Letters
LETTERS
PENTON, ON THE ISDT
Thank you for the most authentic report in CYCLE WORLD on the 1971 ISDT. You told the complete story as it was and every word of it is the truth.
As for a good number of our American reporters who believe our boys will never ride as fast and as good as the Europeans, tell them to stick around a few years.
I was 33 years old when I won my first National and have lived long enough to win 34 more and one Grand National Championship along with six Canadian Championships.
The cross section of comments from most of our publications are not constructive and positive and certainly would lead to the discouragement of many young potential riders. If they put their pens in a championship attitude, we will be world champs one of these years. As a matter of fact, we will be world champs without them because I have a group of people that believe, believe in America, the AMA and our youth. (Youth and experience are the only things that will cut it.)
We have invested dearly in our youth and the results are starting to be seen. Experience costs bundles of money today. Just fly boys to the Six Days for three years and have them ride all over the country. Test these costs.
Maybe there is a little resentfulness in the pens of these writers instead of the long inferred togetherness.
John A. Penton, President Penton Imports Co.
Lorain, Ohio
SPEED WEEK
The Bonneville Nationals, Inc. would like to express our appreciation for your coverage of Speed Week in the December issue of CYCLE WORLD.
The Speed Week contestants travel to the Salt each year simply because they love their sport, and the challenge of mechanical ability against the clocks and nature is a magical force there. No cash awards are given for records set or class wins, and although they are proud of what they accomplish, recognition received through the pages of publications such as your own is very gratifying and encouraging to them.
We would appreciate it if you could include in a future issue the address where your readers may write for membership and general Speed Week information.
The 24th Annual Bonneville National Speed Trials are scheduled for Aug. 20 through 26, 1972. Hopefully, we will see CYCLE WORLD there.
Emil Grisotti Chairman of the Board Bonneville Nationals, Inc.
11919 E. Washington Blvd.
Whittier, CA 90606
YAMAHA ADS
Yamaha has an ad about how they put their street machines to the test. The test includes a 250, 350 and 650, all new, which were run at Ontario Motor Speedway for 24 hours. The test was certified by the AMA.
If one reads the ad, he will find that the total miles covered by all three machines combined was 3,9784.84. The 250's total was 1326—more than onethird!! If the 250 covered more than one third the distance, one or both of the larger machines lost to a 250! Ouch! Oops! One or both of Yamaha's larger machines can't keep up with a 250, which one-or both?
William Richey Panarama City, Calif.
We suggest that you ask Yamaha about that one.— Ed.
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ROAD GROOVING SUGGESTION
I’ve recently read and heard many things about road grooving in reference to motorcycles. Since the grooves are very helpful to four-wheeled vehicles in that they help to reduce the number of spin-outs, I do not believe that they should be eliminated for the sake of the motorcyclist.
I suggest that a center portion of the lane be left smooth for the cyclist to use. At the same time the advantages of road grooving for automobiles could be used. In addition to satisfying all types of motorists, this method of construction would be cheaper than the present method of full lane grooving, as there would be less grooves to mold.
Jeff Stabins Rochester, N.Y.
TWO-STROKE EMISSIONS
Re: “Viewpoint: The Road Bike in Tomorrow’s World” by Dan Hunt in your Dec. ’71 issue. It is very eyeopening and also enjoyable, but being a dedicated two-stroke rider I must disagree on one point.
Under the heading “There are Many Variables,” Mr. Hunt ends the first paragraph by saying that “two-stroke engines would suffer because of emission greater than that of four-strokes.” According to another publication, twostrokes emit no more polluting gases than four-strokes of the same displacement. Who’s right?
Dan R. Gooch Paris, Tennessee Naturally, we are right. —Vá.
THE CLAIMING RULE
I am curious about the AMA claiming race rule. What is it? How was Bob Bailey able to use it at Ontario and collect $2500?
