D factory would just love to quit making the occasional bits and pieces to supply their racing department and the favored dealers who are running the 750 side-valve KRs, we aí! know equally well the AMA has not found a suitable displacement class to replace them, though they have certainly tried in times recently past. We still would swap our Captain Midnight decoder rings for the ability to walk into a Harley dealer's showroom and ride out on a fully road-equipped 750 side-valve production machine. We are familiar with this tale, as well as the ones about Santa Claus, and the Yamaha TD-IB, six-speed Bultaco 250 TSS "production" machines, etc. These remarks are not to be construed as criticism of the Harley practice, rather another stab at the A M A's Class "C" rule, which now stands with a new road ahead since the introduction of the recently modified frame rule. If those weren't riders we've talked to, complaining about the AM A's rules, then who were they? OEd.
LOTS'N LOTS OF GOOD ADVICE
Despite the ever increasing numbers of motorcycles on the roads, I believe that we are becoming over-optimistic about the improvement of the motorcyclist's image in the past few years. The reason is that we are not getting the kind of publicity which we need, and we are not getting it where it counts — in what the public reads.
First of all, we must ask what the average non-motorcyclist thinks when he hears the word motorcycle or motorcyclist. Usually, a chain reaction of nouns and adjectives wells up in their minds, running something like this: "Crazy — mixed-up noisy dirty hoodlum — teenager!" If you doubt this, just ask any young fellow who has just announced to his family that he is going to buy a bike; a crescendo of protests from family, friends, and relatives will immediately resound about his ears, and he will be lucky if he ever buys the bike at all.
Let us now ask why this occurs. About a year ago I did just that and launched into an experiment of my own to find out the reason. I began by gleaning all of the local news media for any and all information about motorcycles. I scanned the local papers, cutting out articles on cyclists, and I checked the Readers Guide at my local library for articles on cycles in the popular national magazines. I divided the articles into two categories. In one folder I kept note of all the articles which were either complimentary or at worst neutral toward cycles. In another folder, I kept those articles which gave cyclists derogatory publicity, or in general showed cvcling in a bad light. The results of my unofficial survey were shocking to say the least: In the one year's time, the number of articles unfavorable to cycling reached vast proportions, perhaps enough to fill every page of a one-inch-thick scrapbook! Yet in the same period, the articles favorable to cycling were so few that one could count them on his fingers!
Everywhere I turned, cycling's name was being smeared all over the sidewalk. Perhaps '65 was an unusually big year for the Angels, but they hit the front page of one San Francisco paper no less than once every month, with all the smaller local papers following suit. The bigwigs in Sacramento had their say about the Angels, and then the Angels had to get into politics and hit the front pages some more. National magazines such as Newsweek, Time, Nation, and the Post all ran extensive articles dealing with the Angels. That recent, fully illustrated Post article really shocks me when I think of the millions of American people who will read it, getting that side of the cycling scene and no more. Those rare articles favorable to cycling are buried away in little read publications such as Popular Science and Hot Rod. Little read, that is, by a large segment of the American public.
But that's not the half of it. Movies and TV continue to capitalize on the stereotype; many times I hear disparaging comments on the street when cycles are mentioned or when a cycle goes by. A recent Life issue makes both verbal and visual reference to a cyclist going to hell; the recent flattrack event at San Jose, so far as I know, received not so much as one word of coverage either before or after the race by any of the local newspapers, while the same week there were articles in the sports section of almost every paper relating how a cyclist had died in a race in Europe. And so it goes on, and on, ad nauseum. This biasing of news against cyclists is absolutely incredible! Cyclists, it seems, are fair game for every sensationalist newspaper and magazine in the country. Cyclists are scapegoats for a public which likes to categorize people and groups of people as either good or bad, black or white. Cyclists are the big, black, bad guys of the modern frontier, and we will remain so as long as the publicity which we receive substantiates and reinforces the public's popular prejudices. Prejudices such as these die hard. They are handed down with the generations, and they will never be erased as long as what the public hears about cycling is 99% bad.
