Round Up
ROUND UP
JOE PARKHURST
THE 1969 INTERNATIONAL American motocross series is tentatively scheduled. Inter-Am opens in Sweden with a Swedish Team Championship race, though points garnered there probably will not apply in the series. A decision is yet to be made on this point, as Inter-Am is, primarily, an American series.
Oct. 19 is the date for the opening U.S. race at Peppered, Mass., under the capable guidance of Bob Hicks’ Intersport. Next on the schedule is John Penton’s Mid-Ohio motocross, slated for Oct. 26. Nov. 2 is the date for the first dual event; a 250-cc race will be run in Chicago, and a 500 in Montreal, Canady. Nov. 9 will be another dual date with 250 and 500 races in Kansas City, Kan., and Houston, Tex. Events will be held in Seattle, Wash., and in Denver, Colo., on Nov. 16. On Nov. 23, the series will move to De La Vega Park in Santa Cruz, Calif. Also in California, Westlake and the View Finders’ course will be the setting for the Nov. 30 race, then to San Diego for a Dec. 7 event. Saddleback Park, on Dec. 14, will host the final motocross of the series. At this time, special Inter-Am series money will be paid and the championship more than likely will be decided.
Inter-Am will be even more lively this year, because several Americans will be in more serious contention than in previous years. Montesa’s John DeSoto and Ron Nelson are in Europe at the present, learning the ropes. CYCLE WORLD will report on their progress each month. Another excellent motorcyclist is bound for Europe for much the same purpose—to learn, and to win the Inter-Am series. He’s Chuck “Feets” Minert, who is traveling in the company of several times world champion Jeff Smith. He, plus John Banks, will make up the BSA factory effort in international motocross. Feets will return with one of the really good factory BSA Victors. I wish I could lop off 10 of my years, as well as about 10 of Feets’. It’s a kid’s sport these days.
The Inter-Am dates listed are not fully confirmed at this time, particularly the double dates. Also, the locations, other than Pepperell, Mid-Ohio, Kansas, Santa Cruz, Westlake, and Saddleback, are not settled. We’ll keep you posted.
Ed Dye, mastermind of the series, will bring over 10 or 12 European riders. As of this date, Joel Robert, Torsten Hallman, Dave Bickers, Roger de Coster, Adolph Weil, and several others are signed for the series. A few weeks ago, I met the Czechoslovakian CZ factory directors, who had toured the U.S., looking things over. I can’t remember meeting a group of men like them before—they can eat and drink me under the table! And, if you didn’t know, Pilsner is in Czechoslovakia (they sure make good beer). I’m hoping to see even more of the leading European riders, like Sylvain Geboers, on this year’s tour. It would be quite a thrill to see Paul Friedrichs from East Germany as well. Regardless, Inter-Am 1969 will be something else.
HARLEY MANAGEMENT CHANGES
Since we reported on the changes at Harley-Davidson last month, additional changes have occurred at the newest American Machine & Foundry addition. My friend Walter Davidson, vice president of sales for 12 years, is retiring. He is being replaced by young John A. Davidson, who has been active in sales at H-D for eight years, the last three as assistant vice president. Walter Davidson served the firm since 1935; he leaves to pursue several personal interests.
MOTORCYCLE MOTOR CLUB
Only the least attentive of CW readers could have missed the handsome multipage advertisement from Universal Underwriters Insurance Company in our May issue. It announced a new, nationwide motor club for motorcyclists. Thornton Cooke, vice president of Universal, filled us in on the details some time ago. We held the information until the company made its formal announcement. It truly is gratifying to see a firm the size of Universal enter the motorcycle business in such a manner. It had, of course, been furnishing motorcycle insurance for quite some time, but the motor club idea is new in the firm’s offerings.
Several previous attempts at nationwide motorcycle service clubs have failed. Universal is not the kind of firm to enter into such an endeavor without serious intent, or the backing to stay with it.
