Letters
LETTERS
BREAKIN’THE LAWR
Just read the May “Up Front” piece. The lady’s anger was probably caused by relief, not envy. Last week I did the same thing—a motorcycle rider passed me between the divider and my car just as I edged out to see down the lane. I missed seriously injuring him by a whisker. I guess that’s why even though I love to ride my Honda, I prefer my race car.
Warren Pegram Evansville, Ind.
I enjoyed the May “Up Front” entitled “Going to the Head of the Line.” I would like you to know for information purposes that busting lanes is specifically prohibited in Georgia. Georgia Code Annotate states as follows:
68A-1303 (c): No person shall operate a motorcycle between lanes of traffic or between adjacent lines or rows of vehicles.
1 ride a motorcycle everyday to work through daily traffic jams on the Atlanta freeway. However, I will take the Fifth Amendment with respect to whether or not I violate Ga. Code Ann. 68A-1303 (c).
I enjoy CYCLE WORLD very much and look forward to its publication each month.
Sam F. Lowe, III Atlanta, Ga.
Call it “breaking lanes” or whatever you want to, but the maneuver you describe is illegal in Illinois and most, if not all, midwest states. I am not saying it is not done, nor do I deny (or admit) my guilt in such illegal and nefarious activity.
The law here says motorcycle drivers are prohibited from passing between two other vehicles going in the same direction unless there is an unobstructed traffic lane available to permit such passing safely. They are also prohibited from passing on the right unless there is unobstructed pavement at least 8 ft. wide to the right of the vehicle being passed.
Of course, the “unobstructed traffic lane” is going to be obstructed by an automobile, and in case you think the 8 ft. lets you pass on the shoulder the Illinois law prohibits that as well.
A friend of mine who is an attorney says your attorney friend may be correct about California law, but you must go directly to jail, do not pass go, and you do not collect $200 in the Illinois monopoly game.
Alan C. Henderson Western Springs, 111.
NOSTALGIA TIME
I was born in 1940 so I was a wide-openeyes kid during the early Fifties watching the BSAs, the Matchless, the AJS, the Triumphs and the Nortons race in a dirt circuit close to my home town of Viña del Mar, Chile. The Norton Manx was the king until the Güera Saturno came to challenge the title. Every year the big event was the 100 miles, and the best of the Argentinians would come to race against the best of the Chileans, and with them came the Gilera.
All this nostalgia was awakened with the pictures in your April issue of the JRC Triumphs. Of course, these bikes are TT racers and not road racers. But see, the races in the Fifties on the dirt were also for the road racers. It was a great thing to see those fellows come tucked in from the straight then sit up at the corners and go around with the inside foot on the ground. All this done with very low racing bars and rear footpegs.
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I love the sight of Roberts going around a turn on the 750TZ, but for some reason I keep thinking of an old Manx or a Triumph in a Clubman trim. Your article on the JRC put me into dreams. Can you imagine the JRC Triumph with a long aluminum tank painted green on top, polished metal on the side and a short seat with a hump in the back? Add a megaphone, just a tachometer and low aluminum fender for the front wheel and you would have the most beautiful and closest thing to an old racer than money can buy. Don’t forget the clip-ons. Sergio Traverso R. Napa Valley, Calif.
VINCENT HILLBILLY HOE-DOWN
The North American Vincent-HRD rally is planned fot August 10-13. The site is Lake Shore Campsites. 40 miles north of Atlanta. Georgia. We expect to have about 70 Vins in attendance, and we hope to have Brian Chapman and his Mighty Mouse machine from England. Brian is a British drag racing star who has a 1951 Vincent Comet (500cc Single) in the eights. The $30 price includes four nights lodging. a full-scale BBQ dinner, an HRD T-shirt and helps pay for the rental of Road Atlanta raceway. Alex B. Noftsger, Chairman P.O. Box 20666 Atlanta, Ga.
SECOND CHANCE
“Second Chance” in your May, 1978 issue really tapped me! Cornball in spots, but right after reading it. I went downstairs and kissed my Bonnie. Byron Davies San Francisco, Calif. The story entitled “Second Chance” is excellent! Keep them coming. Wayne Holden Stockton Springs, Maine
THE RAIN HANDLER
Thank you for say ing “the Rain Handler appears to be one of the best touring ideas in several years” in your May 1978 issue. The evaluation was written with a rafe blend of humor and insight.
Two small but important misconceptions appeared. The Rain Handler is currently designed to fit Vetter Windjammer II and III models, not I models. Also, the AM/FM stereo radio housing is included but the radio, multi-plex cassette and speakers are not. John S. Hickman, President Hickman Hamp Corp. Milwaukee, Wise.
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WHAT YOU SEE AIN’T WHAT YOU GOT
I wish you would say something about the rotten rear-view mirrors and the fact that they do not show actual distance. When I first learned to ride 1 discovered (to my horror) that I was cutting in front of fast-moving cars I thought were farther behind me than they were. To make matters worse, the mirror on the right-hand side showed things as they really were, but vibrated ferociously. 1 wonder how many new riders are aware of this. It may be a lot of new-rider accidents are caused by this rear-view murder weapon! W. Buurman Wanaque, N.J.
