Letters
LETTERS
". . .SOME OF THE PEOPLE."
With reference to the letter by Richard Brundage (August) concerning the Wikoff Engine Balancing article, I have a few comments: Sometimes the editor of CYCLE WORLD deserves to be attacked; but the intemperance displayed by Brundage against Wikoff is deplorable. Ph.D. candidate Brundage (Ohio State?) might possibly be a professor someday. I hope he doesn't attack his students as "ignorant" — possibly naive, sophomoric, underschooled, immodest or some other adjective — but ignorant does not apply, in print, to one who has worked so hard to present a technical paper in a national magazine.
The technical magazines with which Brundage is familiar are also those in which I occasionally publish articles. In these publications, errors and naivete are punished mercilessly by letters to the editor. I cannot stress this point too strongly, for no quarter is asked for or received for such mistakes. But these letters, after the initial attack, always offer constructive criticism of the article, for what other purpose is there in writing a letter to the editor?
I have sympathy for Brundage if he was
compelled to write for reasons of arrogance or feelings of superiority. Leonard Karber, in the same column, presented an intelligent critique; this is what I expect in the "Letters Column."
Finally, such letters should be referred to the author of the paper for a simultaneous printing of the rebuttal and the criticisms.
STEVE CORDELL Inglewood, Calif.
I would like to make a few comments concerning the article, "Vibration Modes of Two and Four-Cycle Single and Dual Cylinder Engines," by P. E. Wikoff in the May, 1967 issue of CYCLE WORLD.
The first clue to the fact that Mr. Wikoffs article may not be of scientific merit is evident in the tendency of Mr. Wikoff to do name dropping. Names such as astronomical photometry, lasers, Schroedinger, Glen factor, and air viscosity are used, although specific application is not shown, even by reference. In fact, in one instance, Wikoff states that "the inconsistency resulting from manufacturing tolerances would not allow the equations to be useful." The only reason for mentioning them must be that of giving an air of scientific authority to the article by association, however remote.
Another clue, obtainable in the preface, is the statement that Mr. Wikoff will receive his A.B. in both Physics and Chemistry. The A.B. degree is a liberal arts degree. The B.S. or science degree is given in Physics and Chemistry. I wonder what university grants an A.B. degree in the science field. Perhaps some institution of
meta-physics.
Concerning the Glen factor, I am in a state of confusion. . . .
[Editors note: Three and one-half pages later (yawn). . . .]
... I showed Mr. Wikoff's article to some of my technical associates and we all had a good laugh. We thought it was an "April Fool" article like some magazines (for example, QST) print. I was really quite surprised to see that you were taken in by it, because I am impressed with the objectivity and technical merit of the normal article in CYCLE WORLD. For example, the article "Engine Balance," by Dale Herbrandson (same issue) is excellent.
In the future, be on your guard when someone attempts to apply quantum mechanics to motorcycle mechanics.
OSBORNE MILTON Albuquerque, New Mex.
". . .BUT NOT ALL OF THE PEOPLE"
May I congratulate you on that magnificent farce entitled, "Vibration Modes of Two and Four-Cycle Single and Dual Cylinder Engines."
The first time I saw it, I skipped it, thinking it was just another technical article I might read someday. Well, I have just read it, and I pity the poor fool who will try to diagnose his engine problems by looking in his mirror! Poor guy will probably hit something.
Anyway, thanks for a very funny article, written by a pretty good bull-slinger.
MORGAN BAILEY Milton. Mass.
(Continued on page 26)
Re: "Letters," August 1967 issue: Criticism of critics.
Although I don't have "the old faithful Chemical Rubber book" handy, I'll go out on a limb (supported by a B.S. in mechanical engineering) and accuse L. A. Karber
of having a prune in his whiskers: w = ~j"t
is, of course rpm; but it is not the change of rotation with respect to time. That's the definition of angular acceleration,
a = % ~ 5t= * Rat^er, « is the rate of
change of angular displacement with respect to time.
By the way, do you really think you're justified in dismissing Don Thompson's fears when a presumably intelligent and perceptive budding astrophysicist like R. Brundage writes a letter like he did?
FRANK MILLAR
Lodi, N. J.
Whether or not we were justified in dismissing Mr. Thompson's fears is unimportant; our gullibility led us to purchase an article that we didn't understand that turned out to be a hoax. So great was our shame when our error had been revealed to us by Mr. Brundage and other intelligent and perceptive types, that we elected, albeit irrationally, to stand by our badly rusted guns. And to make matters worse, imagine our chagrin when we discovered that Herbrandson's article wasn't satire after all. — Ed.
ANY SUGGESTIONS?
I am a Peace Corps volunteer, teaching mechanical engineering at the University of San Andres in La Paz, Bolivia. Upon our termination in June, 1968, five of the volunteers here plan to travel by motorcycle from Tierra del Fuego, at the tip of South America, to Alaska.
The two difficult parts of the trip will be up to Buenos Aires (which will probably be covered with snow at that time of year), and through the jungle between Colombia and Panama (which, as far as I know, has never been crossed before, as the preliminary surveys for the Pan American Highway are just now being made).
We have not yet decided on the brand of bike we are going to use, nor on the exact route we will take. Although we are all long-time riders, this will be the first expedition of its kind for each of us. I would appreciate any help that your readers might give us in the way of maps, suggestions, and even warnings.
AVERILL J. STRASSER Peace Corps
c/o United States Embassy La Paz, Bolivia DIRTY DEALING
Many past issues of your distinguished magazine have carried countless words concerning the improvement of modern motorcycling's "image." I concur most heartily with much that has been written. However, it seems to me that there is one rather important aspect of this problem which is neglected altogether.
