Letters
LETTERS
FROM SR.GILERA
It was a pleasure for me to see the letter written by Mr. Todd Fell (CW, March '68).
When we received Mr. Fell's first order for parts, dated Jan. 2, 1967, the people in our Service Dept. stared at each other. Although we export to many countries of the world, that Saturno Corsa-No. 2610764, produced in 1953-had for sure a good story to tell!
Only 60 Saturno Corsas have been produced by us. Mr. Fell's originally was owned by rider Umberto Masetti, 500-cc World Champion in 1950 and 1952 on a Gilera Four.
GIUSEPPE GILERA
Arcore, Milan, Italy
EXPLANATION FROM CANADA
I noted, with interest, a letter (CW, Jan. `68) concerning the Grand Prix of Canada which had a specific reference to marshalling. As President of Canadian Race Communications Association, whose services were used at the above event, I felt some explanation of the circumstances might prove to be of interest to your readers.
The scene of the incident, Moss Corner, is covered by our marshals at both entry and exit of the corner. The entry marshals' station is supplemented by light signals which are operated from a point of vantage at the apex of the corner.
Having checked the facts with our senior corner marshal, I note that when the ambulance pulled out on the track, its presence was covered by a flashing yellow light and yellow flag, both shown at the entry section. Thus a rider approaching Moss corner would receive ample and effective warning that he should be prepared to stop. However, a spectator on the exit side of the corner would not see these signals or be aware of them, and might conclude that precautions had not been taken by the marshals.
Our association takes great care to insure that our marshals are properly trained, but, being human, we naturally make mistakes. However, in the above specific instance, I am satisfied that we took all normal measures to avoid the situation described by your correspondent.
HARRY C. CLARKE
President, CRCA
Toronto, Ont., Canada
TAKES ISSUE
I enjoy your magazine very much.
I'm inspired to write you after studying your 1968 Road Test issue.
Your detailed support of the good Japanese bikes was evident throughout, both in scenic photos and dissertation.
Your off-hand description of the HarleyDavidson Electra was noted.
I do not pretend to understand why you people choose to find ways of praising some makes and knocking others.
My personal experience has been 5000 miles on a Harley-Davidson 1938 74, another 21,000 miles on a 1950 74, another 44,000 on a 1952 74 and 100 miles or so on my son’s 1967 Yamaha 350.
(Continued on page 22)
None of the Harleys I drove ever leaked oil from anything except the drain tube from the primary chain case.
As to brakes, the 1938 model’s front brake was strictly for parking, but on both the 1950 and 1952, I always used both brakes and I could stop much shorter than any twoor four-wheel traffic.
traffic. You failed to mention in your 68 Road Tests a serious defect the Yamaha 350 has. The sprocket is made out of aluminum and becomes badly hooked in just 2000 miles. My son had to get 4 rear wheel sprockets in just 8000 miles. As to 100 mph speed-over the road, top speed in 5th gear was 77 mph at 6100 rpm. He had the bike tuned up at least five times.
Now to return to your tester’s narration on the Harley 74. He stated a mid range tuning job on the carburetor by the owner operator is highly recommended and this, on a $2000 motorcycle.
How irresponsible can one magazine be?
Now, on the other hand, the Harley-Davidson Co. has always made and sold products with a positive air. And the brakes and most of the rest of the Yamaha bike are good, well engineered stuff.
And, just maybe a certain bike magazine some day will capture the zest a guy or girl feels when they take a ride on their bike no matter what its brand.
And use fairness on every side in their operation.
ALBERT FRANKLIN Coldwater, Mich.
Gee, Al, you know as well as we do: All motorcycles are good; some are just better than others.-Ed.
TO SYNC MONOBLOCS
Here is a quick, accurate, inexpensive method for synchronizing carburetors on dual Amal monobloc setups. I use a relatively simple technique which might be interesting to your readers.
