Letters

LETTERS

COMPARISON KUDOS

Congratulations on your great Japanese motocross comparison in the May issue. A shootout article like this one really tells it like it is and could save a lot of steps and uncertainty for the prospective buyer. It’s easy to see who wins and who loses at the local MX or scrambles, but who has either the time or the equipment to thoroughly check out and compare the machines in their STOCK form? We all know that the European bikes are tried-and-true slingshots, and that if you can afford one it is sure to be competitive. But the Japanese are newcomers to the serious motocross business and the Big Four deserved a complete wringing out.

It is interesting to compare notes with the dual-purpose 175 shootout in the April '74 issue; no doubt these bikes were important proving grounds for more sophisticated machinery later. The Kaw still has a versatile engine and low cost, but sub-par suspension. The Honda XL’s suspension was nice, but the CR's could be better. Both have excellent brakes and good steering. The Yamaha kept its neat, out-of-the-way pipe and still has the most low-end grunt, but underwent complete suspension renovation. Suzuki came up with a much better airbox setup and almost perfect suspension in the RM; and we finally got decent footpegs from them.

You can still get a great playbike from Japan, but at least they've put their cubic dollars to work to produce some updated, competitive motocross machines. Dud Brown Erie, Pa.

The days are few and far between that I ever lift a pen to write a letter, but in this case I've made an exception. I wish to commend you on your May issue coverage of the top four Japanese motocrossers. It is quite evident that you folks spent many hours of extensive investigation to give us motocrossers an extremely informative comparison, and I, among many others, am grateful.

When I chose my latest bike it was a tossup between the Suzuki and the Yamaha. After riding both bikes I chose the Suzuki. Now, after reading your test results, I find them accurate and am even more pleased to know I made the right decision. Jerry A. Munsell St. Petersburg, Fla.

I would like to congratulate Yamaha for keeping the noise down and the power up on its 250. As you recall, they earned a point for having the quietest bike in your 250 shootout. Where 1 live we are allowed to ride on a nice piece of vacant lot that has lots of nice bumps, jumps, turns and other assorted hazards built right in. But what we are most fortunate to have is distance between us and houses. A lot of our bikes (especially my friend’s Maico 125), are exceptionally loud.

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I feel we have been pretty lucky not to have had any complaints in the two years that we have been using this track.

My friends and I do not want any trouble just because our bikes are loud, so we keep our silencers on and in good condition. Again I would like to congratulate Yamaha for proving the old saying that “noise isn’t power.”

I also wanted to let you know that some people appreciate quiet bikes. Alex Rossborough Rocky River, Ohio

I would like to congratulate you on your excellent work on the 250 motocrossers. 1 feel it was as fair as one could hope for. Even though you rated the Kawasaki last (and I own a KX250), I won't hold it against you.

Well, as usual, you guys at CW are right: the KX does need help on its suspension, front and rear. I have installed a Number One Products fork kit and increased travel to nearly eight inches. There is definitely something to be said for those fork kits. Now the rear is suffering . . . the bike’s and mine. You mentioned that one way to correct this problem was to do some frame mods. Another way was to purchase some Works Performance shocks. Well, I've been calling around and nobody seems to know exactly what Works shocks are. Please tell me what they are and where I can get them.

By the way, anyone who needs porting consisting of reed-valves and such, and who lives in the Fort Lauderdale area, should get hold of Charlie at John’s Cycle Center (no relation to me), at 850 N.E. Flagler Drive. The phone number is (305) 763-9696. Charlie did porting and put a reed-valve in my KX250. It will out-power any Yamaha or Suzuki that I come up against. John Chuitt Fort Lauderdale, Fla.

Works Performance shocks have proven to us to be superior suspension components with a unique interna! design. For a complete and thorough evaluation of their performance, see the June '76 issue of CW. WP shocks are available from Works Performance Products, 20970 Knapp St., Chatsworth, CA 91311, (213) 998-1977.-Ed.

DON’T CRY, KZ

I have been reading CYCLE WORLD for a good while now7. All that I’ve read lately, in yours and several other magazines, is constant high-heaven praise of the Kawasaki KZ400. Why so much praise for such a slow, non-performing motorcycle?

If your readers want to move up to some real performance, tell them to go down to their local Honda dealer and look at the CB400F Supersport. Not only will it outrun, out-perform and outlast a KZ400, but it's a better-looking bike, too. Sure it costs more, but then you get what you pay for.

I have had only one problem with mine. After 3100 miles my rear tire looked like a drag slick. This was cured by a Dunlop K-81.

I do not mean to make the KZ400 look like a piece of junk, because it certainly isn't. It is perfect for someone who just wants to get from here to there and that's all. But then how many people buy a bike with only that single mundane purpose in mind?

I just thought that it was time for someone to boost the CB400F's reputation as an allaround good bike. Too bad, KZ. William R. Gilham Fort Smith, Ark.

LAVERDA OWNERS GET THEIR DUES

The Laverda Owners' Club (U.S.A.) is now organized and solvent, but we are still having difficulty contacting American Eagle and Laverda owners in this country . Perhaps your printing our address would help. Any owner interested in the club and desiring more information can contact me by letter. Michael P. Kavula Jr. Secretary, Laverda Owners' Club 5322 Will Scarlet Lane Indianapolis, IN 46208

TOO LATE TO JOIN?

