Letters
LETTERS
GONE TO THE DOGS
Thought your readers might be interested in this shot that shows just how deep the enthusiasm for motorcycling goes in our home. I’ve had more laughs showing this picture around; everyone cracks up laughing. I have even more fun telling them, “Poor dog, it’s not his fault, he’s Irish!” Only kidding, but with five Irish kids, an Irish husband and an Irish setter, this sure is a one-way marriage.
Joan M. O’Leary Quincy, Mass.
THE BRITISH BEAT
In the Feb. ’76 “Round Up” Joe Parkhurst states that “It is difficult not to slam the Japanese for putting the British out of business. . . .” He also mentions the “left-wing workers’ attempts to sabotage the company.” As the most respected and leading motorcycle publication, you should do some research prior to making such nasty and inaccurate statements.
Referring you to the New York Times, Aug. 20, 1975, the Wolver-
hampton Norton Villers Triumph Ltd. plant was being shut down while the workers protested their loss of jobs by “sitting on the company’s assets.” At Meriden, the workers continued work, without the management, on government subsidies. This hardly deserves the label of “left-wing.”
The decline of the British motorcycle industry was caused by the owners of the Wolverhampton plant. “The plant is characteristic of much that ails British industry today. Its equipment is so old (most of it at least 20 years old) that it can’t make motorcycles nearly so inexpensively or so efficiently as the Japanese. The management wrung so much profit out of the factory that nothing was left for investment in automatic equipment. Workers, because of the old machinery, are less than a quarter as productive as those of Honda.” Also, “the company retreated from small and medium-sized models; this was a fundamental strategic error.”
Hence, the British management are the ones to be slammed.
David Luskin Burlington, Vt.
Although it is against our editorial policy to discuss politics, the publisher did accuse the “left-wing” unions in England of contributing to the fall of the British motorcycle industry. His remark was made after considerable research of the problem, coupled with a great deal of personal experience and knowledge of the subject. It is true that the decline was largely due to management, but the final blows were dealt by the unions. It is almost common knowledge that the British trade unions are left-wing and Communist dominated and have contributed significantly to Britain’s current economic problems. The multiplicity of unions and their demands upon industry in Britain constitute a serious problem in England that we don’t care to discuss any further in CYCLE WORLD. The publisher’s remarks may have been nasty—after all, he is a staunch Republican —but they were not inaccurate. — Ed.
Here I am at the typewriter again, this time to you good people of CYCLE WORLD, the best and most conclusive of all mags on the subject. The reason I’m writing is that I have an idea for more working capital for the beleagured British bikes and bikers. I guess it just never occurred to the people at BSA/ NVT to just ask the buyers of their machines to donate some money to keep them rolling. How do you go about that? Well, they just put a plea in your mag for anything a British biker can afford to help them keep a great and long tradition from dying. Then, too, there are the parts that all of us will need in the future to keep our beloved British beasts hangin’ turns better than the rest.
We are a devoted lot, many of us go through hell and high water to get parts for our bikes, even though it would be a lot easier to just buy a Honda or some other Japanese bike. Here in our area we have a good parts outlet called Grease Pit Cycles. The owner and chief wrench really cares about British cycles and his customers. He has gone to England personally at his own expense to try and get extra parts for his customers so they can keep their machines rolling without waiting long periods of time for badly needed parts. This is the spirit of the people who buy and sell British bikes and parts. (Continued on page 14) So listen you people in England, we care! If you need help, go to the people with an advertised plea. Maybe you could give away decals or something, but don’t go down the drain before you ask us Americans for money. I for one will gladly send you a check when I see your plea in the magazines, and so will a hell of a lot of other people.
Continued from page 10
Chris K. Icanberry Alameda, Calif.
“DON’T FORGET TO WAVE”
I just received my April issue of CYCLE WORLD and was very pleased to see the “Up Front” editorial by D. Randy Riggs.
We are pleased with our recent accomplishments in Washington regarding helmet legislation, but, of course, we are aware that we could not have done it alone. An awful lot of people helped, and your contributing support is of tremendous value.
Ed Youngblood General Manager, AMA Thanks to D. Randy Riggs for his kind comments in the April, 1976, “Up Front.” As he so correctly concludes, we are all in this together. . .and here’s hoping that motorcycling can become even more legislatively effective in the future. Thanks again for your help.
Gene Wirwahn Director, Legislative Dept., AMA
Just a quick note to let you know how much I liked your “Up Front” piece in the April issue. Obviously I can’t find anything there with which to take issue. To the extent that the helmet flap has “brought us together”even the old semi-social barriers we used to divide our own ranks seem to be disappearing—I think that, in retrospect, the issue was good for us, forced us to work together. When I see good things about ABATE groups in AMA releases—and similar kind words for the AMA in ABATE newsletters—I know the old outlaws versus the straights is about gone and, more important, that the AMA has emerged (finally!) as the organization which all of us can support.
In case you aren’t aware of it, I’m told that the Highway Act came out of committee on the 19th but it will be another five to six weeks before it gets to Ford. Meanwhile, some of the DOTies (like Gregory shortly before he resigned), have been lobbying to get the helmet portion removed. . .this with the aid of the Insurance Institute for Highway Safety and the American Association for Automotive Medicine. So. . .are you ready for the next battle? Gotta hunch it’s gonna be with the insurance idiots.