Hondo LeGardeur New Orleans, La. The AMA claiming rule is designed theoretically to put private riders on a parity with factory riders by making it possible for anyone in a professional race to buy the winning bike for a set price. That price was $2500 for Ontario 1971, far less than the value of the Hele-tuned BSA ridden by John Cooper. The Ontario situation illustrates the rule quite well, for its consistent use by private riders would tend to discourage factories from entering expensive specials, of which only a few copies (and even fewer special parts for them) are available.
Bailey didn’t actually collect $2500. He paid $2500 for the Cooper BSA. But BSA was so anxious to get the bike back that they gave him another similar machine and refunded him the $2500. So he got himself a competitive fivespeed Trident absolutely free. Smart dealer, that Bailey. —Ed.
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SOUND DISAGREEMENT
I am a reader of your magazine and have followed with interest and agreement your campaign for mufflers. Although I understand the need for “less sound, more ground,” as the father of three boys who race Sportsman TT and flat track events I must disagree with the new muffling and decible restrictions which have been imposed by the Sportsman Association because it places the already rare 250cc four-stroke at a competitive disadvantage to the “box ready” two-stroke.
I suggest that four-cycle motorcycles (250cc BSA, Harley, Ducati, etc.) be excepted from the imposed restrictions for the following reasons:
1. 250cc four-cycles will be virtually eliminated from the tracks because of further power loss created by muffling. Two-cycles, as you know, benefit for power, from the type of muffling now in use.
2. Track racing which involves a smaller number of competitors, in a group, as compared to other types of racing, takes place in a small enclosed area, usually remote from residential areas. In addition, since only two or three 250cc four-strokes show up for a large TT or flat track event, how could they collectively make much noise?
3. European motocross and six-days trial competition noise restrictions have been used as an example for us to follow. Why is it we never hear about grass track and road racing which are not restricted and are more similar to our TT racing? Please do not use the lame excuse that in the future they are going to be.
4. With approximately six sanctioned races per season, per track, this type of racing comprises less than 1% of the total hours in a year. Therefore the ears of non-participants will rarely be violated.
5. Finally, I suggest that the muffling of track racers will eliminate the emotional impact to both rider and spectator that is created by the sound of a powerful throbbing engine. After all, isn’t that too an integral part of racing? Audiences have complained that the 250cc events are becoming monotonous because they are “ring ding” races. AMA history is full of compromises that make racing interesting and competitive.
Carry on your campaign for “less sound, more ground,” but please direct it to the persons who are actually offending the public. As it is now the bikes that seem to have mufflers are the ones on the track. And the “squirrels” who are running through the woods with unrestricted exhausts are still offending the public.
Would a possible solution be free earplugs for all the residents within a 1-mile radius of a race track?
Friends, Californians, lend me your ears, I come to thrill them, not to.... Somebody just went by with a noisy exhaust on their car. Whom do I contact at Indianapolis to make sure they have mufflers on their racers?
William V. Cherry Weott, Calif.
ENGINEERING COURSES
Last summer I rode through all the western states talking to people who were interested in our motorcycle engineering courses here at Los Angeles City College. This summer I’m going to visit several schools east of the Mississippi that desire to establish such a program. This time I’ll be accompanied by my wife on her bike. We will have been motorcycling through the 48 contiguous states and Alaska.
If any of your readers know of a school where such a program might be feasible, they can contact me at LACC and we’ll arrange to get to them on our trip.
The price? Two cups of coffee or two beers, depending on the weather. Thanks for your help.
Don Landauer, Professor Department of Engineering 855 N. Vermont Ave.
Los Angeles, CA 90029
QUESTIONS AND ANSWERS
I want to ask you some questions. What gave you the idea to give the magazine the title “CYCLE WORLD?” I am 10 years old and I am interested in motorcycles. I like the pictures you have. You also give good articles. I like the Suzuki you have on the cover. When did you write your first magazine? Do you have a motorcycle? If you do, what kind is it? Hoping to hear from you soon.
Tom Hearne Bluegrass, La.
The answers are: We’re not quite sure. January 1962. Yes, we do have several: Bultaco Sherpa T, Honda 750, Bultaco Matador SD, Ossa Pioneer, AJS 250 MX, Ducati 350 Metisse, Honda SL 350, Hodaka Super Rat, BSA Gold Star, Honda CR 93, Zundapp ISDT 100, Montesa Cota, Yamaha DT-1, Hodaka 100B, Suzuki 125, Ducati 450 R/T, and several others.— Ed.
