Letters
LETTERS
GRAMMAR, OR GOOD TASTE?
My six-month-old son likes to pull magazines out of the magazine rack and chew the covers off. I have noticed he has a definite preference for CYCLE WORLD, and I wonder whether it is the attractive appearance of your covers or whether you have better tasting paper than your competitors. Which do you think it might be?
Enclosed is part of a cover he really enjoyed, if you want to run any tests to see why it was so especially appetizing.
ROBERT R. ROBERTS Nicholasville, Ky.
Yecch! It looks awful! Rather than run a test, we’ll take your son’s word for it. — Ed.
SOME VETTER LETTERS
. . . Vetter’s work is damn good. If it weren’t, I wouldn’t be motivated to comment. If the motorcycle industry forges ahead, it will “keep up its head of steam.” Otherwise, it runs the risk of a slump next year-or the year following. Hence, Vetter’s work could be critical to BSA’s future sales.
DOUG TOMS Director, U.S. Dept, of Transportation National Highway Safety Bureau Washington, D.C.
The beautiful bike on the cover of your Sept. ’70 issue momentarily hypnotized me. After reading the article, I was all the more entranced. The Vetter BSA is, in my opinion, the American bike rider’s dream.
JOHN KORKA Farmington, Mich.
It’s a chopper and a street bike, all at the same time. It’s really something else!
KIRBY E. PLEDGER
I and many of my friends will be extremely disappointed if BSA does not adopt this great looking design. If they do adopt it, they can be assured of at least one sale.
STEVEN LOVESETH Millbrae, Calif.
America is ready and waiting, so, BSA, let it rip!
R.S. CAVE, ETR3 FPO New York, N.Y.
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Aside from owning six bikes in my time, two of them choppers, I have seen many customs, and I would like to say that Vetter’s Rocket isa most righteous machine.
I might . . . suggest to BSA, as they desire a new market, that they . . . borrow a few ideas from the old marques. For example, have an optional tooth sprocket, much the same as the Vincent, whereby the rear wheel can be reversed in a matterof minutes for road cruising .. .
I should hope that safety rims would be standard equipment. Moreover, if the Rocket Three powerplant is to be used, that they eliminate that temperamental carburetion system.
In closing, I would like to compliment Dan Hunt on his fine article. It was well written and thought out. I take issue, however, with his concluding remark that Vetter’s commission was the most remarkable thing to have happened in the history of English cycledom . . .
CY L. JONES Milwaukee, Ore.
We, my wife and I, read your article in the September issue of CYCLE WORLD about the new design for the BSA Three. We think the design is a great step for motorcycles; however, we feel the tachometer and speedometer are set too high and should be mounted lower (closer to the light). Please keep us informed as to whether or not they will be put on production and what the price will be, as we would like to purchase one. Also, how high it will be from the ground to the seat, as my wife is only 5 feet 2 and would also like to drive it.
GARY HEGG Eleva, Wis.
First, some questions: 1. Is the “unit construction” of gas and oil tanks and seat stronger and/or cheaper than the conventional separate units? 2. Is the wheelbase really extended, or is this a cosmetic effect from the slimmed down front forks? 3. Does placing all three exhausts on the right side further reduce ground clearance when cornering? 4. Does the U-shaped headlight bracket hold the light any steadier than the conventional mounting? 5. How much does the bike weigh? 6. Would this bike cost more than a 1969 or 1970 Rocket Three?
. . . Some things we like about the bike: 1. The shape of the mufflers is a huge improvement over that of the originals! 2. Tilting the tach and speedo back makes them more readable. 3. The exposed air cleaners, unadorned oil radiator, and visual enlargement of the engine are very successful. 4. The cleaned-up front forks are sharp. 5. The reflective gold trim is fine—and we’re personally partial to the color scheme of rich red, chrome, and glossy black.