As far as the pro-helmet letter from Harold E. Ruark on page 22, ask him for the figures on that crap about “living vegetables.” I’ve been trying for years to get some figures. Nobody’s got valid ones (that I’ve found). The story is, I’m convinced, a myth.
Anyhow, just wanted you to know I liked the piece. Ride safe.
Roger Hull, Editor Road Rider Magazine
CB400F FACTS
Having read in Feb.’s “Letters” Maurice Willson’s complaints about confusion regarding the size of the CB400F’s fuel supply, I checked again in my CB400’s owner’s manual. Under the heading “Fuel Tank,” at the top of page 20, Mr. Willson will find the first line to read: “Fuel tank capacity is 3.7 U.S. gal. (14 L.) including 0.8 U.S. gal. (3 L.) in the reserve supply.”
Mr. Willson can now ride without fears about fuel supply. He may also want to look in his manual on page 56 at the section entitled “Drive Chain Maintenance.” Could be he might be able to reduce that “frightening” driveline snatch.
(Continued on page 19)
Continued from page 14
I also wished to put a Halogen type light in my 400F and found that by tossing away the standard headlight shell and adapting a 550 or 750 unit, a Marchai 7-in. H-4 plugs right in.
Jeff Gotsch Chicago, 111.
CALLING ALL COUNTIANS
Santa Barbara County cyclists have not generally received a sympathetic ear from their local government in the past. After having worked with the county in a citizens’ advisory capacity for the past year, we feel that the time has come to form a telephone pool to influence our government officials. . .as others have done in their areas.
At this time we need to contact all cycle riders and enthusiasts in this county in order to develop a “telephone tree.” Any readers from this area can call me at (805) 687-4454 or drop a card to 628 Calle Rinconada, Santa Barbara, CA 93105 so that we can call you.
Bob Weirick M.O.R.E. Representative Santa Barbara, Calif.
FROM TRIALS TO TRAILS
I am a reader of your magazine and think it is one of the top cycle magazines. 1 like the way you have been putting in a few more specifications on bikes. . .like for the Suzuki RM 100 motocrosser in the April issue, for example.
Also, I like your “Trials Notebook.” I wish, though, that you would start something like it on enduro riding. I would really like that type of article.
David Webb Atlanta, 111.
We have some good news and some bad news for you, David. First the bad news. Last month’s was the last installment of “Trials Notebook. ” (But if you have any questions regarding trials riding, you can direct them to Bob Nickelsen and Mike Obermeyer c/o CYCLE WORLD). Now the good news. Last month’s issue also saw the beginning of a new feature called “Pro Techniques For Off-Road Riding. ”It is written by a real pro, Russ Darnell, and will appear in Cycle World every other month. It sounds like just the kind of article you’re after, so look for it again in the August issue. — Ed.
EQUAL REGULATION FOR ALL
I just received your April issue with the response to the article on the AMA ban on the dirt track Multis. In general, I agree with everyone’s comments and that the AMA did not do the correct thing, but I wish to point out a couple of errors in two of the letters.
First, in Mr. Walker’s letter, the ground effect race car is the Chapparal 2J not the ZJ as printed. Secondly, Mr. Walker failed to mention one of the major reasons that the Chapparal 2J was banned. The ban can be summed up in the nicknames the 2J acquired—SuckerCar, The Vacuum Cleaner, etc. The Chapparal 2J was dangerous to its competitors by cleaning the track of all debris and putting it into the air. Race cars put enough into the air as it is without compounding the problem. I’m not agreeing with the SCCA, nor do I feel that Jim Hall could not fix the problem, but it existed.
Finally, Mr. Harris implied that NASCAR has this thing against Richard Petty and his Mopar machinery. In actuality, everyone who fields a car in NASCAR has been on the receiving end of some rules that slow them down. NASCAR is one of the most regulated racing organizations in the world, and is also one of the groups with the closest racing. Where else do cars (or even motorcycles) race for 500 or so miles and have the race won on the last lap, not just once a season, but more often than not. Bill France and company make the racing close by regulating everybody, not just Richard Petty. NASCAR does not try to help one make win or lose.
A good example of an auto racing equivalent action to the AMA’s ban would be IMSA’s ban on the TurboCarrera, except that IMSA has not even given the Porsche a chance. Hey, there’s something good to say about the AMA ban, they at least gave the Multis a try, if only so the public could yell louder.
Chuck Fullgraf Averill Park, N.Y.
CYCLING TO A DEGREE
I happened to notice in your “Letters” column a comment from one of your readers saying that there is need for motorcycle driver’s education in the schools. Here in Ontario’s community colleges such a course does exist. It is officially recognized and is offered as an elective at St. Clair College (my employer) and many other colleges in this province. If there are readers who would be interested in the details, I suggest they contact: Mr. D. Hogan or Mrs. Dorothy Strachan, St. Clair College, 2000 Talbot St., Windsor, Ontario, Canada.
R.L. Price Windsor, Ontario