In your Jan. ’72 issue titled BSA Victor 500 Trail, I read where CYCLE WORLD tested the 500 BSA Motocross last spring. Can you tell what issue that
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was and can I obtain one.
John V. Kazle St. Paul, Minn. That test is in the April 1971 issue. -Ed.
I wonder if it would be possible for you to give me Gary Nixon’s national number for 1972.
Paul Metz Miami, Fla.
Gary Nixon will carry good old No. 9.-Ed.
Will you please tell me who the distributor for Maico motorcycles is? I live in the Southeast.
Gary Clampitt Athens, Ala.
The Eastern distributor is Eastern Maico, Royal and Duke Streets, Reedsville, PA 17084. -Ed.
THE EXCEPTION
I find your magazine both enjoyable and informative but Dan Hunt’s “Viewpoint” (Dec. ’71) was the exception.
I agree with D. Hunt that something should be done about space consuming and big engined limousines but why tax mini cars and compact sedans? Everyone doesn’t live (which I do) where they can ride a motorcycle year ’round. Even at that he proposes an environmental tax on motorcycles. And the choice between children or a hot car, come on!
As for taxes most people know how hard it is to repeal a tax once it is enacted and how often do they go down. More often than not it will go up (which is what Mr. Hunt wants).
Dan Hunt said he lived in New York for five years. It must have been Madison Ave. His solution to the problem isn’t to solve it but to make money from it.
Surely in this day and age we have the equipment and technology to solve these problems in a sensible manner.
David R. Hood Long Beach, Calif.
Mr. Hunt did not say he lived in New York. Standard registration fees on new minicars are invariably more than $20, so that another $25 isn’t going to hurt that much. Additionally, we do have the equipment to solve our problems. But how do you propose to solve our problems without money? No choice between children and a hot car, then? Come on!—Ed.
PERSEVERANCE PLUS
The buttais and rebuttals you folks foster in your letters columns are enjoyable if a guy can remember what the fuss was about in the first place. The delay, caused by publication lead-times, must be something like communicating with another galaxy; you send the message and your grandson gets the answer. However, you are to be praised for paying attention and persevering. The flow of heated correspondence must finally distill out the sense of the matter, if there is any.
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You might advise rebutters to include a historical preface stating the nature of the offense before proceeding to slay the offender.
To wit: In May 1971 or thereabouts you ran a photo of my Cota along with some jollities among which I observed that I had put on a fat seat for my fat behind; that the machine proved very enjoyable for general poking around and trail-type riding; and that some manufacturer could improve the breed by installing a trials engine in an enduro frame. Which Bultaco seems to have done in the new Alpina.
Along comes Mr. A.G. Mattson (Jan. ’72) to inquire if I realize that these machines are ridden standing up. Either Mr. Mattson missed my point or I didn’t make it adequately, more likely the latter.
Too many riders regard trials bikes as super-specialized toys which will break if ridden faster than 2 mph and which are intended solely for circus acts out among the boulders.
This leads to the eye-popping spectacle of a rider on a trials mount, in the full Sammy Miller crouch, knuckles white and face tense with concentration, hips extended in one direction and shoulders in the other, masterfully , maintaining his balance while proceeding across a parking lot.
This view also fails to consider the evolution of the sport of observed trials and the machines developed for the purpose. The Rocky Mountain Trials Association, in their excellent little rules booklet, states the case very well:
“...trials, being a form of competitive trail riding, should consist of difficult sections that could be considered part of a difficult trail ride.”
So, Friend Mattson, put your affairs to right because, about July 1972, this here rejoinder is going to be laid on you, boy!
Carl Shipman Albuquerque, N.M.
POETIC FILM
Realizing I may be a little late, my recent viewing of Bruce Brown’s “On Any Sunday,” has left me with a strong desire to heap praise on this film and the extraordinary talent that created it.
