Letters
LETTERS
COUP de GRACE
Concerning the guy in your June issue who needs help and wanted to know the routes Peter Fonda used in “Easy Rider”—
Why didn’t you tell him, Fool! You had an excellent opportunity to send the fellow where he belongs.
JANE New York
Now, now, Jane, don’t get too heavy.—Ed.
DOWN WITH THE BOOBS
Thanks for printing “Illinois Success Story” in the June issue. I hope it will give heart to riders in other states who are trying to accomplish the same thing. The only sad part of the story was the apparent unwillingness of the AMA to help through the use of its mailing list of Illinois clubs.
The thing that plagues me is why mandatory helmet laws get written in the first place. Oh, we all know that state legislatures get sand-bagged by the National Highway Safety Bureau to put such laws on the books, but is that some kind of justification? Wearing a helmet is, and should be, a matter of personal choice. Those who wish to wear their helmets all the time don’t need a law to make them do it. The rest of us (are there any in-betweens?) don’t want such a law.
It seems to me there is a much larger question involved here, dealing with the right of any state legislature, or the federal government for that matter, to pass laws which are expressly undesired by the people. Who else really cares except the motorcyclist? Our Declaration of Independence says that government should derive its just powers from the consent of the governed. (It’s all right to believe Thomas Jefferson’s view of representative government, isn’t it?) Why, then, should it be necessary for citizens to have to fight against their elected representatives to repeal laws which should not have been made in the first place.
I think it’s about time the industry (I specifically exclude the AMA) realized where its bread and butter comes from and mount an organized resistance to laws at any level of government which are, in our view, unnecessarily restrictive, discriminatory or harassing to motorcyclists. (Continued on page 8)
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It doesn’t matter whether they are elected or appointed, government has its share of boobs just as any other walk of life, and I deeply resent the boobs among them trying to control my every thought and action from the cradle to the grave.
F.J. BYARS Northridge, Calif.
PANIC STOPS
I’ve been riding trail for about three years. I have just recently started riding on the road. A question entered my mind. Can the average cyclist stay up in a panic stop?
MIKE COOPER Staunton, Va.
In the course of conducting braking tests for CYCLE WORLD road tests, we have found that most motorcycles are capable of stopping faster than automobiles. But the results depend much more upon the rider than the driver. Naturally, the stopping distances we achieve are under optimum conditions. The pavement is dry, and there is no oil film on the surface. Another factor, too, is the “expertise ” of the staff; when you conduct such tests month after month, you get better at it, and so the braking figures are optimistic. All this means that the average rider could not expect to duplicate our stopping distances for any given machine on his first attempts, and do it safely. This is important, as the rider's life could well depend upon how well he can stop without losing his balance.
We would suggest that every road rider, novice or expert, practice stopping quickly, selecting a large parking lot or a section of open, untraveled road for his practice (and please wear helmet, jacket and gloves). Start at about 30 mph and increase speed gradually as you get confidence.
Here are some tips to help you get stopped quickly and in an upright position:
Both front and rear brake should be applied at approximately the same time. Don't jam the brakes on; the application should be swift and smooth, to avoid locking the wheels, particularly the front wheel. If you feel the back wheel locking up, decrease your pressure on the back brake pedal; the back wheel tends to lock up quickly because weight is transferred forward during a stop. The front brake is therefore the one that will provide most of the stopping power. While the back brake does provide some stopping power, it is more important that it keep rotating to help keep the machine traveling straight.
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Locking the back brake may cause the machine to snake sideways, and, if the front brake is being applied hard, the bike may turn completely sideways.
It is also important to gauge the thin line between the greatest effective application of the front brake and the point at which it will break loose the front tire. If the front tire begins skidding, it becomes very difficult to keep your machine upright.
Your trail riding experience may help you greatly on the road in panic stops. If you practice panic stops in the dirt and get “out of shape,” you are more likely to be able to recover. The dirt is far more forgiving than pavement.
Wherever you choose to practice, dirt or street, do practice, by all means. It will give you much more confidence and give you an idea of what you can and cannot do. —Ed.
PERSPECTIVE ON COOLEY
I would like to express my appreciation of the recent article about Wes Cooley and his effort to help the sport prosper in America.