DUCATI DARMAH
I read the road test on the Ducati Darmah in your May issue and have a couple of questions.
1. Doesn’t the Darmah engine take 5000 miles or so to really loosen up? Most Ducati engines do. 2. Why didn't you put on the 40mm carbs and better exhaust that also come with the bike? The others are just stuck on there to get it past the Feds. I’m sure you could have come up with a really hot road test.
Also. I don’t care how well the new CX500 drives. It is genuinely UGLY. Bruce Sikkema 1. Most motorcycle engines deliver peuk performance at 5000 pi i les or so. Unfortunately we don V get to keep test bikes that long, so our policy is to test all production bikes soon as they're broken in. 2. Because we test production bikes, we must run them as sold to the customer, even though all makes and models would give better figures with curb and exhaust modifications.
SETTING IT STRAIGHT
Thanks for setting it straight in your May issue with Lane Campbell’s article “Rake’s Progress.” Especially enjoyed the reasons for the old “steer left, turn right” phenomenon. I’ve heard reasons for this ranging from condensation in the inner tube to hot air in the helmet. The gyroscopic effect Campbell describes also explains why motocrossers can get crossed up the way they do.
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Ed Masta Royal Oak, Mich.
BEST OF BOTH WORLDS
I enjoyed the article “Reflections on the Open Road” in your April issue.
I have been caught up between touring and sport riding for years. Finally I have reached a happy medium. All you need is a bike that will serve both purposes. My bike has two personalities. For the touring side of my bike I have Windjammer fairing, Bates saddlebags, custom seat, backrest and rack, set backs for the handlebars and Motorola 8-track tape player with four speakers.
Being a part-time amateur drag racer I have mounted on my Z-l Norris cams, Yoshimura valve springs, 1016cc overbore. Honda 500T pistons, Dyna III CDI, Wirges 4-into-l exhaust and Koni rear shocks.
This is my idea of fun touring and the guys from either side of the two styles of riding don’t smirk. I am very happy and feel this is the way the hesitant person could be happy trying a different style of riding. Not to mention the fun when you blow the doors off an unsuspecting H-2 or KZ1000 stockers with your full-dressed rocket.
Russ Jordan San Diego, Calif.
FUZZBUSTER REVISITED
Doug Delmont’s letter titled “Self-Protection Laws” in your May, 1978 issue represents the attitude that really frustrates those of us who love bikes more than we are impressed with ourselves.
Doug’s first and second paragraphs indicates that he does recognize laws, whether he agrees with them or not. I also note that he uses the Constitution, which does not necessarily mean that he supports it or its intent to serve the majority of the people.
His last paragraph, however, reveals his true character and pegs him as one of those irresponsible bikers who believes that he is answerable to no one for nothing. (Or anything.)
I’d just like to say that I especially resent those who need to slam on the brakes immediately when the Fuzzbuster goes off. That tactic closely resembles the action of little children who feel compelled to hide when they know they’ve been naughty. Observing the speed limit would preclude the expense of a Fuzzbuster and the necessity for the rest of us to be constantly on the defense for law breakers . . . whether we are helmeted or not.
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Jack Twagstaff
Pensacola, Fla.
A LITTLE CARE, A LITTLE MILEAGE
In your June, 1978 “Letters,” I was dismayed at the rendition by the author of “Hot in Texas” as to the unthinkable act perpetrated by Honda in releasing the Honda Hawk to the American public. The Honda Hawk is a unique lightweight machine and has set a new' standard which the competition will have to meet. I will admit my Honda Hawk did generate some sorry gas mileage figures when I first purchased it. Under 40 mpg was the usual return. However, it is a machine, and the fault could be in its preparation or in some legislation for clean air or less noise.
The altitude here in Amarillo, Texas is around 3300 ft. and the # 150 needle jets seemed about right, so I looked elsewhere for the low mileage reasons. The timing was w ithin the designated limits, as was the carburetor sync. A carefully administrated mileage check revealed 37.3 mpg as a base. Bringing the tire pressures up 2 psi from the recommended lows and putting premium fuel in the tank netted 2.4 mpg increase to 39.7 mpg. Still not awe-inspiring. I found the real culprit under the seat. Legislated noise containment was choking my Honda to low' mileage.
The air inlet tfack is a maze, and one that was eating over 10 mpg out of my Hawk. I took the air cleaner cover off and removed a small plastic routing device which was screwed to the underside of the cover. Then to fufther increase the air flow. I drilled a number of holes (about 50) about 'A in. in diameter in a neat pattern on the upper side of the air cleaner cover. No harm will come to the engine, because the now increased air supply still must pass through the air filter. A new road test put the mpg up to 49.8, and the Hawk only has 800 miles on it. As a bonus, the little road burner now moans sense-aw'akening music when called upon to perform.
My point is this. The man from Grapevine that’s hot should find his answers instead of blaming them on the bike, or on the manufacturer who may not have any control ovet U.S. legislation and noise laws. The Honda Hawk is a fine example of motorcycle technology. It will undoubtedly rank in the upper reaches of class when its production run is at an end. I look forward to the machine which will supersede it.
Dallas Alford Amarillo, Tex.