I saw “Endless Summer” twice and I was ready to go out and buy a board. But after seeing “On Any Sunday,” my personal and difficult to express reasons why I ride a bike were crystallized, not necessarily in the narration but in the poetic film technique.
Glenn Garrett
Tijunga, Calif.
COMPREHENSIBLE
Your article on compression ratios was a welcome relief. Technical, yet comprehensible, it filled one of the many empty spaces in my overall understanding of bikes. I hope that more articles of this type will be published in the future.
Harry Steinman University Park, Penn.
MUFFLING UP
I wholeheartedly agree with Clark K. Campbell (Letters, Dec. ’71) that MIC member enthusiast magazines (and especially CYCLE WORLD, which is the leading magazine) should use mufflers on all their test bikes, and require ads to include mufflers. I also agree that the riding public should be kept informed of pending and passed legislation. This is not too much to ask, because if motorcycles are outlawed in the future, the enthusiast magazines and the industry will be the hardest hit.
I, myself, have put a muffler on my trailbike and urge that other riders do likewise.
Sam Stalnaker Portland, Ore.
STAYING WHOLE
As a biker of many years’ experience, I came to the conclusion that I should wear boots and heavy leather jacket, as well as helmet, when riding. So I was fairly well protected when I hit loose sand in a corner with my 750 Norton about a month ago. How fast I was going, I don’t know (the whole thing is a blank), but the police report says I skidded 288 ft. from where I went down.
Body damage? A cut on my nose from glasses (hardened glass, which did not break), a cut chin, the backs of my hands scraped (no gloves), one knee beat up a bit (heavy denim pants). The helmet was scraped and chipped, the face plate and jacket sanded, as were the boots. But I was up and going the next morning!
Lucky? Very much so, but a good part of luck is preparation. That helmet and jacket have been miserable wearing a few times, but when I needed them, they came through.
To anyone who doesn’t like to wear helmets, or rides with helmet and a pair of shorts and tennis shoes, ask yourself what you’d look like 288 ft. of asphalt later. (Continued on page 24)
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Love the way CYCLE WORLD pushes helmets. A good rag I’ll keep buying.
Rick Forrister Fairchild AFB, Wash.
FBI SHOW’S BUMMER
I am really mad! I was just watching an American show called “FBI.” I don’t know whether you receive it, but it enjoys a fairly large distribution in the central Canada and northern States area. It is a highly moralistic show where criminals, no matter how small, are caught and punished for their crimes. Generally, the show has reasonable entertainment value, and it is not unusual for me to watch it, ’til now. Tonight’s episode was of a discontented soldier, a topical enough subject, but the writer chose to throw in a little extra which may cause me never to watch the show again. In the latter part of the show, a girl hostage escaped from a desperate fugitive (the soldier) and crawled out of a window to meet a tall, clean-cut, nice-looking guy. She explained her problem to him and he kindly told her not to worry, he would personally take her to the police. He then walked over to a Harley chopper and, through a subtle shift of music, you knew something was wrong. The bike was spotless, shining from multiple coats of wax, but already you knew the good old cyclist was really a bad guy. He put on a brand new helmet and smiled as two of his buddies pulled up on two trail bikes sounding like a convention of mufflerless lawn mowers. No doubt about it, it was a “gang bike.” Instead of taking the poor girl to the police, the leader forced her to tell where the soldier was going, as they were after the jewelry he stole. They chased him and when he set out on foot through some badlands, they all pulled guns and started a battle. Then the FBI arrived and the cyclists either fell off their bikes trying to get away, or threw their hands in the air.
My point: What can we do to fight such international, well acted, living color, anti-bike propaganda? Blows against us like this must not go unheeded.
J. Stevenson Ottawa, Ont., Canada
THE DESIGN CONTEST
First, let me thank you for your comments on my entry in the Project Future Bike contest in the October issue. (My wife appreciated it also.) Let me also say, however, that we both feel I was robbed!