(Continued on page 92)
It is obvious by now what my point is. Hardly a day passes when I do not hear cycling disparaged in some way or another. Every decent cyclist lives with a lie every time he rides down the street, and it is through the mass media that the lie about cycling has been spread. But the crux of my argument is not so much the bad publicity which we receive, as it is the lack of good publicity! The people of this country only know what they read, and we must remember that the people on the newspapers do not ride bikes either; they themselves are the victims of a prejudice which they unwittingly reinforce and pass on to the public. And so it goes on, as in a vicious circle.
Now, what is to be done? The first thing we must realize is that it is up to us to break that vicious circle. If we cannot care enough to do it, nobody is going to do it for us. So let's stop complaining, let's stop waiting for a miracle or an act of God, and let's go out and do something about it! The responsibility rests upon our shoulders. The millions of great unwashed do not read CYCLE WORLD. We must, like the Apostles, go out and spread the word about cycling to the misinformed millions. What this means is just this: 1. We've got to clean ourselves up. Get rid of the dirt on street machines, cut out the juvenile recklessness and discourtesy, and for heaven's sake, keep those street machines well muffled! Noise causes more ill will toward cyclists than just about anything else. 2. Every club should have a public relations or a publicity committee. They must make sure that local papers know about local club and racing activities. 3. There is a great lack of books dealing with cycling in the libraries and in the bookstores. Let's get more books on general cycling published and into these places. 4. Let's write letters to magazines and newspapers telling them the truth about cycling whenever a slanderous, misleading article appears. 5. Human interest stories about cycle touring and cycling ministers will do far more good in national newspapers and magazines than they will in the back pages of this one. 6. The lack of motorcycle advertising where it is needed most is scandalous. Auto manufacturers do not sell automobiles by restricting their advertising to the pages of auto magazines. But that is how cycle manufacturers expect to sell motorcycles! The size of the auto industry would be much smaller if they elected to follow the cycle manufacturer's example. Conversely, the size of the cycle industry would be much larger if they followed the auto industry's example. I have seen a few cycle advertisements in the national magazines, but they have been too weak and too few. Now the manufacturers will tell us how poor they are and how they cannot afford such advertising. Perhaps this is part of the reason why they are so poor. 7. I further exhort the cycle dealers to follow the example of the automobile dealers. Take your cues from auto advertising and showroom technique. Brighten up your shops, make them cleaner and more conspicuous. Get your bikes out where the passing motorist can see them. Auto dealers do not sell cars by hiding their showrooms and vehicles. But this is what most cycle dealers seem to do. Many a cycle shop is hidden in an alley or on a side street where it can hardly be seen from the main road.
My point is that if this sort of campaign were launched tomorrow, and if the public were given the information about cycling of which they are so desperately ignorant, it would take the manufacturers years to catch up with the demand for machines which would flood them within a week! We cyclists are only hurting ourselves with our head-in-thesand attitudes. Many, many are the people whom I have met for whom the only obstacle between them and buying a bike was the stigma with which we all live. I know, for I was once one of those people for which the word "motorcycle" was a word of terror. And if I had not elected to try a motorscooter, which offered two wheels without the dreaded stigma, I would never have discovered the truth and would not be writing to you now. It was not until I began to learn the truth about cycling and become interested in it that I began to question the image and learn the truth. But the image still persists in millions of others, and it is not until the public begins to learn the truth about cycling that we will at last be vindicated. Ironically enough, however, it is up to us to see that the record be set straight. Nobody is going to work in our interests if we don't care enough. Every concerned cyclist must get out and work to see that his side of the sport is publicized in every possible way, through means that I have suggested above. It is our choice. Motorcycling is what we make of it. But the people have got to hear our voices.
DAVID DAVENPORT Palo Alto, Calif.