As a member of the original AFM in 1959, I doubt very much if that club would have survived without Mr. Cooley. More recently I had belonged to the ACA and raced with that club during 1965-66. I had always felt that the treatment I received was very kind and helpful. This was more significant when it is realized that my riding would not qualify for the “hot shoe.” I find it difficult to understand why any rider would complain of treatment; it was always my impression that with the ACA, the rider came first and other considerations were secondary.
I think it has taken a journal of your caliber to put the matter into true perspective, and this is certainly proven by the carefully thought-out article.
JAMES M. SITZ Hollywood, Calif.
ON THE AFM, ACA
I wanted to write to you and tell you what an unbelievably magnificent article you have written on Cooley and the AMA/FIM/ACA/AFM/MICUS situation.
I’m not sure I know much more than when I went in, as you are only so right about the confusion that exists in all of this. You could have easily played sides or ventured opinions, but in the end your very lengthy article ended up by bringing quite a story to many people’s attention. The exposure of this problem is perhaps your greatest contribution, next to the sheer perfection of your writing. That was a tough article to start reading because of its subject matter and length, but I literally couldn’t put it down . . .
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My background in this is minimal but involved.
I’ve been a road racing fan since 1960 and have followed the California racing development through the ACA and AFM at Riverside, Willow Springs, Carlsbad, Whiteman Air Park, Santa Barbara, Cotati, Laguna Seca, Anzac, Vacaville, etc.
I have received a great deal of enjoyment watching Tony Murphy and Buddy Parriott on the Manxes, Jody Nicholas, Grant, Baumann, Steve McLaughlin, Simmons, Kerker, Emde, Mike Lane and all those who have risked their lives for little publicity, less money, and no spectators month after month putting on excellent racing on beautifully prepared equipment.
I helped Tom Finlay restart the AFM back in 1965 to combat Wes Cooley and his dictatorial hold on California road racing. I, too, had picked up all the old stories about Wes profiteering from AFM funds.
As a CPA with one of the larger industrial conglomerates, I agreed to manage the financial end of the rebirth of the AFM for Finlay, who was a canyon cafe racer friend of mine.
I had first hand experience of what an unbelievable situation exists with these groups. The meetings were large and social but the running of the organization always falls on the few who will give and work at a great sacrifice of personal time and money, only to be soundly criticized when they get tired of their over-effort not seeming to get anywhere. And the rumors start, much as they did with Wes. The racers are a good group, with the exception of the usual few, as in anything, but they want to race and not be involved with all the details. So it’s left up to the outsiders or racers who quit to give the needed help. As one leader collapses, a new one steps in, and somehow the AFM kept going.
I can imagine what you went through trying to understand the bookkeeping systems of these organizations. It’s unbelievably loose and can easily be manipulated, but like Wes said, it’s nickel and dime stuff and isn’t worth the potential ostracism and black-balling by your friends for such small stakes. Surprisingly enough, in those peanut days of the AFM I would handle about $3000 of receipts and disbursements in a given season. And hand it right out again for rent, insurance, a little advertising and some expenses reimbursement for those few who spent their effort and money on gas, telephone bills, etc. to get these races staged.
It’s pretty hard to keep a decent set of books, as you can’t do it all alone and collect all money and pay all bills race after race and in between. Setting up any systems at all becomes meaningless with the turnover of people and the ever-changing procedures in running these races.
In the end it appeared to degenerate to letting a few running the organization incur the expenses, get what invoices and bills wherever possible ... and doing as best as possible on receipts from admission tickets, entry blanks, etc.
It was a break-even to a losing proposition at best financially, but the races did get put on and the bills did get paid, even though it was tough to cover track rentals, insurance premiums, and advertising expenses, even with some fairly heavy entry fees.
The riders are greater in number now, and the emphasis with the AFM has swung to letting the promoter do it and the AFM will run it. And the racing goes on.
I’ve never cared for the AMA, of course, simply for banning all that exciting racing machinery for so many years—the Manxes, 7Rs, G50s, Honda Fours, Sixes, Fives, CR93s, 110s, ánd so on. It was that simple. I still can’t imagine that it was done and put up with for so long.
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PHIL SCHWARTZ Studio City, Calif.