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...Our criticisms: 1. Although we are not physically larger than average, we strongly disagree with the narrow seat, especially for a big bike and for any trip of more than 50 miles. And while the Velcro fastener may be convenient, it makes the seat easy to steal. 2. It seems to us that a fully enclosed final drive is mandatory on any “future-oriented,” chain-driven motorcycle. Taking a trip on a typical chain-driven bike takes us back to 1909, with all the adjusting, oiling, and greasy hands at every fuel stop! 3. We agree that the styling of the stock 5-gal. tank is awful, but CYCLE WORLD (July ’69) pegged the BSA Three’s fuel consumption at 21.4 mpg; this means that even for around town, let alone touring, a 5-gal. tank is a real necessity. In fact, we’d like to see bigger tanks available. As a stylist, Mr. Vetter might find a challenge in designing a good-looking big tank. 4. Turn signals would be much appreciated; also, though the bobbed rear fender looks good, the taillight’s position makes it more difficult to fit a luggage rack.
THOMAS B. FITZPATRICK
Boston, Mass.
. . . Would you please list an address in your magazine where the readers can write to express their approval of the tentative design of the Rocket Three? Thank you.
MARVIN BELL
Bell’s Motorcycle Sales Fort Worth, Texas If you wish to tell BSA your sentiments on the Vetter design experiment, write to: Tony Salisbury, Birmingham Small Arms, Inc., 80 Pompton Ave., Verona, NJ 07462. Thank you all for writing. There were many more letters expressing opinions (most of them favorable) than we could fit into the Letters column. In regard to Mr. Fitzpatrick’s comment on the narrow seat, his impression is mistaken; the Vetter seat is comfortable and wide, 11 in., in fact. As for his questions:
Unit fiberglass construction can be less expensive than conventional, separate construction if the production run is large enough to offset costs of making the original fiberglass mold. Wheelbase on the Vetter Three is 3 in. longer than standard and could be made shorter, if necessary. The cornering clearance of the triple exhausts would allow a 45or 50-degree banking angle with the suspension compressed, far beyond the capabilities of most riders, and/or tires. The U-shaped headlight bracket is a strong, heavy piece of hardware and should hold the light quite steady. The prototype weighs 420 lb. In riding a well broken-in Three prior to going to work on it, Vetter reported a fuel consumption figure of 50 mpg. The cost of the machine would hinge upon BSA ’s approach to its production. Theoretically, a full production run on the Vetter Three could cost less per unit than the present Three. However, if BSA decided to make it a “limited edition,” to supplement a line of more standard looking Threes, it would obviously cost more. — Ed.
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HOW ABOUT THAT?
Re: Attitudes, deficiencies, etc. of the AMA.
I have lived within two miles of the AMA HQ building for several years. The building is on a main north-south artery of the metropolitan area, so I frequently pass it. In the years since I became aware of its existence, I have never seen any motorcycle parked outside! How about that!
NOEL H. STETSON Columbus, Ohio
SELLING FEATURES TO CW
To one of the finest motoring publications, a cyclist and commercial photographer extends services for feature photography . . .
Please advise how I may begin receiving assignments with your publication.
PETER L. PARKE Corning, N.Y.
We receive many letters from hopeful freelancers like yourself, Peter. As you might guess, we welcome contributions but do not give out assignments to people whose work is unknown to us.
The best way to become “known” is to submit work to the magazine of your choice on a speculative basis. If your work (photography, writing, illustration, or whatever) is consistently excellent and acceptable to the magazine for publication, in time a situation may arise in which your services are needed. Then, having already established a rapport with the editors, you would be called upon to execute an assignment.
Of course, that first step-speculative freelancing-is risky business. You could spend a great deal of time and money producing an editorial package of words and pictures, only to have it refused because it was not needed, or did not fit the “slant” (character and tone) of the magazine.
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But there are ways to reduce the risk. One is to read the magazine. Look at its style, its contents and the way it presents them. A common error that freelancers make when submitting pictures along with a story to CYCLE WORLD is sending color transparencies, but no black and white prints. This doesn’t show much thinking on their part, because even the most casual reader of CW can easily observe that most of our coverage is in black-and-white.
Another way to reduce the risk in submitting articles is to query CYCLE WORLD by letter or by phone regarding your ideas. If we tell you that the idea sounds good and we’ll look at it, it is not necessarily a guarantee that we’ll publish the finished work, but at least you’ll know you’re on the right track. Incidentally, this is the standard practice with almost every magazine in the world. And it saves much time for both freelancers and the editors whom they are trying to please. This is the professional way to freelance: query the editors; outline your ideas briefly; ask how long they want the piece to be and how many photographs should be included.