Tools required are a standard automotive vacuum gauge, a 2-in. long by 0.312-in. inside diameter hose, and 0.312-in. inside diameter plug (rod), and a screwdriver. For high speed synchronization:
1. Run the engine sufficiently long to arrive at steady state conditions.
2. Disconnect carburetor balance tube while engine is running (engine must be revved to avoid stalling).
3. Apply plugged hose to left carburetor balance tube cap.
4. Apply vacuum gauge to right carburetor balance tube tap.
5. Rev engine to 2000 rpm to raise carburetor slide off throttle-stop screw and note average vacuum reading.
6. Remove gauge from right tap and apply to left.
7. Rev engine to 2000 rpm as before to obtain vacuum reading.
8. Lor a low reading, lower throttle slide by taking-up on throttle cable adjustment, conversely for high reading.
9. Repeat above procedure until readings are same for both right and left intakes. For idle synchronization:
(Continued on page 26)
1. Same procedure as for high speed, except adjustments are made to throttle-stop screw instead of throttle cable and engine idling.
2. While you’re at it, on Amal Monoblocs, grind 0.094 in. off the throttle-stop screw , to prevent it from vibrating loose. For idle speed needle synchronization:
1. Remove spark plug wire from left cylinder.
2. Adjust right idle speed screw until maximum rpm is obtained at an even idle.
3. Connect left wire and disconnect right wire.
4. Adjust left idle speed screw until maximum rpm is obtained at an even idle.
To achieve properly balanced conditions, air cleaners should be new or of equal permeability. Also, throttle needles should be in equivalent notches.
This method may be applied to any dual carbureted machine as long as balance tube taps are applied or can be applied.
JOHN A. BLY Scotia, N.Y.
THE MV LOVER
The MV 600 Four has made its appearance here. These machines are being imported by Luigi Chenetti Motors (Ferrari importer and distributor) in Greenwich, Conn. You may also order one from Algar Enterprises in Rosemont, Pa., and LaBelle Cycle Sales in Philadelphia, Pa., has a new machine for sale. Ed LaBelle is asking $2900 for the new machine.
I have owned one of these machines for about two months, having purchased it from Algar Enterprises. There are several comments I would like to make in addition to your CYCLE WORLD road test.
I find the MV to be a highly tuned machine whose power only really comes on in the vicinity of 6000 rpm. For this reason I wouldn’t like to see any wider gear ratios than are currently supplied with the machine. As it is first gear is primarily a starting gear. The combination of the high degree of tune of the engine and the low inertia make the bike somewhat of a handful at low speeds in traffic. With careful carburetor tuning and balancing I have been able to get my machine to idle at low speed of 1700 rpm. It will not run at any lower speed. I feel what is really needed is either a variable (vacuum controlled) venturi carburation system (similar to the Amal or SU) or a twin two throat Weber arrangement incorporating acceleration pumps. If acceleration pumps were incorporated into the carburation, then larger bore instruments could be used, giving greater power at the red line while preserving low speed flexibility. Of course, a small fuel injection setup on this machine would be the ultimate. A letter to the factory along these lines brought the reply that the present setup was felt to be the optimum for most riders.
The starter has worked dependably for me even considering the much colder weather we have in the East-perhaps the battery on your machine was in poor condition.
The lighting system is truly superb. The rectangular headlight gives as good illumination as any automobile might have.
(Continued on page 30)
As far as performance is concerned this machine is, I think, the finest road bike made.
I feel my bike is faster than the one you tested, but until it is completely broken in I could not give you any exact figures as to performance. The factory claims 52 bhp output at the rear wheel (@8000 rpm) and a top speed of about 105 mph, if 1 remember correctly.
I have owned many motorcycles and high performance automobiles. On this basis I can say that this machine is one of the very few I have experienced in which everything is “right.” f rom the very first time I rode it there were no changes or alterations 1 would have made. Most criticism of this machine can be only of the very minor sort. Personally I would like to see a gearbox with the short throws and quickness of action of the Ducati 250-cc Diana Mk-III in the MV. The MV box is very good, but why not make it perfect?
It is encouraging to see that such a machine is made at all-hopefully enough customers exist so as to insure its continued production. At least I have mine.
BRUCE E. DE PALMA Boston, Mass.
V FOR VINCENT
I am writing to you as a motorcycle enthusiast on the subject of selling a motorcycle. The accompanying photograph was taken last year. Since then, I have fitted 30-mm Amal concentric carbs, twin Campagnola 250 -mm disc brakes on the front. The top fork should have been removed. The fork tubes have been shortened and chromed. A Dunlop alloy rim Wm 1 x 18 has been fitted, also a KR 73 racing tire. Bultaco Metralla handlebars were bored out and fitted.