Headquarters for the club, which will operate in all 50 states, is in Kansas City, Mo. Quoting Cooke, “Until today, a motorcyclist who had an emergency breakdown on the highway, or was arrested for a minor traffic violation, or was involved in a serious traffic accident, even if not guilty, stood alone and unaided. Until today, the cyclist has not been eligible to take advantage of the benefits and services of a motor club— these were available only to the ‘first class’ citizens who operate on four wheels instead of two. Now, however, motorcycle owners can receive the same nationwide privileges and courtesies auto owners have enjoyed for years.”
Universal’s benefits will include emergency road service, a $200 arrest bond certificate, $5000 bail bond for major violations, accident insurance protection, $200 theft award, plus a club newsletter, special charter flights in the U.S. and overseas, an accident prevention and safety program, and a special program of local club activities. Universal is particularly concerned with motorcycle safety and driver education, for many years two of the most important of the motorcyclist’s problems.
Almost two years of planning and preparation went into Universal’s program. The cost to members will be less than four cents per day, a pittance for the value received. If you are interested and did not respond via the coupon in the color ad, write to Universal Cycle Club, Inc., 5115 Oak St., Kansas City, MO 64112. Yearly membership is $12.50.
MINIBIKES ON THE STREETS
One of the touchiest subjects around is minibikes. CW has never held opinions against minibikes per se. I have for many years believed they are just fine for youngsters—one of the very best stepping-stones to motorcycling...for youngsters. They are lethal for adults, or anyone over five feet tall or so, and 100 lb. or thereabouts. When a rider is a “standard size adult,” minibikes are simply treacherous and should be treated with extreme caution, plus a sense of humor.
I have introduced a special minibike series at Saddleback Park, and encourage youngsters to participate. There is an age limit—competition is very strictly limited to young boys who aren’t too big to get into trouble. I’ve ridden minibikes, as have many motorcyclists. One thing I feel quite strongly about, they have no business on the city streets.
Flying in the face of sensibilities, the august state of California recently ruled that minibikes are motor vehicles. As such, they must be licensed, for riding on streets, and must have lights, mirrors, mufflers, etc.-all of the things that constitute a street legal motorcycle. The decision came from a civic body not usually the source of such stupidity—the California Department of Highway Patrol. But, there it is: Part 371, Federal Motor Vehicle Safety Standards, direct from John R. Jamieson, Deputy, Federal Highway Administrator, Appendix A, Interpretations.
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True, the state’s definition of a motor vehicle does indeed sweep minibikes into the classification. Without question. Without reason. And, worse, without qualification. The point was raised by American Honda, who asked the question of the department, more than likely in all good faith. The bad part is that the CHP did not use common engineering or motor vehicle logic in preparing the answer.
Minibikes should not be allowed on streets no matter how they are equipped. The average car driver has enough trouble seeing someone on a Harley 74, much less scouting for a tiny minibike. Worse, minibikes are not proper motor vehicles for street running. They will not stop like motorcycles. They do not handle like motorcycles. They are basically unstable, with any other than the aforementioned sized humans operating them.
In my opinion, minibikes are just great for youngsters, but youngsters have no business on streets, mixing it up with cars. The kids are too young, too inexperienced, and the bikes often have too much power for their tender touch. So, the state of California rules minibikes must be considered motor vehicles. Fine. But if you are a parent, and your kid has a minibike, please think twice before you allow the little one to blast up and down the street. Bad enough that he could be killed by the inattentive car driver. Now the fuzz will pick him up for illegal operation of a motor vehicle. Shame.
Sadder, the whole affair could have been avoided, or at least handled better, had we a unified motorcycle industry. We have an excellent trade association, the MS&ATA, but only part of the industry belongs. The big guys, Honda, Yamaha, Suzuki and Kawasaki, do not belong. I do not mean to single out any one of them as a villain. But had we a single front to offer such blind legislation a single answer when someone asks if a minibike is a motor vehicle, we could give a single, well-thought-out, intelligent answer. An answer that would at least be a distillation of the majority of informed judgment. Instead, we have what amounts to genuine stupidity-an uninformed opinion, a judgment made on hollow words in a legal translation, without any sensible point of reference, without experience. It gets sadder by the minute.