When we use the word “professional,” we mean just that. CYCLE WORLD pays for all contributions at the best prevailing rates in this segment of the publishing industry. So we expect the best work possible, submitted in a professional manner, and we expect it to be guaranteed exclusive to CYCLE WORLD. What we are buying is “first time rights.” A few months after your article or photos have appeared in CYCLE WORLD, you are welcome to try to sell them again elsewhere. But it is a most unethical practice for a freelancer to sell the same thing to two or more competing publishers at the same time, unless he has done so with the agreement of all magazines involved.
As for submitting your material, there is a prescribed method for that, too. It is followed almost universally in the publishing industry. Stories are submitted on white, standard size paper of 16or 20-lb. grade. They should be ty pewritten, double-spaced, and the writer should leave at least a Tin. margin on both sides, and on the top and the bottom. The writer’s name, address and telephone number should be typed in the upper left-hand corner of the first page. (Continued on page 16)
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Black-and-white photographs are submitted in the form of 8 by 10 in. prints on glossy, or semi-glossy (not matte) paper. They should be sharp, clearly lit, in focus (except for special effects), have a good range of black and white tones, and no dust spots or other obvious technical errors. We do not even bother to look at small-sized snapshots, polaroid or color prints. We rarely use color photography from freelancers, as color is usually tied in with an important editorial feature being handled by the CW staff. When we do use freelance color, it should be submitted in the form of 35-mm or 2% by 2!4 in. transparencies.
An important point about photographs: each print should have the photographer’s name and address written on the back along the edge of the print so that the writing doesn’t make indentations into the picture area. Identify all important subjects with a brief caption. With no name on the photo, it can be lost easily in the great pile of photographs that come across our desks each month.
When you have assembled your editorial package, i.e., article and photos, you should write a short letter to go with it, explaining that you are selling the article, that it is exclusive to CW, and you should also refer to any prior communications you may have had with us. Then, prepare a self-addressed manila envelope and include with it the necessary postage to pay for the package’s return, should we decide we cannot use your material; this is another practice that is universal in the publishing industry. Then mail the whole thing, and pray.
You may be wondering what sort of material CYCLE WORLD needs. Mainly, we want good features, illustrated with good photographs.
We want travel stories written either from an: unusual point of view and/or with lots of correct, well researched information; we don’t want blather or a shallow step-by-step rehash of how many flat tires your bike had en route.
We like “how-to” stories: for instance, how to camp by bike, how to rig an extra horn, how to install a special ignition on a particular brand of bike, how to conduct a common maintenance operation, how to build a fairing, etc. Make sure, however, that you really know “how to” before you try to tell us and more than 200,000 very foxy readers.
If you have an engineering background, you can query us about a technical feature, but you should know that we are extremely demanding on technical subjects, and rarely find outside material acceptable. The main fault: lack of knowledge and poor research.
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We also buy fiction. Again, we accept only the best motorcycle-oriented fiction. Two of the stories run in CYCLE WORLD in the past few years were spotted by movie producers; one is now in the beginning stages of production for a full-length movie feature. Most of the fiction we receive is bad, so it is no wonder that we accept only about 1 in every 50 or 60 such manuscripts .
Another sort of feature we like is primarily photographic and covers such subjects as a specially designed motorcycle, a tasteful custom, a chopper, or a restored classic roadster or antique racer. This is a good subject area for a freelance photographer to explore for CYCLE WORLD. There are many of these bikes around, exhibiting faultless, clean workmanship and originality. Their owners would undoubtedly be proud to have them seen in CYCLE WORLD. All you have to do is keep your eyes open, and ask.
We wish you good hunting, and hope to hear from you. —Ed.
DAVE WAS THERE
Marvelous story on Eddie Mulder. Too bad someone didn’t do his homework. You see, the last few “Bear Chases” finished very close to where they started, down in the valley. The last loop of the run took a shot into the mountains and reentered the desert floor by going DOWN Rattlesnake Canyon. I know, I was at the finish line when young “Steady Eddie” made it.
DAVE EKINS Filtron Products Co.
Van Nuys, Calif.