INTRIGUING IDEA, CHUCK!
Now that the whistle’s blown on the MICUS mess, how about Cooley and McLaughlin settling out of court in a man-to-man manner? Since both are experienced road racers, I suggest having a winner-take-all grudge race with the gate therefrom to be divided equally among the opposing lawyers. Whoever wins would inherit the whole MICUS works, monkey wrenches and all.
“A Certain Newspaper Publisher” C. CLAYTON
Long Beach, Calif.
HE DOESN’T BUY IT
In your May issue of CYCLE WORLD you had an ad on pp. 84-85 which stated the Suzuki T-350 Rebel and the T-500 III Titan took on six of Detroit’s 400-hp supercars, the slowest at 14.3 sec. The Rebel beat four of them, and the Titan beat all of them. The ad closes by saying, “Surprising, isn’t it.” It certainly was! Considering CW’s e.t. road tests on these two bikes’ places, with the Rebel around 15.5 sec. and the Titan around 14.5 sec., who’s pulling whose leg?
DAVE ANDREAS Highland, Ind.
N. Y. HEADLIGHT BILL
Your May 1970 issue was on newsstands and in subscribers’ hands around April 1 5-20. In it was a letter reporting that the New York State Assembly “had just passed and sent to the New York State Senate a bill which would require the headlights of all motorcycles ... to be illuminated at all times.” Great, except for one thing: around April 15, New York state cyclists found out, through the “grapevine,” that the bill was now la w.
Checking back files of the New York Times, I found that this news reported in your May issue had been reported by the Times three months before, on January 21. Worse still, the news was buried in a back-page story giving a rundown on the previous day’s legislature progress on new dog laws!
My point is obvious. In our fight against harrassing legislation, motorcyclists are crippled by sheer ignorance of proposed and “in the works” legislation, and by an even greater ignorance of who it is that has sponsored the legislation, so we can write to him. The newspapers are hopeless, and the “grapevine” is no answer. You and the other national cycle magazines must make timely reporting. Timely, in the sense that there is time left to act on the legislation “in the works.” You must report this vital news in time for action to be taken, because there is no other outlet for this news.
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DAVID JACOBSON Bronx, N.Y.
We understand your concern, but cannot publish such news quickly because of our extended “lead” time. —Vá.
TRAIL RIDERS PROTEST!
I am writing this letter to protest a recent law in the state of Washington that prohibits trail biking except in designated areas, and in our state those areas are-hard to find.
This law affects over half the motorcyclists in our state. And it also makes it impossible for kids under 16 to find a place to ride. I am urging all motorcyclists of Washington to write to their congressmen and get this law changed.
TED ABERNETHY Seattle, Wash.
P.S. I’m 14.
CONSTRUCTIVE CRITICISM
My letter printed in the March 1970 issue was not a protest against the AMA minimum riding age. It was offered as constructive criticism. I don’t consider a disagreement with rules a protest as Joseph Marszalec does.
DAVID G. EVANS Grossmont, Calif.
BOO, “ENTHUSIAST”
As a subscriber to your magazine, I would like to express an opinion different from that of “Enthusiast” in the June 1970 issue . . .
I say, Boo, Enthusiast, and keep the articles about road riding, useful extras (like air horns, etc.) and riding techniques coming. Here in Europe a lot of people really do appreciate them.
KAJ LARSSON Stockholm, Sweden
YAMAHA FAN
Your June issue was fantastically good, especially Wagar’s report on Daytona.
Being a Yamaha owner and fan, I was particularly impressed with Yamaha’s showing at Daytona and the Mint 400. For 350s to keep up with 750s is pretty good. For Yamaha to beat Husky is amazing. But if du Hamel can do what he did on a 350, I can’t wait to see what he’ll do on the Yamaha 650.
WILL WACHTEL Palo Alto, Calif.
HONDA/KA WASAKI FAN
I enjoyed very much your coverage of the recent races at Daytona. I had been anxiously awaiting magazine coverage ever since I had learned the results from friends back in the world. Being a big fan of both Honda and Kawasaki, the outcome was very pleasing to me.
While on tour here in Germany, I plan on taking in as much of the racing here as possible. But as for what’s happening at home, I’m counting on your great mag.