KAWASAKI SAFARI
Beginning in Capetown, South Africa, the very southernmost part of the African continent, going north into the Middle East, Europe, and on to Moscow, is the proposed route for the somewhat rotund lad seated on the Kawasaki 350 in the picture. The other gentlemen are, left to right, Don Weagel, Al Goslee, and Swede Carlson, American Kawasaki executives, wishing him well on his way. The intrepid traveler is James Parks, a name familiar to CW readers, whose exploits have appeared in the magazine, be they somewhat unbelievable to some.
The A7 Kawasaki is to be his mount, with the Champion Spark Plug Co. also taking part. I’ve answered literally hundreds of letters over the past few years from readers, requesting full or partial sponsorship, who would like to make trips similar to the one planned by Parks. My advice to prospective adventurers has been to pursue their desires with motorcycle importers and distributors, and firms which produce oil, spark plugs, tires, or accessories. Parks’ ability to convince others of the worth of such a venture is obviously quite effective. I compliment American Kawasaki’s and Champion’s powers of perception as well. As time goes by, we’ll have reports on Parks’ new ventures. They should make further fascinating reading, believe it or not!
NORTON VILLIERS ARRIVES IN THE U.S.
Norton Villiers Corp., maker of Nortons, Matchless, Villiers engines and the sensational new AJS dirt bikes, has announced the establishment of a new, wholly owned subsidiary of the English giant, with headquarters not far from CW in North Long Beach, Calif. By arrangement with the Berliner Motor Corp. and the J.B. Matchless Corp., both in New Jersey, Norton Villiers has assumed direct responsibility for the supply of their machines in the states of California, Arizona, Washington, Oregon, Nevada, Alaska, and Hawaii. At present the firm is in the process of appointing dealers, and invites inquiries from prospective businesses.
Norton Villiers’ move is evidence of the depth and scope the motorcycle business has reached in this country. It joins many other foreign-based firms, such as BSA/Triumph, Honda, Yamaha, Suzuki, and Kawasaki, in the establishment of factory-owned distribution outlets. In the West, the name Norton is not as well known as in the East, where the full effect of the powerful Berliner organization is felt the strongest. Norton Villiers believes a direct link between American dealers in the West and the parent organization will considerably increase the penetration of the motorcycle market in the West. The firm will work closely with the Berliner organization in supplying parts and service for all machines.
Speaking of the new AJS, we will soon test the new AJS motocross and trials motorcycles, the hottest new competition machines to come from England for some time. It pleases me enormously to see a British firm add its weight to the scrambler field, recently a province of the Swedes, Spaniards and West Germans. AJS factory rider Malcolm Davis won the 1968 British National Championships on an AJS (and in its first year of development at that). I will visit the factory this summer, hopefully to report on great progress in the production of the new super-light competition bikes. Dennis Poore, managing director of Manganese Bronze, the giant parent of Norton Villiers, and I have spent endless hours reviewing the complex subject of the American motorcycle market. I believe they will contribute considerably to our sport. Another old friend in the industry, H.A. “Maxie” Maxsted, joins the firm as liason officer.
MOTORCYCLES ON THE STREETS
On occasion, I stumble on something that renews both my faith in my fellowman and my general outlook toward the mass of people usually referred to as the “general public” (a body of which we all are members). A recent issue of, of all things, Better Homes & Gardens, contained a column titled, “How Not To Run Over A Motorcyclist.” It was well written, factual, accurate, completly fair to both autos and motorcycles (a large, gold star to BH&G for this, since most of their readers drive those four-wheeled devices), and unbiased. The article made eight points any motorcycle rider would have been pleased with, such as, “...motorcycles...can be braked to a stop in a shorter distance than your car.” And, “Make it a rule of the road to allow the motorcyclist a fair portion of the highway and a fair share of courtesy. His life (and possibly yours) could depend on it.”
If you like homes and gardens—even if you don’t-subscribe to the magazine. Its editorial department is pretty headsup. Even groovy.