As you can see by the quality of the specification, it cost a fortune in time and money. It is a really beautiful machine to ride, but I am afraid I must sell it as I have need of the money. I require in the region of $1800.
ROBIN HAWKINS 10 Priority Court Mazarod Ave.
London, N. W. 6, England
Though it would give me great pleasure to sell your machine for you, it is not in our line of endeavor. We will, however, run your letter, and perhaps one of our readers will find the machine as interesting as we do. 1 genuinely hope something comes of it. —Ed.
MANY THANKS
The response to our letter (CW, Feb. ’68) has been so fantastic that we finally must admit we cannot immediately answer each individually, although we are determined to answer each eventually. In the meantime, a general and sincere thank you to all.
However, we are faced with another problem. The amount of money one is allowed to take for travel from England is limited. We need jobs, lasting for a few days or weeks at a time, to supplement our finances. We would exchange our services for cash or for gas, a bed, a shower and food. We plan to camp out most of the time.
(Continued on page 32)
Some jobs we have in mind are pumping gasoline at service stations and cleaning motel rooms. I, though not skilled, can strip and rebuild most English motorcycles. 1 have 10 years of riding experience.
We would be happy to meet CW readers at the Isle of Man TT. Write, and we’ll make arrangements. Also, we can arrange for exchanges of correspondence between CW readers and English motorcyclists.
Naturally, we hope to receive job offers, but if we don’t make it this year, we will come eventually to meet the fine people who have been so friendly to us.
BRIAN & LORA WILLIAMS 8 Rudgard Lane Lincoln, England
ONWARD EXCELSIOR
I am just starting to work on an antique motorcycle collection, and I desperately need knowledgeable help. I just purchased a 1911 Excelsior single-cylinder motorcycle with leather-belt drive, and I need any information about it that can be provided, since I am an absolute novice in these matters.
For example, where can I find out about the original colors on the machine so that I can begin restoration? Where can I find some new tires for it (3 x 28 and 25 x 28) since the motor is in running condition? If you could publish this letter, perhaps some of your readers might have information about the Excelsior and could contact me.
What is the best way to go about removing old paint from the fenders, gas tank, etc. I don’t know how many coats have been added over the past 57 years, but the present drab gray certainly is not the original. Which parts of the Excelsior originally were chrome? Would there be any way to get copies of instruction manuals of any kind relating to these old machines? Who has parts?
As you can see, I have boundless questions to ask. If you could provide me with the names of people, publications, manufacturers or museums who might have answers to some of these I would appreciate it.
JEFFREY M. DEAN 402 Palomino Lane Madison, Wis.
SUNBEAM SEEKER
Recently I imported into California a 1928 Sunbeam, Frame No. E 6035, Engine No. MN 3072. This is purported to be the machine ridden to victory in the 1928 Senior TT by C.S.P. Dodson at an average speed of 62.98 mph. Whether or not this is so is open to conjecture, but it is an interesting machine. The absence of any kick-start mechanism points towards competition.
I would appreciate it, if, through your column, I could contact the owner of the Model ‘90’ in Seattle whose letter was published in an earlier issue. For although restoration is already underway, there is certain information missing, regarding the machine in general, which is necessary to complete the work. Needless to say, any information regarding these models would be welcome.
R. F. GREEN 7440 Amarillo Road Dublin, CA 94566
HELP!
I have a 1941 Crocker motorcycle and would like to know where I could get some parts for it. I only need a few, so I can put it together. A shop owner in Pasadena said you might be able to help me.
WAYNE SCHRADER 1258 W. Garnette St. Tucson, AZ 85705
BUNNY BUSINESS
I would like to make a few comments on your exceptionally well put magazine. It’s the best thing since Cerianis with mini-skirts. At least the knobbies are on the tires. Here in Vietnam, next to Playboy, your magazine is No. 1. But don’t worry. With those sexy advertisements you’ve been printing lately, you ought to make No. 1 in no time. Soon you can call it Play-Cycle. And maybe you could have a Cycle Mate of the month. Just think, two of life’s essentials in one magazine.
Please print more articles on the CW philosophy, and how-a-bout some personal interviews with some of the more popular cyclists.
PFC LARRY G. CASADO APO San f rancisco
