Round Up

ROUND UP

JOE PARKHURST

IT’S TIME to make it official; the 1967 Fifth Annual CYCLE WORLD Motorcycle Show date is June 2nd, 3rd and 4th. Almost 100,000 people paraded through the magnificent Los Angeles Memorial Sports Arena for the 1966 show, and we fully expect over that number for this year’s stellar event.

Our show has risen from the first national motorcycle show to one of the largest in the world. Virtually every member of the motorcycle fraternity exhibits in the circular arena, and each year we add an elaborate collection of special racing, custom and antique bikes that vie for trophies in one of the four special classes.

As has been our custom, we will offer the continuous showing of motorcycle movies in a balcony theater, run by the venerable Clyde Earl. A fantastic “Teen-ORama” will be set up outside the arena, as will a special demonstration area, so prospective buyers can be offered a chance to ride the machine of their choice under controlled conditions. Door prizes galore will be presented, including a special one at the CW booth near the main entrance.

Special sections of the two leading Los Angeles newspapers with circulation in the millions, will again carry extensive motorcycle sections coinciding with the running of the show, and we are promised extensive time on local television. No other motorcycle show in the country receives such support from the non-motorcycling public. We’ve had a couple of new pretenders to the throne in the last year, but none boast the production CYCLE WORLD offers in Los Angeles.

Special, new and interesting bikes to be seen at the show will include the new Rickman Metisse road racer CW is building, one of Dunstall’s fabulous new 650 Norton road machines, the Moto-Guzzi 700cc V-twin, and we are attempting to get the Leppan - Brufoldt - Tremulus Triumph record holding streamliner. These are only a few of the over 1,000 motorcycles of the world that will be on display. Every man and jack at CYCLE WORLD is already plotting and planning the display of special interest bikes, reaching into every corner of the motorcycling world for machines of particular or special fascination.

It’s hard to be modest about such an affair, so I won’t be. We have built the show into the biggest affair of the year, and if past performance is indicative of things to come, the show should attract more people, display more machines, and draw more commercial exhibitors than ever before.

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With this in mind, we are working toward making the 1967 spectacular even better. We invited machines from every corner of the cycle world, and offer commercial exhibitors the chance to display their creations, some new and previously unseen. Already our collection of customs is almost beyond belief.

Better come see us in Los Angeles next June. CYCLE WORLD will again operate an information booth at the entrance to the show, where we’ll sell books, records, and CYCLE WORLD, and welcome all visitors.

AIR FORCE RISES TO THE MOTORCYCLE CAUSE

I was given an honored treat recently when I was invited to take part in a motorcycle safety seminar, held at Norton Air Force Base, outside of Los Angeles. The Air Force has a growing concern for their men who ride bikes; in 1966, they lost more than 50 to motorcycle deaths, and some eleven thousand man-days due to accidents. Noting that motorcycle registration increased to just short of two million for 1966, the Air Force consequently initiated the seminar to establish rules and regulations governing the use of motorcycles on Air Force property that would be fair and also take the rider into consideration. I have to admire them. Most military people would simply draw up a set of harsh rules, written by someone uninformed on motorcycles, a non-rider in most cases, that would be both unfair and unrealistic.

Brig. General Frank K. Everest, Jr., the USAF Director of Aerospace Safety, is youthful athletic, energetic, and, incidentally, a skier (I think I could make a motorcyclist of him pretty easily), called the members of the motorcycle industry together to sort out the problems. Members of the industry taking part in the seminar were Jack McCormack of U.S. Suzuki; I. “Mat” Matsuoka from American Honda; James Jingu from Yamaha International, and Walter Davidson of Harley-Davidson, who addressed the group as Chairman of the Governmental Relations Committee of the MS & ATA. Various Air Force officers took part, such as Col. Richard S. Bryan, orthopedic surgeon at Andrews AFB hospital, who made us all feel just great with his vivid colored slides of motorcycle injuries and various pleasantries taken in the surgery room. A guy like that sure makes it hard to convince everybody what a ball motorcycling is.