MICHAEL D. ALEXANDER APO New York, N.Y.
FLYER TOOK A FLYER
Your cover photo on the May issue of CYCLE WORLD featuring a BSA and a Lear Jet in the background has a particular interest to me (smile).
I am a Lear Jet pilot in the hospital recovering from injuries received in a motorcycle accident... I soon hope to be back in command of them both again. As a subscriber, I think you have a fine magazine.
JIM SCOTT New York, N.Y.
UMBRAGE, BUT NO HUMOR
I wish to take umbrage with you regarding your answer to a letter requesting information.
Some guy, I’ll bet he’s been watching Bronson, asked for maybe a list of what to take along on a touring trip on his shiny new Harley-Sportster.
He sits around for a month waiting with breathless anticipation for the answer.
Man what a letdown when he finds your answer. “Take a Lincoln Continental, two blonds and a handful of credit cards.” . . . Yech!
Little by little we are losing our off-road riding. This can only make for more touring riders. Let’s help them, not hinder them.
H.J. JEWETT Pacoima, Calif.
If you review the long and crowded list of travel stories that CYCLE WORLD has published since its inception, you could hardly say that we're hindering erstwhile tourists. One example is the April '69 story on camping out. But we wonder whether Bronson would have written us to find out what to take on his trip. We hope not, just as we hope that there are motorcyclists left in this country who don’t have to have things spelled out for them, who have enough resourcefulness to figure out what they will take along, then strap it on their motorcycle and split!—Ed.
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FOREVER AMBER
I’m about to buy turn signals for my motorcycle. But I’m confused as to whether to get red or amber lenses for the rear set. Most people recognize red as the rear of the vehicle, and amber as the front. But amber turn signals in the rear seem to be more noticeable, because they contrast with the tail and brake light. Would you give me your opinion on whether one has been proven more effective than the other?
SAMUEL LEWARDS JR.
Philadelphia, Pa.
Your reasoning about amber turning lights contrasting with red lights is sound. Further, the majority of new motorcycles being sold with turn signals already installed use amber signals at the rear of the machine. So we’d suggest amber. —Ed.
SUZUKI MOTOCROSSER
In regard to your article, “What Does Suzuki Have Up Its Sleeve?” (April ’10),
I have a question. Being an avid bike rider (until I came into the Corps), I rode a few TTs, scrambles, and have, in the last year or two, become very interested in the art of motocross. Therefore I was very interested in the writeup on the new factory Suzuki motocross unit. Having raced the TS-250 Savage with zip kit added, I know of Suzuki’s powerful bikes.
I now ride a Kawasaki 238 which really does the job, but I’ve been pondering the question of whether or not the Suzuki factory will ever make this motocross bike of theirs for the private enthusiast. Have you any knowledge of this bike being produced in limited quantities for public sale? If they ever do, I’ll be the first in line.
BRUCE SHIERY, PFC, USMC FPO San Francisco, Calif.
The Suzuki factory team motocross machines are not available in replica form to the private buyer. But, if Suzuki decides that there would be a big enough market for them to justify tooling up, a similar production motocrosser could be made available in a relatively short time. If not, the knowledge gained from running the factory racers will most certainly be used in improving the TS250 in coming years.— Ed.
ICH DANKE SCHON
I am writing in regard to the article on the Bingham Mark I sidecar in the May 1970 issue. This sidecar might work on a smooth, paved road at slow speeds but bumps and rough roads, never, unless I missed seeing the suspension. A light sidecar will go up and over your head when you make a right turn. And a motorcycle better have a long wheel base, or you will surely get into trouble. And furthermore, no brake on that third wheel. Ich danke schon.
MARVIN A. PENROSE Westminster, Calif.
That’s your opinion, Marv. Meanwhile, to the many readers who have expressed interest in the fine Bingham rig and have asked for the address, here it is: Side Strider Inc., 15838 ArmintaUnit 25, Van Nuys, Calif. 91406.-Vá.
WE FEEL LISTLESS
My friend aud I are planning to take a trip to California next summer, and, as we will be traveling all over before we get there, we were wondering if you could give us a list of states that do not require you to wear helmets. This information would be greatly appreciated.
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RICKY ORDWAY Grantham, N.H.