I submit that the motorcycle dealers are not doing as much as possible in presenting, for the general public, a respectable image of our sport. It has been my observation, in this and other areas of the country, that many dealerships are located in little more than dirty, run-down shacks and are staffed by greasy, inarticulate, and downright rude youths, who appear to be prime examples of high school drop-outs. It is also not uncommon to see a motorcycle dealership in conjunction with a used-car lot of questionable reputation. I would hasten to add, though, that there are many fine reputable dealerships. However, there are enough of the other type to do considerable damage to that already shaky "image."
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Additionally, the dealerships are doing a disservice to their own customers. Many of them appear to be interested only in selling the motorcycle and not in servicing it. It is easy enough to buy a new bike, but just try to get it serviced. In sampling dealerships in this area, I find that many require three to six weeks for any sort of repair work, and do nothing on Saturdays except for an outrageous charge. Not only does the repair work take forever, but the motorcycle must be left at the shop all that time. No such thing as service scheduling exists. There isn't an automobile dealer in the country that could stay in business ten minutes with that sort of service policy.
It would seem that, if the motorcycle manufacturers and dealers are truly interested in the long-term goodwill of the
sport which they represent, they should establish some sort of reasonably rigid standards of operation for dealerships and enforce them! If they are sincerely concerned about taking a respected place in the American business scene, it's time they grew up and behaved uniformly as mature, responsible members of the community.
BRUCE C. JACOBSEN
Minneapolis, Minn.
NOSTALGIA
Long a favorite with me in many issues of your beautifully comprehensive magazine is the pictorial history devoted to a particular brand of motorcycle. Likewise, a favorite of mine is the British line of AJS/Matchless motorcycles.
In accordance with my request I wish to commend you on the superb job done recently on another British "big single." I mean, of course, the BSA Gold Star. Tears of nostalgia flowed freely on my part and the deep bellow of one megaphone droned away in my ear when I snapped off my reading lamp . . . supplanting the usual method of counting sheep.
Yes, the big singles are easing out of the picture. Sad. And the British motorcycle in general seems to be suffering from the fabulous technical advances made by the Japanese. Imagine! 37-40 hp from 350ccs! And a five or six-speed transmission to boot. If you know why the Limeys haven't developed a five-speed for production I would appreciate your enlightenment. Yet somehow, through it all, it does not matter, when I examine that beautifully machined, lonely, immensely tall,
500cc aluminum powerplant. (Sob!)
J. L. RAEDER Boulder, Colorado It has taken us two years to collect photos for another favorite to appear soon. - Ed.
WOULD YOU BELIEVE . . . ?
I have been a reader of your publication for several years and thought it about time to contribute my two cents worth. Enclosed is a hasty sketch of the proposed 1968 ATP Tourer (Across The Pond Ltd.),designed for the American market. At this time I lack all the specifications, but did manage to get the following:
Side valve single 500cc (476-5/16) with a seven inch stroke, external oil lines for ready service, three different wts. of oil (primary, transmission, and engine) SAE 40, 80, and 60. There is a clever removable primary chain case screw which serves as an oil level indicator, and an equally ingenious stand-pipe overfill indicator for the transmission oil, which has the proven 1/16-inch tube so suitable for the SAE 80 oil flow pattern. The remote oil tank,so located as to provide a ready check on the level by merely a glance at the operator's pant leg, features a drain plug location above and inboard of the non-unit cases, so that the oil can not possibly mar the garage floor directly during the change-over (each 647 miles).
Lucas has provided the electrics according to ATP's specs, the soul being an intriguing cluster of leak-proof 1.5 V dry cells in series.
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It will feature the race proven 4-inch od x 3/8 inch single shoe front brake, with a possibly more than adequate 3-inch x 1/4-inch rear, both with the famed bonded pre-burnt cork linings. All screws, nuts and bolts are convenient Whitworth. Also featured are the tried and true rubber-band draining forks, which will only need an occasional topping up, and a racing styled one gallon fuel tank without reserve.
The ATP is expected to weigh in at about 430 lbs. and is believed to produce either 22 or 38 hp, depending on what you are ready to believe, at 1,200 rpm.
As soon as I learn anything additional, I will pass it along for your interest.
Lest anyone get too upset, let me say that I have owned two Honda CB 77s, a 1965 Lightning Rocket, and now, a Victor. I have earned the right to report on this new.marvel of 20th Century engineering.
DICK SUAREZ Bozeman, Montana
POETRY DEPT.
I enjoyed your July issue of CYCLE WORLD very much, especially your features on Indian — a truly great American motorcycle.
Harleys tall,
Hondas small,
I've had 'em all.
North, South, East or West,
I think Indian is the best!
My old Chief will be running swell
When all the others have gone to Hell!
Here's to Sam Pierce —
May he always be brave
And never let Indian
Go to its grave!
MAX O. COMSTOCK Sutherlin, Ore.
WE STAND CORRECTED
While reading your June issue I came across an error that I couldn't let pass. In your article "What Ontario is Doing," you state that Ontario is the first province to adopt legislation requiring a license for operating a motorcycle. This is not true. Nova Scotia has had legislation to this effect for almost two years. Unfortunately the driving part of the test is overly easy and the written part was designed to test car drivers.
I am happy to see that you devote some space to activities in Canada; few cycle magazines do. Here in Halifax, motorcycling has caught on in a big way. In the last few years the number of motorcycles has increased by almost 1,000 percent. Various scrambles are staged every week, and the results are followed closely. In this area, the most popular bikes are Hondas, Yamahas, a small number of Suzukis, a very small number of Kawasakis, and, of course, Triumphs and BSAs. The reason there aren't more Kawasakis is that parts take too long to get here.
ALEX HEWITT Halifax, Nova Scotia Can. ■