Since my subscription didn’t start until Feb., I missed what was causing so many British bike owners to write the series of letters called “Four-Stroke Fan Club” in the June issue. Something happened to me in Zanesville that made it all clear. I was riding my 1970 Daytona 500 when a young, multicylinder bike rider said, “Hey, that's a nice bike. Who makes it?” Joseph B. Kristoff Roseville, Ohio

BOTH SIDES ARE FOR SAFETY

I was reviewing your “Letters” column in the April, 1976, issue and was particularly interested in Mr. Husman’s letter. He certainly deserves a lot of credit for his comments, and also an apology from the editor of CYCLE WORLD. I am sure your reply was not exactly what Mr. Husman had in mind. He was not interested in saving time and money, but in utilizing more time for the racers. I think what Mr. Husman meant was that Steve Souter’s death could have been prevented by having four heat races rather than starting a heat race with two waves of riders. Yes, it’s a shame that Steve’s death could have been avoided, if only the promoters would realize that safety is more important than their own personal interest, which seems to be money. God help them. Stephen J. Newton Birmingham, Ala.

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Your correspondent, Robert W. Husman, “Letters,” April, should perhaps have researched a few facts before his rush to judgment upon the fatal accident that occurred at our last Laguna Seca road race National.

He spends paragraphs pillorying promoters who “put the almighty dollar before safety. ’ ’ Certainly, as far as Trippe, Cox events are concerned, this slur is totally unfair, not to mention downright libelous.

In promoting an event of such magnitude as an AMA National, the promoter has no chance of cutting corners in such important areas as safety . . . even in the unlikely event of them wishing to do such a thing. Prior to the event, AMA staff vet the track and insist on such things as strawbales at danger points and so on. And on the day of the event itself, the promoter has even less say. It is the AMA that decides the format of the races, their timing, starting procedures and other such crucial matters.

It wasn’t the promoters who made the decision to start that race in two waves, but the AMA staff, who are well qualified to make such decisions and certainly have rider safety very much in mind. (On this point I was glad to see CW’s editorial addition to Mr. Husman’s letter that emphasized the danger of starting 100-plus riders in a single group).

Believe me, Mr. Husman, the AMA doesn’t use twoand three-wave starts as a means of catching out unwary riders. They use them because that method has been proven to be the safest way of getting 100 riders away from the grid.

In general, it is the AMA officials who make sure that the race program runs smoothly and safely, while the promoter concerns himself with getting spectators through the gate and giving those paying spectators good value for their money. As far as flag marshaling goes, we make it our responsibility to obtain the best personnel available in the particular area of the race concerned. At Laguna Seca we spend a great deal of money to utilize a permanent crew that handles all of the major car events at this track. They are familiar with the circuit and are linked by two-way radios to both other parts of the track and the ambulances.

On the evidence presented, there was nothing that could have been done to prevent the accident to Steve Souter or to actually save his life once the crash had occurred. The leading motorcycles that came around the curve upon which he had crashed were slowed down and able to miss him. He was then struck by a rider whose view had been blocked by the leading group of motorcycles and who had no chance at all of taking avoiding action. The incident was a tragic reminder of the risks involved in motorcycle racing. Tragic and regrettable . . . but still an accident. This fact was later borne out at a coroner's inquest after intensive inquiries.

While objecting to Mr. Husman’s attempt to lay the blame for this accident at the wrong door, I appreciate his motives. Rider safety is of paramount importance, and no one realizes it more than the race promoter whose reputation is at stake. We have promoted National and International races now for more than five years . . . almost 100 AMA professional events, thanks to two years of weekly pro dirt track shows at Ascot. And I can tell you, Mr. Husman, that there is a distinct feeling of both satisfaction and relief when we finish a weekend's racing with no riders in the hospital. And the feeling when a rider is badly hurt, or worse, is one of very personal regret to all of us.

Trippe, Cox is very much committed to running safe races and our company is directly responsible for one of the AMA’s most significant steps in that direction ... the carrying of microfilmed personal medical data by the riders during racing that gives blood group, known allergies, etc. This idea was passed on to the AMA by its very capable, hard-working (and unpaid) western region medical director, Dick Corcoran, M.D. He also happens to be the personal doctor of both myself and Gavin Trippe and the microfilm idea came out of a discussion between us on the handling of injured riders.

No, Mr. Husman, we don’t just “take the money and run. ” Motorcycle racing is both a business and pleasure to us; many of the riders are close personal friends and we care about their well-being and the safety of the rest of the riders who put on the show for the paying public. That is why unwarranted, illinformed and misdirected slurs such as yours are doubly hard to take. Well-meaning though your intentions might be, please make sure your facts are correct before you begin laying on the lash next time. Bruce Cox Trippe, Cox Associates, Inc.

LEGISLATE A SOFTER RIDE

Your May '76 issue was up to your usual fine standards. I enjoyed reading all of it, as usual, but one thing in particular really stood out. Writing about the Kawasaki KZ750, Randy Riggs commented on page 92 that street bike buyers are being cheated by motorcycle manufacturers in regards to the junky suspension systems most bikes come equipped with. I wholeheartedly concur! The question to me is this: W hat can we do?

I have two suggestions. First, as much as I dislike the thought of federal bureaucrats dictating motorcycle specs, I would feel that at least some of my tax money was well spent if they would come up with regulations in the area of street bike suspension systems. Second, maybe the motorcycle industry itself could do something. The members of the MIC might get their heads together on the matter of standards for suspension systems. Until some action is taken, at least I’m glad that your magazine is forthright in identifying the suspension deficiencies in test bikes. Bob Munzenrider Middletown, Pa.

CONSIDER THEM TOLD

Thanks for bringing us “Trials Notebook,’’ the series of articles by Bob Nickelsen and Mike Obermeyer. I found them to be helpful, entertaining and confidencebuilding. I’m sure that if I had more talent I would have gotten even more out of them.

Any more material you may print on this aspect of motorcycling will be welcome. Bob and Mike did a great job and I hope you can pass the word to them. Incidentally, I have met Bob a few times and have found him to be as friendly and helpful in person as the articles would lead you to believe. S. A. Nelson Los Angeles, Calif.