Rather than give you a list, can we talk you into wearing helmets in all the states and not worrying about which ones require headgear? Do yourself a favor. — Ed.
A REBUTTAL
It is not my custom to write to magazines; however, having been slandered by “Enthusiast,” I feel for once I must.
You see, 1 am one of those “snottynosed” kids, even after four bikes in 10 years and 1 don’t know how many miles on the seat of my jeans.
Does our friend know how good a cup of coffee can taste after 400-500 miles of bug eating, or how lovely a good road can be after a day of “unimproved highway,” or a sun-rise after a night a thousand miles from home? Obviously not!
GUY CLOW Tulsa, Okla.
LIKED RES WEBER STORY
1 think that the article done on Carrol Resweber in your May issue of CYCLE WORLD was great. The article was informative and not too formal. It gave a good picture of the career of a man who raced motorcycles. The story was packed with facts, and a touch of humor made it what it is. It is stories like that which make your magazine the best.
GREG ELWOOD Los Angeles, Calif.
THE NICEST PEOPLE
I am currently stationed on Guam, a forlorn island lost amidst the vast Pacific Ocean, abundant in motorcycles, but suffering from the virtual nonexistence of motorcycle parts and service. In Jan. 1970, my CL 175 JJonda experienced a seizure of proportions never before equaled! Live months have elapsed now, and I am still attempting to round up the necessary parts to put my Honda back on the road.
In the middle of May, I departed for Tokyo, Japan, for five days of leave. My trip was also intended for the purchase of an overhead cam and point base plate. Due largely to a language barrier, a Japanese cabbie took me to the head offices of Honda in downtown Tokyo. There I was greeted by Mr. H. Soejima of Loreign Sales Division 1. I then explained my problem to him and inquired of the availability of the required replacement parts. In turn, Mr. Soejima spent the remainder of the day inquiring of all Honda distributors in Tokyo of the availability of the specific parts. His attempts were in vain, as the ohc was not available. He then instructed me to contact him the following day, as he would have the parts specially delivered from the factory, somewhere in Japan, to his office! The urgency in delivery was due to the brevity of my visit to Japan. In less than 24 hours after first talking with Mr. Soejima, I had in my possession the cam and plate for my Honda, at a total cost of 4000 yen, less than $ 12!
I now wish space in this column to nationally extend my gratitude to Mr. Soejima and Honda for their overwhelming kindness and assistance in obtaining my parts, and for their superb and refreshing eagerness to please the Honda customer. I am not suggesting a trip to Tokyo as a solution for obtaining these hard-to-get parts; rather, I am stating that you meet the nicest people at Honda—people genuinely interested in each and every Honda customer.
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ALLAN S. FIELD Hospital Corpsman Second Class FPO San Francisco, Calif.
VIEW ON HELMETS
1 hope you print my letter in your great magazine, which 1 have been reading since 1965, so that people who share my views may read it.
Over the past few months 1 have read several letters from various people about having to wear crash helmets. I think that anyone who boycotts goods made by a certain state or county just because it enforces a law making it compulsory to wear a crash helmet is just plain silly.
1 only wish they would do something like this in England. It took two accidents to make me see the light, and now I don’t go anywhere without my helmet.
I don’t pretend to know the laws about this subject in your country, but 1 think it is a good thing and ought to be enforced wherever motorcyclists go.
D.F. NOBFE Feicester, England
ARE BIKES THE ANS WER?
. . . Why are motorcyclists afraid they will be cut off as smog producers? It would seem to me that any motorcycle emits less air pollution than any Detroit or foreign automobile of any size. On the contrary—the motorcycle industry should start promoting motorcycles as the best internal combustion driver transportation presently available to immediately cut down air pollution. Imagine the instant lessening of smog, if tomorrow morning everyone rode a motorcycle to work, to say nothing of the saving of space taken up by parked cars, most of which are driven by only one occupant.
JAY VANCE Eos Angeles, Calif.
“DEAR DAN HUNT:”
I read your article in the April issue of CYCFE WORFD about getting busted for phony tickets. I feel the same as you do about court proceedings and cops and hope you are successful in the future, and also, keep writing!
PAUF HOFFAND Dan Hunt thanks you.— Ed. [Ö1