GOOD WORDS FROM MELBOURNE
I have just finished reading your July ’70 edition and, frankly, I was astonished at the quality and quantity of it. The article that was the highlight, and a highlight I have long been waiting for, was Dan Hunt’s beautifully put together and profoundly informative “Wes Cooley.” This is a classic, and I am sure every cyclist agrees with me. One suggestion: how about devoting a page in each issue, devoted to a color pin-up of some fabulous machine, e.g., Honda, MV, Yamaha, etc. The fabulous photography by Dan Hunt and Jody Nicholas at your CW Show convinced me that this would be a great idea on your part. (I hate cutting pictures out of CW.)
In the near future, I hope to go to the U.S. and possibly compete (even stay there?), and I would appreciate it if you could possibly print my name and address so that I could correspond with some American cyclists. (I am 18.) ROBERT BARCLAY (BOB THE BIKE) 27 Hardwicke St. Balwyn 3103 Melbourne, Australia
INTRODUCTION
I’ve enjoyed your magazine for seven years now, and I especially like your articles on touring and your cycle fiction. Some of the stories have been real cool! I personally dig less your racing articles—it’s not my bag. One question: how do your staff members introduce the sweet girl of their dreams to cycling without turning her off for good on the subject?
L.W. PETERSON Bloomington, Ind.
Teach her how to ride.— Ed.
A PLUG FROM GOVERNMENT
As a middle-aged businessman in an executive position, I suppose that I could not be classified as a typical enthusiast of motorcycle sport. As such, however, I am keenly aware of the low esteem in which we are held by the general public. It is therefore of interest to note a possible sign of a reversal in this state of affairs.
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I am enclosing an advertisement sponsored by the Government of British Columbia which appeared widely in the local media, “plugging” motor sport in British Columbia in general and specifically the Ashcroft Motocross to be held this summer. I call this to your attention, not necessarily to solicit your support in publicizing the event, but rather to point out the exemplary attitude of our Provincial Government toward the motorcycle sport.
It appears to the writer that state and local governments in the U.S.A. could well follow this lead, as I am certain that through understanding on a governmental and political level that the “lot” of the motorcyclist would surely improve.
By the way, the Province of British Columbia requires special motorcycle licensing procedures, compulsory liability insurance, and use of adequate helmets on public highways, (unfortunately the specifications of which are quite nebulous) all of which I actively support.
I hope that through your excellent
publication that the actions of our enlightened government will be brought to the attention of their American counterparts.
J.S. HEYRMAN Vancouver, B.C.
“OOPS” DEPT.
“The Dragster: How and Why” in your August issue referred to the lower ends of the Triumph engines as 1969 Bonneville. Looks more like the pre-unit construction of the 1959 Bonneville— huh? Maybe? Enjoy your mag every month.
MAX SHEFFIELD Fitzgerald, Ga.
Maybe? De finit e ly. Pardon the “typo. Ed.
NEEDS INFORMATION
I would like to obtain any information I can concerning parts and specs for the following bikes: ’28 Harley 74, ’30 Henderson, ’37 Indian Pony Scout Jr., ’37 Indian Shaftdrive, ’55 650-cc Ariel, and the ’55 Zundapp KS-601. Any information I can receive on the above machines, including manuals, pictures, etc. will be greatly appreciated.
ALLEN R. WOLFE 19670 W. Bluemound Whukesha, Wise. 53186
HE’S SNOWED
How can you say that a snowmobile is a play machine? (CW May ’70) I don’t see how anyone can say that snowmobiling isn’t as fun as cycle racing either. I own both a snowmobile (440-cc Arctic Cat) and also a motorcycle (350-cc Honda Motosport) and have done a little racing in both. Though I think racing motorcycles is more of a challenge, I think snowmobiling is more fun, yet equally as dangerous. If you like to race bikes, I can guarantee you will like racing snowmobiles. But when you get run over by a snowmobile going 50 or 60 mph you will see that a snowmobile is no play machine. I would like to bring to your attention, too, that there are over 2000 snowmobile clubs in the U.S. and only 1700 clubs affiliated with the age-old AMA. How does that grab ya?
PAUL SAYEGH
Tahoe City, Calif.
THE LAST WORD
I enjoy CYCLE WORLD very much. As I am not a Christian, many of the magazines on the market today appeal to me, including yours, although it is morally fresh and clean-cut. Keep up the good work.
STEVE STALEY La Grande, Ore.