I feel that most of the criticism of my entry was invalid; “. . . too exotic and esoteric . . .” are just words to me. Let me point out that that motorcycle was designed for 1985, 14 years from now. Let’s see ... .14 years ago was 1957. In 1957 would you have believed the Honda four-cylinder 750 street machine? With hydraulic disc brake yet? Hell no! In 1957 a few sports and racing cars had disc brakes, and at that time they were believed prohibitively expensive for use on most production automobiles. As for “esoteric ” (meaning: understood by or meant for only a few specially instructed or initiated individuals) . . . does not this word apply to motorcyclists in general? For example, would you not describe a Husqvarna 400 MX as “esoteric,” as few people can really handle its full potential? And is there not room for machinery of this sort? Many people would love to own an MV four-cylinder or a Munch Mammoth.
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I felt your “too heavy” criticism might be valid, but, as I stated in my entry, the weight of the engine could be reduced through the use of light alloys; motorcycle engines have always delivered more hp/lb. compared to automotive engines. The engine must run at low revs?—4000 rpm is too slow? Why do you say that? The hydrostatic transmission is too exotic and expensive to build commercially?—Oh, yeah? Is that why one large company is building them now for garden tractors? In 1957, which production motorcycle can you think of had a fiveor six-speed transmission? Yet quite a few possess them today. No, I do not think my entry was terribly far-fetched. I felt it was an entirely possible extrapolation into the future. As further proof and evidence that someone is thinking the same way I am, I have enclosed a clipping from the September 2, 1971 issue of Machine Design magazine.
Further, I would like to criticize the judge’s decision of the winner:
1. The rules specifically stated that the motorcycle would have to be rideable if it were built. You stated in your article that, as designed, the bike could not be ridden.
2. By your own admittance, it lacks a radiator—probably a necessity, as designed.
3. My feeling, as an experienced engineer who has worked with structural aircraft plastic parts (and honeycomb/sandwich metal bonded parts) and with stress analysis, is that the frame will not last very long and will probably not provide sufficient rigidity as designed.
4. My purely personal feeling is that the bodywork looks dumb. I didn’t like the attempt (on the red bike) to make it look like a rear-engine racing car. It probably would look ridiculous if seen in reality. (I did like the sketch of the bike shown with the rider, however).
5. To me, his design would have made more sense if he had placed the rider in the prone position.
I probably sound like sour grapes, but that’s just the way I feel. I did think that all the entries shown display remarkable, beautiful artistic talent. I wish I could have done color renderings half as beautiful.
My particular favorite and the one which I felt should have won by the judge’s criterion (as evidenced by their decisions and criticism) was the beautiful road racer designed by James Parker.
Anyway I just had to write to get that off my chest.
Mike D. Savin San Diego, Calif.
THE BLACK HILLS
First, I would like to thank you for your coverage of our 31st annual Black Hills Motor Classic. In your article your reporter related on our track conditions. We too were concerned about the dusty conditions. However, we do have a problem as the track is used only once a year, and this is not conducive to good track conditions. Hopefully for 1972 we will have this problem eliminated.
Secondly, your reporter talks of the $200 paydays. For your information, the Jackpine Gypsies paid a total of $1327 prize money for our professional short track. My records show National No. 76, Charlie Seales, made $360 at the Saturday night short track and $448.30 at the Saturday and Sunday afternoon professional half mile; total $808.30. I would say a far cry from a $200 payday! By the way, there were a LOT of motorcycles there.
Just wanted to set the record straight. Once again, thanks for the coverage of the event and feel welcome to come back in ’72. We would also like to thank all the cyclists who help make this event the success that it has been and promises to be in the future.
Bob Moore, President JACKPINE GYPSIES Sturgis, S.D.
JUMPER LOOKS FOR SPONSOR
I am 20 years of age and I am looking for someone to sponsor me on motorcycle jumping over cars. I can do five cars now, with a 175E Kawasaki, and all jumping has been on my own.
I am working in the state of Washington, so I will be unable to jump without a sponsor. I plan to be a professional jumper eventually, so I do take jumping very seriously.
Paul Vigil 9222 N. Lombard, Apt. 5 Portland, Ore. 97203