Good old William T. Berry of the American Motorcycle Association and the Motorcycle, Scooter & Allied Trades Association took part; Laurence Landgraf, vice president of the Financial Indemnity Co. put in an effort, as did Dr. Charles Harman of the Automotive Safety Association and California Highway Patrol Inspector David Donaldson, who took some nasty swipes at motorcycling that were unnecessary and not entirely accurate. He didn’t like bikes much, either.

Two other distinguished gentlemen who added much to the proceedings were Douglas Toms, Washington State’s Director of Motor Vehicles, who opened the seminar with a fascinating address, and Dr. Robert Watanabe, Orthopedic Surgeon and Director of the U.C.L.A. Research Center. Dr. Watanabe showed colored slides of fractures and other injuries, narrating eloquently, while giving the audience graphic details as to what to do to relieve the patient.

One of the most enlightening moments came when Dr. Charles F. Lombard, a scientist with the Life Sciences Division of Northrop Space Laboratories, gave a talk and presented movies of their helmet research. The films showed a group of men being bashed on the head by steel weights while wearing various types of helmets. It looked a lot funnier than it really is. Mr. Robert Brown, special assistant to the Director of Motor Vehicles in Nevada, described his state’s motorcycle license testing program — a pioneer effort well worth noting.

In all, a lot of interesting, provoking and exciting information was tossed about, and the Air Force learned a great deal about motorcycles and motorcycling. I am certain their rules, once drafted, will be nearly ideal and will set the pace for the other military services who will ultimately be facing the same problems. We, that is us motorcycle riders, were discussed, pummeled, pulled, dissected, and hit on the head with 11-pound steel weights. With few exceptions, members who took part were open minded and prepared to realistically face the problem and find solutions that were equitable to all concerned. The outcome will take the form of such things as compulsory helmet wearing on base, a rule they already have, safety inspection of vehicles, clothing requirements, driver training courses, special licensing for AF personnel, parking on the base, etc.

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I hope one of the first services to take notice will be the Navy, for, although I am not familiar with the exact ruling, it is my understanding that motorcycles are not even allowed on Navy bases. You can hardly be more unfair than that.

MOTORCYCLE SAFETY

Without going into a profound study of safety on a motorcycle (a subject we will continue to discuss frankly and honestly on these good, grey pages), I’d like to give you a little food for thought. Motorcycling is often cited as being an extremely dangerous hobby. It is by all means dangerous, under certain conditions, and when riders are not properly trained or lack sufficient experience. But, Old Bean, private flying makes motorcycling look like staying in bed. We’ve got about two million motorcycles registered in the U.S., (there are probably another 100,000 or more unregistered in use racing or on trails only). Approximately 1,580 people were killed on motorcycles in 1965. While private flying is enjoyed by only 200,000 people, 1,018 were killed in the same period. Yet you will not hear any highly spirited public figure crying for the total abolition of privately owned aircraft. Interesting . . . eh?

If you are still interested, train-motor vehicle collisions killed more people last year than motorcycles — 1,600 souls! Though I cannot agree with some who say that motorcycles are safer than cars, I would like to point out that statistics are usually tricky, misleading, and can be turned to suit any situation. As an example, E. W. “Pete” Colman, vice president of BSA Western, sent a few statistics he compiled, together with some comments:

Research indicates that 4.1 persons ride each registered motorcycle (it is also known that multiple deaths occurred in many motor vehicle accidents). For statistical purposes, we will say that each registered motorcycle was ridden at various times by only 2 persons (not 4.1) under 30 years of age. As there were 1,380,726 registered motorcycles in 1965, it is reasonable that 2,761,452 under-30 year olds did the riding. Let’s then compare this with the death rate of all 29,200,000 motor vehicle drivers of under 30.

