Letters

Letters

August 1 1973

Letters August 1 1973

Letters

August 1 1973

LETTERS

NOISE INFLATION

I read your article on noise with mixed emotions. I do not understand how a generally well-thought out and objective piece could contain a glaringly inaccurate and archaic myth as fact. I refer to the statement, “a street iron with a stock muffler puts out about 90db(A)” and the graph of decibel noise levels indicating the average motorcycle noise level to be in excess of 90db(A).

I remember reading from various sources, including your magazine, that BMW’s /5 series bikes are under 78db(A), Suzuki’s water-cooled 750 is almost as quiet, this year’s Honda 750 and all Honda 500s are under 82db(A), and Kawasaki’s 900 is around 84db(A). Even you state in the very next article that the stock Suzuki 500 puts out 87.5db(A). These bikes are typical street irons, and none of them even approach your 90db(A) figure. But even if all these figures were wrong, and your idea of a typical street iron is not the same as mine, what of the MIC’s resolution to keep street bikes below 88db(A)?

I saw this same mistake published in a non-cycling magazine, and it didn’t bother me too much because I didn’t ✓ expect them to know better. But to see it in one of our very own magazines just blew my mind. Responsible cyclists are feeling guilty enough about real problems without having to worry about imaginary ones. Noise is a very real problem for cyclists, so please don’t inflate the facts.

I must also point out a problem in using fiberglass as a muffling material for two-stroke exhaust systems. I bought a pair of J&R “Street Sleepers” for my Yamaha 180. Although they were “quieter than stock” when new, after about 2000 miles, the fiberglass was so clogged with oil that they sounded almost like a straight pipe, allowing the gases to escape unmuffled. I think you should warn your readers that if they are going to purchase an aftermarket exhaust system for a twostroke and they want to keep the peace, they are going to have to replace the fiberglass about every 1000 miles, which can become a real pain.

Jim Pilarski Hoffman Estates, Ill.

MECHANICS COURSE

In response to J. Sherman Cooper's letter (May 1973) I would like to let you know that I am presently enrolled in the motorcycle mechanics course at the National Technical Institute in College Park, Md.

I have now finished the theory po tion of the course and will attend the 8-week practical shop experience classes this July and August. So far I have been fairly well impressed with the course.

Thomas B. Cametti Pittsburgh, Penn.

Z-1 VS. R75/5

Just finished reading your test about the Z-l in the March ’73 issue. I thought it was right on until I came to the last paragraph. I would not be critical but 1 have ridden my Z-l almost 10,000 miles and I might say before I continue that I have owned many machines over the years. I am 63 years young and I have owned the R75/5. I put 27,000 miles on it in 1971.

The Z-l is second only to the 750 Kawasaki in the quarter, so I fail to see where the test rider figures where th^ Sportster is the bull. I rode my Z-l t" Daytona with two of my friends who own BMW R75/5s and I used the same amount of gas per mile as one of the BMWs and beat the other on fuel. When we hit the high winds I still rode in comfort and my BMW friends were blown all over the road. They remarked how much better the Z-l was handling when the chips were down.

The Z-l is much faster than the BMW and a lot more stable on rough going, so it is sure hard for me to go along with the statement that the Z-l was not as good a touring bike as the BMW.

Carol Snell Sedro Woolley, Wash.

SIDECAR UPDATE

Here's an update on Oregon laws and regulations dealing with sidecars, somi additional information to supplement your article on sidecar legality in the April issue. This information was culled from the 1972 Oregon Motor Vehicle Code, the latest and most current edi tion. Vehicle registration: Motorcycles, $3 annually; motorcycles with sidecar, $5 annually. Operator's licensing (does not apply to out-of-state visitors with valid foreign licenses): In Oregon, the motorcycle operator must possess a valid Oregon operator's license and it must be endorsed by the Department of Motor Vehicles for motorcycle operation. Since a motorcycle is defined as "every motor vehicle, except tractors, designed to travel on not more than three wheels in contact with the ground," a sidec outfit is still a motorcycle. Vehicle Equipment: A motorcycle must have at least one and not more than two headlights. The headlight must be ON at all times when the motorcycle is in operation upon a highway. Fenders on all wheels, a rear view mirror, a horn, a taillight (red) and a stoplight (red or amber), one red reflector on the rear, at least one brake on one wheel meeting stopping distances listed by statute, one white license plate light, a high beam indicator light, a muffler. The operator of a motorcycle and passenger MUST wear an approved protective headgear.

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Ralph Springer Reedsport, Oregon

The articles on sidecars in the April 1973 issue of CYCLE WORLD were very interesting. As the owner of a “rig” (or is it now an “outfit”) for the past five years, I am pleased to find that others are now discovering the pleasures of driving one.

Although the material you presented was quite informative, I feel that some important aspects of sidecars were not given enough attention in your articles. Among these are: control of the rig when the sidecar wheel is off the ground, basic throttle and braking techniques for right and left-hand corners, and negative aspects of sidecars.

