Letters
LETTERS
CLUNKLESS COMMENT
As a reader of your fine magazine almost since it became available in Canada, I am writing to take you to task over your indifferent road test of the BMW R-60 U.S. (CW, July ’68).
While most of the test is quite accurate, there are some points that I feel must be cleared up, and I don’t suppose I will be the only one who will be writing to “assist.”
Your description of the clutch was, of course, accurate, but then you erred. The shift “clunk” is the fault of the rider. It is possible to tell an experienced BMW rider by his “clunkless” shifting. The secret of the silent shift is typical of BMW and German people. They refuse to be rushed. You will notice, however, that once a gear is selected, it stays selected. Do you suppose a BMW is for people who enjoy “time devouring seconds?”
Outdated gearbox? Never! Syncromesh could alleviate clunky shifting, but who needs it, when a little care and patience can solve the problem. As far as the basic construction and design is concerned, surely the latest Cor Blimey! and Ah So! machines could take a few lessons.
Underpowered? By whose standard? BMW riders buy their pride and joy for a special purpose, their own particular type of motorcycle enjoyment. If you don’t own a BMW, it’s sort of hard to understand. Getting to 60 mph in 5 sec. is not everyone’s cup of tea. Who, other than a sprinter or road racer, needs to get to 90 mph in less than 22.6 sec.? The thing of it is, what other machine can be held at 90, or as I have deduced from your test, full throttle, for mile after mile without reducing the engine’s innards to a pile of mangled metal? Of course, if one wants power, there is always the R-69S which will hold its own with the best in top speed, while probably a little slower on acceleration.
I don’t buy the point you make about digging the cylinder guards into the road on a turn. A quick check with my trusty protractor tells me that to touch a cylinder guard, it would require approximately 45 degrees of lean. 1 don’t need to say that if you are over that far on anything but a racing machine, you have a problem. However, I do concede that you must be observant of the curbs, as it is quite easy to scratch a rocker box cover.
You may also be interested to know that an R-69 does not have 42 blip. The R-69 isa predecessor of the R-69S, and while the engines look identical, it has only 38 DIN horsepower. The distinguishing feature of the R-69 is the manual spark control. The R-69 has a lower compression ratio and different cam.
I hope you haven’t gotten the wrong idea from my letter, as it isn’t intended as criticism. I merely object to your cut-and-dried attitude, that: “This is the way it is, say no more.” Motorcycles cannot be categorized entirely, as there is so much that doesn’t meet the eye. Motorcycles are an extension of their riders’ personalities, and therefore cannot be classified. You of all people should know that there is more to motorcycling than a super hot machine, and I am of the opinion that you had to look very hard to find something to criticize at all!
In concluding, 1 must add that the article was very well written, as is usually the case with CW, and I enjoyed it very much. I just thought I’d point out a few things you may be interested to learn.
JIM HUNTER Jim Hunter BMW Trenton, Ontario, Canada
ON OUR WAY
After endless delays and unbelievable red tape, we’re finally on our way. Bolivian procedures for accomplishing things are impossible, especially if they pertain to something that’s never been done before, such as importing four British motorcycles one day and attempting to leave the next.
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But hete we are, all four of us astride our new BSA 441 Victor Specials in La Paz, Bolivia, with the city at 12,500 ft. and Illimani Mountian at 23,000 ft. as the background. We hope to be back in Los Angeles, Calif., USA, in about 70 lucky days.
AVER1LL STRASSER DICK GOLDEN DAVE MATTA KEN IWATA Peace Corps La Paz, Bolivia
BEYOND THE CALL
I am the proud owner of a 1968 BMW R69S. Having owned numerous motorcycles over the past 16 years, a man appreciates good service. Service is something that seems terribly poor in the field of motorcycles. I also believe that when a distributor has an outstanding dealer, he should know about him.
Six motorcycles and seven riders left Dayton, Ohio, on a Saturday morning, bound for the mountains of Kentucky. At 4 p.m. we prepared to leave Hemlock Lodge, in the Natural Bridge State Park, to head back for Dayton when my BMW gave out with a clank, and no response. Upon closer examination we found that four Allen bolts had worked loose from the universal joint. On a Saturday evening in the mountains of Kentucky, you are lucky to buy gas, let alone parts of any kind. Not knowing what to do, we called our dealer, R.B. Motors, in Camden, Ohio, and told him of our problem. He promptly left and drove from Camden to Slade, Ky., to repair our cycle and get us back on the highway that same night.
