Letters

LETTERS

KITFOR CONCENTRICS

I was disappointed to note that an otherwise excellent road test of the Triumph Tiger 650 model (CW, March 69) was spoiled by two rather serious errors.

The reference to the improvements in the Amal concentric carburetor on page 50 is accurate up to the point where it is stated that “unfortunately for those that own the old concentric, these improvements are not interchangeable and an entirely new unit must be bought.” This statement is not true. A kit of three parts to make the conversion can be purchased from any Triumph dealer for $3.84. The kit consists of the new longer throttle needle, the improved needle jet with cross hole and the longer main jet holder. It is a simple matter to install the three parts in any early concentric carburetor to bring it up to the latest improved condition. Incidentally, all Amal carburetors that have these improved parts fitted are marked with a letter “B” stamped alongside the part number on the carburetor body.

On page 49 it is mentioned that the Bonneville has a “hairier cam grind” than the TR6. This is not true. All Triumph 650-cc models (except the Thunderbird) have, for the past several years, been fitted with the same factory racing camshaft and large radius tappets. This means that the valve lift and cam timing is identical for the Bonneville, Tiger 650 road model and the TR6/C “off-theroad” competition model.

ROD COATES Service Manager

THE TRIUMPH CORPORATION

Our apologies, Rod, and thanks for taking the time to correct these points. We were misinformed by our sources here.— Ed.

HOSPITALITY OFFER

My wife and I tour through the western states each year. While passing through Ely, Nev., on Labor Day last year, we happened to bump into Red and Pat Nelson of the Nevada Roadrunners. As will happen when motorcycle enthusiasts meet, we began talking motorcycles. One thing led to another, and they invited us to stay over for the Hare and Hound their club sponsors each Labor Day. We had a motel, but they insisted we stay at their house, included us at the dinner table, and directed us toward points of interest in the area. Needless to say, we were very grateful and will always remember the courtesy we received from the Nevada Roadrunners.

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As current president of the Brigham City, Utah, Roadrunners (coincidence), I want to extend the hospitality of our members to any couples touring northern Utah. Write to us prior to arriving, and we’ll have a tour mapped for you and either a bed for you to sleep in or someone’s back lawn for you to lay your sleeping bags on. Plan on staying at least one night and the meals are all on us. Our club is for married couples and we would very much like to correspond with other married couples. We are planning a tour through Yellowstone National Park this year. Any married couples on motorcycles are welcome.

I think if more clubs would extend hospitality of this nature we could not only have longer tours each year, but we could see the local sights that aren’t on the maps and shave a few coins from the trip budget. The most important thing would be developing new friendships and promoting the sport of motorcycling.

SHERIDAN NELSON 1060 South Main No. 46 Brigham City, Utah 84302

MEGAPHONE SOLUTION

In regard to the letter from John Eckhardt Jr. (CW, March’69), we have found the problem of loss of power at top rpm after the fitting of a megaphone very common.

The best solution has been to fit the coldest plug the bike will run on (usually a KLG F295 or equivalent) and then proceed to obtain the proper main jet. Arriving at the proper size (125 to 135) can be aided by the use of the air lever at full speed. Adequate fuel supply is a must; in some cases, the tank breather and/or fuel line sizes must be increased.

Finally, experiment with the spark timing, 37 to 41 degrees advance, and raise the gearing. The Ducati should now red line in 5th with standard or higher gearing.

JOHN S. GREGORY Sunset Motors Kenosha, Wis.

Sir, we are delighted that you took the time to comment. Thank you. —Ed.

HE LIKES OUR STYLE

I am writing about a letter titled “The Do-Gooders” (CW, Jan. ’69). Thank you, CYCLE WORLD, for putting that guy down. I feel (along with a lot of other people) as you, that there are too many laws restricting people now.

ROBERTE. BY1NGTON Imperial, Mo.

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THE SECOND COMING

Regarding Mr. Wagar’s “Calvin...and certainly in the same league as Mike Hailwood.”

Ho! Ho! Bloody Ho!

Y ours ’till (sic) all Hell, etc.

P. DUCKWORTH-PILKINGTON Hopper Racing Team Ontario, Canada P.S. “There is but one God! And Phill (sic) Irving is his prophet!”

P. Duckworth who? — Ed.

LETTERS DEFENDS MARATHON

This is an answer to the letter from Jerry H. Hatfield (CW, Feb. ’69). To name the Confederate 24 the “toughest sportsman race of all” is a pretty big statement. The “sissified” St. Louis Marathon operates with about the same rules that were mentioned for the Confederate 24, but a rider can also be disqualified for stopping forward motion anywhere except in the rest area, having a flat tire, killing the engine any time, losing a muffler, etc.

The St. Louis Marathon is not run on a nice, smooth, all-weather, paved track. It is run on a scrambles track with two jumps, which is so rough that many riders have trouble keeping a machine together for eight laps. The start of the race is so dusty that a layer of dust a quarter inch thick builds up on all the leading surfaces of the machine. Many riders are disqualified when dust-filled air cleaners choke the life from their engines. After about 1 2 hours, the track gets as slick and hard as any pavement, but still retains the washboard surface. Then there is always the chance that it will rain, providing even more thrills for the riders.