One of the things I believe should be done when teaching someone to handle a rig is to show them how to lift the sidecar wheel intentionally. This is done as soon as they are familiar with the controls and have made a few slowspeed trips around a large empty parking lot. One technique is to have the new driver make tighter and tighter turns until the sidecar wheel lifts. This exercise is practiced until the new driver learns to handle the chair on two wheels and overcomes fears about what will happen if the sidecar wheel lifts off the ground during hard right-hand corners.

With regard to cornering technique, the new sidecar driver should know that proper use of the throttle (and brakes) is important to good cornering. For a right-hand corner it is best to accomplish all braking and down-shifting prior to entering the corner. As the corner is started, roll on the throttle gradually. This will reduce the amount of steering effort required since the rig has a natural tendency to pull right under power (assuming the sidecar is mounted on the right side).

For a left-hand corner, all downshifting should also be done prior to entering the corner, but braking can be finished after the turn has been initiated. In fact, this will also reduce steering effort because the sidecar tends to pull left when braked or when the throttle is closed. In this case, the throttle is rolled on as the rig comes out of the corner to help straighten out the chair as it leaves the curve.

Variations from basic driving techniques (e.g., drifting in corners, etc.) should only be undertaken after driving the rig has been thoroughly mastered. (

In addition to the negative aspects of sidecars mentioned in your articles, a few others are worth noting—especially if one plans to use his motorcycle with a sidecar only part of the time. First, if a motorcycle is used extensively with a sidecar, the tires will tend to wear flat across the tread. This will render them completely unsuitable for subsequent solo use because of the poor handling which results from using tires with a pronounced square cross-section. Second, use of a sidecar can cause permanent deformation to the motorcycle frame which may adversely affect solo handling. Third, life of engines, transmissions, brakes, and other components may be shortened due to the increased heat, stress and wear which results from dragging more weight, and pushing more frontal area, down thd| road. Fourth, correct solo motorcycle gearing is probably not correct sidecar gearing and vice versa.

There are many other aspects (and viewpoints) about sidecars, their proper set up and driving techniques. Perhaps a follow-up article on driving techniques, complete with illustrations and diagrams, is in order to help both new and experienced owners get more enjoyment from their machines.

Donald J. Cortright Oakland, Calif.

FIGHTING TICKETS

First I would like to say that I enjoy your magazine very much, mostly because I like bikes and that’s what you write about (and very well I might add).

Second, I would like to comment onA your articles about traffic tickets. They^P are all very well written but they seem to tell you how to beat something you shouldn’t have gotten in the first place. Getting tickets for speeding, splitting lanes, and doing turns in the same lane as a car...sounds like your lucky to be alive enough to get a ticket. Needless to say, an ounce of prevention is worth more than a pound of cure. But! If you happen to be one of us unlucky guys who can’t resist the temptation of using one’s bike to really go, I have found a technique to reduce the chances of getting a ticket once you have transgressed the limits of the law.

The technique has to do with the procedures immediately following being pulled over by a policeman. The theory behind this system was presented by Desmond Morris in a book called "Th Naked Ape." Morris presents the idea o being stopped in a car so the idea has to be modified to apply to motorcycles. This "system" is based on the actions of animals when confronted by another of the same species, the actions being basically those of aggression or submission.

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In animals, including Man, certain actions represent aggression and certain actions represent submission. Whenever two animals come together they send out signals, usually of aggression, in defense of a given territory. If one animal knows he is whipped before he starts he will send out signals of submission telling the other animal that he wishes to give in before any actual physical contact occurs. He does this, naturally, to save his own skin once it is evident who is the master of the territory in question, hoping to subdue the aggressive tendencies of the dominant animal with his submissive actions.

Now assume you have just been pulled over by a policeman and you immediately jump off your bike and start arguing your innocence. This sets up the two human beings up as rivals defending a mutual (mobile) territory, putting the police officer on the defensive, forcing him to be aggressive and counterattack. But on the other hand if you immediately started your submissive actions, signaling the officer that you consider him the dominant figure in that territory, you would reduce his aggression and not force him to attack. You would appease him and hopefully it will be harder for him to write you a ticket, feeling so dominant and unthreatened by you.

os1fl~s;ission you must first turn off your bike and get off. The noise of the bike is a sign of aggression, like a growl of a dog.... To remain sitting on the bike is to still claim territory. Not only that, but sitting is a very dominant position (no one is allowed to sit when a king is present unless the king also sits). You must now move slowly over to the territory in which the police officer is obviously in charge of, his car. You must remove your helmet if you have one, as this makes you seem larger than you are, somewhat like the lion's mane that swells on attack to make him seem larger. Next you must remove any gog gles or sunglasses, as these make you appear as though you are staring at the officer, a very aggressive signal. As you move slowly toward the police car you must bow your head and avoid eye contact (the aggressive stare) with the police officer. The bowed head is very submissive, a holdover from our earlier "cowering crouch.") A total admission of guilt based on your stupidity and inferiority to the officer instantly puts him in a position of complete dom inance from which it will be difficult for him to attack. You must therefore now act very submissive, expressing great admiration for the fine job he has done in catching you, thanking him for keep ing you off the street. Through every word and motion you must express your inferiority and submissive position. If you convey these things successfully, it will be hard, according to Morris, for the officer, because of his animal hentage (or because humans ARE animals) and his dominant position, to attack and write you a ticket.