Beasley would not accept any compensation for this deed, which is really beyond the call of duty. This is what an owner looks for when he buys a touring machine such as the BMW. Robert Beasley is known all over this part of the country for the fine and courteous service he gives, and this proves it. There are not enough words of praise for the fine machine, the BMW, or the service behind it.
VON E. CHRISMER Dayton, Ohio
TRADITIONAL
My friend and I enjoy reading your magazine and believe that the photographs we enclose will prove of interest to you. As you can see, it is an Ariel Square Four (4GMK II) which we have been slowly rebuilding for the past three and a half years.
Unfortunately, in England, the Square Four is not considered a thoroughbred, but is regarded, in fact, as a sidecar hack for middle-aged men. Erom what I hear (and read in your advertising column), such a view is not present in the U.S.
We hope you can find space in a future edition of your magazine to publish one or all of these pictures to show your readers what a British rebuild looks like. We avoided the temptation to chrome everything and cover the paintwork in candy apple finish, since we believe that the machine exudes an air of quality when decked out in the traditional British finish of jet black. The chrome plate mudguards accentuate the finish and give the machine a look of speed combined with brutish power (which it has in ample supply).
If you are unable to publish these pictures, please pass them on to someone who wishes to acquire this machine, since we have just bought two vintage Rudges to rebuild, but cannot start through lack of funds.
F.F. MITCHELL 67 Forest Road Loughborough, Leics., England
WINTER WACK
For those of you who have a rough time kick-starting your CH Sportsters in the winter, I have an idea that works for me. (I own a stock ’68 XLCH and it will stay that way.)
Place a couple of electric heaters against the crankcases overnight, and by morning the entire engine will be warm to the touch (including oil). In addition to easy starting, this will also minimize wear when starting. When starting, pump the throttle twice and give it a whack. Also, I suggest rubbermounting the oil tank with grommets since vibration tends to crack things.
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Another suggestion: Obtain from the
nearest auto parts store a short curved muffler tip (I.D 2 in.) to put on the front muffler to keep the frame and rear muffler from getting sooty.
DAN BERGMEN Cupertino, Calif.
AN ARGUMENT
I pass this argument to you. If so desired, you may pass it on to your readers. I have used it on several occasions for the defense of my sport. For example, I witnessed a motorcycle accident near a local grade school. A young man was seriously injured when his speeding cycle hit a chain link fence.
A good sized crowd had gathered, and one lady was very outspoken on the point of how awful the sight was for the children, some of whom were on the other side of the fence. She stated “ari immediate need for something to be done to prevent the use of such machinery.” The sight of the accident and her words were not helping our sport one bit. So I tried this argument, and it drew some sur-
prising comments, and lessened the degrading of motorcycling to a great degree.
“The sight of the accident was surely an awful one. But consider this possibility: The same obviously careless person in a car, perhaps full of friends, hitting that fence at the same speed. There would have been a really awful sight here, and a number of those children would not be here to remember the accident at all. I’or my money, some people are careless, and will continue to be so. And I would much rather have them self-destructive.”
JEFF DAVID Poway, Calif.
CW ON THE DMZ
At present I am on an advanced observation post on the Korean DMZ, reading tny May issue of CW. I have a slightly modified 1967 Super Hawk, and use it for everything, including a street machine.
Many Columbus, Ga., cyclists will recognize this as Torch Hill; I spent many hours there during my tour at Ft. Benning, and it was my pleasure to ride with a great bunch of guys.
I am compiling a motorcycle album and would like to appeal to your many readers to send me photos (even negatives) of their machines, in or out of competition. I cannot be responsible for return of negatives.
LT. JOHN P. TOTH “B” 5BN 38 ARTY APO San Francisco 96224
CONNECTICUT SCRAMBLES
Thought you might be interested to know that amidst all the controversy over motorcycle legislation in Connecticut, a scrambles track is being constructed.
This track will be in operation sometime late this spring. I do not know the details yet. It is located outside the town of Windsor Locks near Hartford.
This will be the first public track in the state. There are several small, private tracks owned by motorcycle clubs, but of course sanctioned meets open to the public cannot be run on these.
Until now, we racing fans in Connecticut have had to travel either to Monson, Mass., or Fishkill, N.Y., to see a scrambles meet.
ANTHONY J. POLITANO Stratford, Conn.