The St. Louis Marathon always runs smooth. One can plainly see that the sponsoring organization has put a lot of work, thought and experience into this annual event.

About the 1968 winner of the St. Louis Marathon-I happen to know him personally, and he is as versatile a rider as one can find. I suppose he has competed in every kind of sportsman event there is except road racing, which he says he will try this year. I might add that he does his share of winning, too. As for him looking like he just stepped out of a Bataan Death March photo, I don’t think that anyone who has just ridden 1 2 hard hours would feel like doing the Boo-ga-loo. Anyway, 5th place overall isn’t bad if the Confederate has any turnout at all.

I am sure Mr. Hatfield is proud of his local Confederate 24 as I am proud of the St. Louis Marathon. I know about the St. Louis Marathon, and I have heard about the Confederate 24. I respect them both. The two fellows who came down from the North to ride the Confederate at least know what these two marathons are like. If the St. Louis Marathon is so easy, I hope the word doesn’t get out, because several people who have ridden in it think it is pretty tough.

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My point is this: when referring to a marathon or any motorcycle event, no one has a monopoly on them. So, if you haven’t tried it—cool it.

WAYNE WILLMORE West Frankfort, 111.

YVON GAVEHIMA BOOST

I read with much interest your excellent article on Yvon du Hamel (CW, Fçb. ’69). In my opinion, he is the best all-around rider in the world.

In Canada, the 250-cc class half-mile races used to be under-subscribed. Consequently, when I lived there, two years ago, I had the opportunity to race against Yvon and got to know him fairly well. I was No. 268 as a junior and Yvon was one of two experts who bothered with that class. The other expert was Yvon’s “father’s” son, Edgar Davis. I remember one day in particular. I was taking a few practice laps at the Sherbrooke track, and my old BSA just did not seem to hit the cam. At the end of the home straight, I must have been doing all of 45 mph when, suddenly, the engine seemed to clear and really started honking on, better than I had ever known it. I was real chuffed. Halfway through Turn 1, my engine drooped again. Yvon had been coming up and must have felt sorry for me. He had stuck his foot straight out onto the back of my saddle to give me my boost. He was black-flagged for it, but I thought it was pretty funny. He was grinning like an ape right through Turn 2.

BILL HYMAN 20 Rockview Ave.

North Plainfield, NJ 07060

ANOTHER HE SAID...

I just received your March issue with the “Cyclecar” story. It looks great, but, to my minor horror, I noticed that I made a considerable goof.

The photo of the Comet three-wheeler is not a 1914 model, but is vintage circa 1948. It’s true that there was a Comet car built in 1914-15, that it was a two-seater cyclecar, and that it’s listed in Georgano.

I even had a picture of it, but the picture I sent you was the 1946-48 Comet.

MICHAEL LAMM Stockton, Calif.

HOW IT IS IN NORWAY

As I have understood from reading CYCLE WORLD for a couple of years, you are facing many of the same prob lems as we in Norway. However, we don’t have the helmet law glooming over our heads. About ten years ago, there was much talk about it, but it was soon back where it belongs: in the theory department. Our worst problem is one as old as the motorcycle itself: acceptance among “civilized” people. However, that has become less apparent in the post “youmeet-the-nicest-people” era, when the “good” people’s own sons started riding Japanese lightweights instead of scooters, which earlier were the only “decent” two-wheelers. In an effort to see some smiling faces around, my friends and I try to assist other motorists who have had accidents of some sort. Every time we help a distressed motorist with a halted engine or a confused lady with a flat tire, we ask them to do us the favor of telling others how and by whom they were helped. We actually see some smiling faces now and then.

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Anybody interested in a sad story (i.e., the conditions for motorcycling in Norway)? The first point is the very strictly limited number of machines available. We have dealers for most of the British makes, though only the BSA and Triumph representatives deserve the name of dealer. BMW, Honda, Suzuki, MZ, and Jawa-CZ are well represented. Quite recently, however, the situation was improved by a young man who imports Kawasaki and Yamaha machinery. That’s the greatest thing that has happened to Norwegian motorcycling since the invention of the internal combustion engine. And that’s about all, except those suicidal scooters, which are the only twowheelers sold in quantities. I suspect my brothers buy those things because the girls usually prefer them to a real motorbike.

I myself ride a Suzuki Hustler which I like rather well except for its gearshift mechanism. This summer I unfortunately had to sell my two Ducati 175s as the family raised massive opposition against “that awful heap of junk” in the basement. I have to admit that I miss them a lot, even though they were difficult to maintain. It is impossible to get parts without writing to the factory; delivery usually takes more than half a year.

As you already may have guessed, I’m the clip-on handlebar type, which is the general trend over here. Road racing is my favorite cycle sport. However, the lack of regular circuits limits our possibilities to building road machines more or less like road racers. In that respect, my Hustler carries a road race fairing and clip-ons. Later, perhaps I’ll add fiberglass fuel tank and seat.

OLA ROLL

@ Oslo, Norway