Motor Motorcycles Vehicles

Total Riders/Drivers/

Passengers 2,761,452 29,200,000 Fatal Accidents 1,580 25,900 Deaths per 1,000 .56 .88

Translated, this means that approximately 16 motorcycle riders out of each 27,615 would die — this is far less than the 1965 motor vehicle rate of 26 deaths out of 29,200 riders/drivers/passengers.

Some doctors, politicians and others claim that motorcycles are so unsafe that legislation is required to force the use of safety helmets. Certainly, helmets would save some lives. In fact, we should all put on a helmet before getting out of bed. Over 11,900 persons were killed as a result of a fall at home. How many lives would helmets have saved here?

“Automobile crash injury research at Cornell University indicates that injury to the head occurs in 72% of auto accidents involving any kind of injury — and last year there were 1,800,000 disabling injuries and 49,000 deaths in motor vehicle accidents.” This statement was made in the Dec./1966 issue of “Today’s Health,” published by the American Medical Association. How does the above 72% compare with information to the Air Force Two Wheel Safety Seminar held at Norton Air Force Base, California, on Nov. 2930, 1966?

Mr. Douglas W. Toms, Director, Department of Motor Vehicles, State of Washington, stated that 60% of motorcycle deaths were a result of head injuries. Dr. Robert Watanabe (Orthopedic Surgeon) of the U.C.L.A. Research Center, listed head injuries as third (following multiple injuries and fractures of the lower extremities) in his report at the Air Force Seminar.

Mr. Toms also reported that his research indicated that 70% of all motorcycle accidents were caused by automobile drivers, and not by the motorcycle rider! He further stated that three out of 10 motorcycle deaths occurred on borrowed motorcycles. The morals to Mr. Toms’ statements are clear: To wear a safety helmet is good advice . . . Drive defensively and watch out for all automobile drivers as well as road obstacles . . . Don’t borrow someone else’s motorcycle (or lend yours), unless you and your friend are both experienced and fully qualified riders.

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In conclusion, motorcycles are safer than many modes of transportation or types of sports. In fact, motorcycles (like airplanes and automobiles) are just as safe as the person holding the handlebars. Motorcyclists would be well advised to use common sense in everything they do — this is the best safety rule that can be practiced.

CYCLE WORLD ON TV

Not long ago, during one of our road test sessions at Riverside Raceway, Steve Winegar showed up with a bunch of movie cameras and people to operate them. Steve is a movie man, and proprietor of a firm that sells racing films. Cameramen stood on their heads, rode on the back of bikes doing the quarter mile, shot machines going down the stretch from the side, laid on the ground behind, in front and alongside of them, from every conceivable angle.

Steve told us it was for a motorcycle movie he was making, adding that he felt a CW test in progress would make good shooting. To our pleasant surprise, his films have now been embodied in one of the Westinghouse Adventure series, narrated by the famed Dr. Frank Baxter, and titled “My World Is On Wheels.”

Unfortunately, they will have been seen in cities from Los Angeles to Boston by the time you read this; most ran on January 21st and 22nd. So I can’t ask you to watch me on TV. I can at least thank Steve for the coverage and hope all our readers saw it. The films are superb. Winegar is truly an artist with a Bolex. Early in January we were shown an advance preview by the series’ producer, petite Elanora Von Verdo of El-Von Productions, Inc., the only lady TV producer I’ve ever met. It ran on KTLA in Los Angeles, WNEW in New York, CKLW in Detroit, WEWS in Cleveland, and many other stations around the country.

NEW MATCHLESS NORTON MAN

The new Norton-Villiers group, organized as part of the giant Manganese Bronze Holdings operation in England and new owners of Associated Motor Cycles, now known as Norton-Matchless, have announced the election of Dr. Stefan Bauer, a nuclear physicist, as Chief of Engineering for the firm. Dr. Bauer was formerly with Rolls Royce for 12 years.

It would appear that Norton-Matchless and Villiers are serious about improving things for their various makes. Indications are that a Villiers-powered machine may carry the old AJS name, familiar from a few years back to Americans, on both à scrambler and a road racer.