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I have included only a few of the submissive actions possible, mostly because that’s all I remember, but for those of you that wish to make a real art of not getting tickets I suggest reading “The Naked Ape” and finding out all the signals possible. Besides, the book is extremely interesting. Almost as interesting as Cycle World....

Don Bush Carmichael, Calif.

THE TRAILRIDER’S TRAILS

This letter is in response to Bob Hicks’ Trailrider piece in the April ’73 issue. First let me say that I am both a trail bike rider and a hiker. I am about equally involved in both.

There are literally thousands of miles, of power lines, abandoned town roads| logging roads, etc. in New Hampshire and Vermont on which a bike rider on a quiet bike and with a little discretion can ride without disturbing anyone. Riding a bike on a hiking trail does disturb people. It is stupid. Writing about it is a lot stupider. That article is perfect ammunition for anti-bike people.

I believe we trailriders should leave what remains of the semi-wilderness to us hikers.

Paul Thober St. Johnsbury, Vt.

OBSERVED TRIALS

Perhaps you or your readers can help me to get in touch with clubs or individuals in this area that are interested in observed trials. I was jus^^ introduced to the sport recently, got thc^P necessary equipment (a rusty Montesa and a Sammy Miller book), then I moved here, and now I can’t find any trials action.

I would like to put out a special call to other motorcycle enthusiasts in the area who are, like myself, a bit over the hill as regards the more strenuous forms of the sport. Trials can be a great low-pressure thing, not requiring a great deal of time, money, guts or wrenchmanship.

How about it, trials fans of the frozen North?

David Jolkovski 20 Poplar Way Rochester, NY 14618

CUSTOMER ERROR

Recently I bought a set of rackq^P leathers from Bates Industries. When I received the full coverage set I found that the pants were of the wrong size (due to the wrong set of measurements sent by me). I wrote to Bates asking how much it would cost to have the pants redone and soon received a note from Marty Freed telling me to return the pants for alterations at no cost to me.

I wonder how many companies would cover a customer error at their own expense? I think we need many more people in the motorcycle trade to come on with this attitude. Then we could make biking a wholly pleasurable experience free of rip-off dealers, shoddy equipment and discouraged riders.

I’m an 18-year-old GI in Europe witl^fc Uncle Sam. I ride a 250 Bultacc^^ Metralla with clip-ons, a racing tank and seat, and rear sets. The Metralla is a road burner. I'm just waiting to get back to California. I can make a few Mach III owners wonder what flew by them. Lest anyone think wrong about the German cycle scene, it is not a glorious batch of Agostinis, etc., but a gaggle of 1 6-yearolds on 50cc mopeds.

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PFC Carl Elleard Frankfurt, Germany

RE: TRIUMPH AD

As in TV, it was inevitable that products would be compared with each or one another...naming names and showing competing brands...this was to be expected.

The two-page Triumph (March ’73) spread, with a Honda 750 Four on the left page and the Triumph Trident opposite, was a masterpiece of very clever ad copy writing...nothing there to insinuate that the Honda “enthusiast” was really all that less of a rider than the Triumph owner...but the inference and suggestion was clear. It is obvious by now that I ride a 750 Four, am an ex-BMW owner, and delighted, after 20,000 virtually trouble-free miles, with my choice.

Strangely enough, on page 36 in the “Feedback” column, there was a letter from a Trident owner (1971 variety... same year as my 750 Four) from Kent Stephens, in Pleasant Hill, Calif. His letter is a revelation in why, after learning to ride a bike, I don’t own a Triumph. Reading the Stephens’ letter is all that one has to do to feel comfortable and downright smug about owning the “Enthusiasts” bike. His remarks about “ride a little...fix a little...or more,” plus his honest enthusiasm for the marque, leaves me not a little perplexed. In this day of “Superbikes,” most of which offer a guy a chance of a good ride with few problems on the road, surely there is no excuse for Triumph to offer machines that require so much in the way of replacements and maintenance. I bring this up because we have a lot of Triumph riders in this area...some of whom I ride with, and, invariably, it’s the British machines that foul up...either with the electrics or through their inherent vibration.

In that one issue of your fine magazine, a letter from a Triumph owner has invalidated that costly two-page Triumph spread. I hope, in future issues, that this comparison practice will be discontinued otherwise it might be BMW against Moto Guzzi, Suzuki vs. Kawasaki, etc. Let’s stop it right here and let the ad agency types devise another form of enticement.

Art Collins Toronto, Ont., Can.