Dennis Poore, group chairman (that means head man in British parlance), made the announcement, adding at the same time, “but we are unlikely to have a racing engine capable of challenging the Japanese for the time being.”

At least he didn’t say they weren’t going to try, and that’s the best news of all. Dr. Bauer and his team of experts, (I’m glad I said that), will be considering a number of new designs, some of which have been under development for some time at AMC. One of them is the double overhead camshaft Norton I saw at the factory almost three years ago which was later mentioned in CYCLE WORLD. Production of Matchless and Norton models, from 500 to 750cc will be accelerated, and improvements and refinements will be continued as well. Good news, to my way of thinking.

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BRIDGESTONE ON TV

Rockford Motors Inc. also went the TV route in January when they ran their 1967 dealer program on closed circuit television from the WGN Continental Broadcasting studios in Chicago. The show was seen simultaneously at dealer meetings in 33 cities throughout the country, over a special network set up by Telecasting Services, Inc. More than 2,000 Bridgestone dealers and prospective buyers watched, (among them the staff of CYCLE WORLD). Bill Mueller, vice president of Rockford, said “This is the first time closed circuit television has been used in the motorcycle industry. In addition to introducing an exciting new line for ’67, including two new models, we are going to present an entirely new merchandising program.”

With that, I end the quote, and point out that I have often cited Rockford’s way of doing business as being one of high respect and true value. Rockford has always meant business, and taken a different path from that of the rest of the industry. I don’t mean that what the others are doing is wrong — only that Rockford does it differently, and it has worked well for them. I have long been an admirer of this midwestern outfit and their products. If you didn’t see the TV show, you missed a very informative program.

NO FOOLS ON MOTORCYCLES

I have lifted the text of an interesting item appearing in the New York Journal Tribune a few months ago, sent to me by Robert J. Tallsy of Cedar Grove, New Jersey. Robert Daru is an attorney and chairman of the New York Criminal and Civil Courts Bar Assn., former counsel for the Senate Rackets Committee, former president of the New York Property Assn., and he used to teach at the Police Academy. He is 64, has two children and seven grandchildren, and has been riding motorcycles for 35 years. He owns several machines, including a handsome Norton twin.

Daru contends, “I’m safer on my cycle than in my car. I have one of them, too. I never know whether I’ll get home in the car. All that tin around you means nothing. At least in an accident on a motorcycle, there’s a chance you’ll be thrown clear. In a car, you’re trapped. But no one has ever taken the time to educate the public as to safety of motorcycles.”

Daru also pointed out, “None of my clients was injured on motorcycles — all in cars. According to insurance statistics, motorcycles are proportionately safer than automobiles. If the manufacturers of cycles had publicized this, New York’s traffic problems would have been solved long ago.”

The attorney further maintains that “If all motorists could see the conditions of some drivers, they’d make it a criminal offense to give them a license. That’s where the real danger lies — behind too many wheels surrounded by a ton of useless tin.

“When I see a poor driver, I turn on the gas and move away. In a car, you’re stuck behind or alongside him. You can’t escape.”

Daru has had three bad spills. “Each time, I took my eyes off the road when I saw an unexpected friend. But if I had been on a roof and seen them, I might have fallen off the roof. So you can’t blame the motorcycle. It was me.

“You can’t find a fool on a motorcycle,” he explained, “because only a fool rides one if he’s not fit. So fools don’t ride them.”

That was more than Attorney Daru could say for automobiles. “Don’t let the youngsters’ black leather jackets fool you. They have to be better drivers than motorists to protect themselves from motorists.”

If you need an attorney in New York, I can sure recommend a good one.

HONDA ON SAFETY

Still on the safety subject, take a look at the nice little brochure Honda has to offer titled, “Ride Safe, It’s More Fun.” It is my understanding they’ll give them to just about anyone interested. It’s nicely and intelligentlly done in two colors and mighty useful. Try I. Matsuoka, American Honda Mtr. Co., 100 West Alondra Blvd., Gardena, Calif. ®