Letters
LETTERS
Letters to the editor are welcomed and should be addressed to: Cycle World Editor, 1499 Monrovia Ave., Newport Beach, Calif. 92663. All letters are subject to editing and cannot be returned.
PRODUCT IMPROVEMENT
The company I work for could take a lesson from Lord Hesketh. Imagine shutting down an assembly line to correct a problem.
Usually, even with sales way down, the bottom line seems to be quality only if it doesn’t interfere with production.
We definitely need more people like Lord Hesketh.
Rudy Gerhardt Aurora, 111.
ANOTHER OPINION
In response to Bruce Morton's letter in your November 1981 issue all I can say is: if God could ride motorcycles, he would ride a BMW7.
Jesse Herschbein Lincoln Park, N.J.
A COMMENDATION
Your answer to Paul Geek (Letters, November, 1981) and his GP/550 recommendations was brilliant. If not around racing one would never get so much information so quickly.
Your ability to provide your readers^ with such facts makes you the leader in the motorcycle magazine business. The sport would lose without the boost you give. It would be like going back to the Lucas Ages!
Jim Ransom Chicago, 111.
That’s our job. On the other hand, readers with special knowledge or advice are invited to write us, so others will know.
THE ART OF CORNERING
As a rider who has recently made the transition from special (Yamaha 1 100) to sport (GS750EX), I am particularly interested in your series on Roadcraft. Part 111 in the November issue is just what’s been on my mind.
Your article did not touch upon one very important question. While you stress the need to brake hard and late in a turn to maximize speed, what is the story with shifting? If you brake suddenly, don't you need to downshift to accelerate out of a turn? If so, what is the correct time to do this? continued on page 18
continued from page 12
As a novice I tend to downshift before the apex rather than brake hard. Doing sc achieves a slow ing dow n and also prepares me for quick acceleration out of the turn.
Dave Drucker Washington D C.
Yes, von must downshift to get out of turn quickly after braking, and there at tw o applicable theories. Most riders dov shift as they brake, letting out the elm. between downshifts. This method has We advantage that the rider can easily tell— by the sound of the engine or by looking at the tach —when the bike is in the right gear for the relative speed it is traveling at. It’s also obvious that the bike has actually gone into gear and not mis-shifted. Using engine deceleration helps stabilize the bik* during brake modulation and most riders feel safer using this method. It has disadvantages, however, mainly that it can be time-consuming and can make control oj the rear wheel more difficult under hard braking.
Some of the fastest riders pull in tin clutch, hold the throttle part way open (to keep the engine from dying} and downshift w hile hard on the brakes, without letting the clutch out. At the apex these riders let the clutch out and turn on the gas. If you can do it, this method is the faster way into a turn. But the rider can easily lose track and downshift too many times in the heet' of battle, or find himself mid-turn in a false neutral because of a mis-shift.
UNREAL!
1 can’t believe it! Am 1 dreaming? An American motorcycle on the cover of Cycle World for December 1 98 I ? And to top it off, Harley-Davidson got an excellent I’S! view.
K. Bowen Colorado Springs, Colo.
STILL IN LOVE
I appreciated your comments on the Triumph Bonneville in the November i* sue. In the late 60s I had a BSA 25b thumper and the Bonneville was the dream machine. When 1 resumed motorcycling after a 10-vear lapse, I fulfilled a fantasy by getting a "19 Bonneville.
Oil mist has been minimal and the electrics have been perfect. The bike’s simplicity and ease of maintenance have promoted personal involvement so I maintain it myself. Five thousand trouble free miles down the road and I’m still in love.
Brad W illiams, M.D. Nashville, Tenn.
WHAT GIVES?
I can't make up my mind do 1 love the Katana or hate it? But one thing is for sure all that bike and still 54 mpg.
Come on now—what gives with the carbs?
James Butterfield Bradenton Fla.
ONE OF THE BEST
In response to the Ten Best and Ten Better Bikes for ’81. I’m sure you’ve had your share of “Why didn't my bike ..." I lere's another.
I feel that leaving the 650 class out of both lists was unjust. 1 am riding one of the 10 best, a 650 Maxim and I know it. I believe the reason that Yamaha’s Maxim was not included is because the only place they can be seen is in the showroom. Once on the street they disappear in speeding fashes.
Just too good to be classed, I guess. Pat M. Chamburs Clearwater, Fla
ANOTHER KZ1300 FAN
My, my, you lads certainly did a job QÍV my motorcycle. After 27,000 mi. I was disappointed to read that my bike is too big. too heavy, the seat is too high, the controls arc difficult to use, the throttle is stiff, the engine heat will bake you alive, the rear units are !@#*, it corners clumsily, it makes too much noise, etc. etc. I do have a couple of negative thoughts to adl to yours: the eenterstand is useless on any? thing except hard, level pavement and 1 did have to remedy a fuel tank venting, problem.
I’m 49 years old, an out-a-shape 200 lb., 5 ft. 9 in. and have owned seven bikes in about that many years. This is the biggest kick in the butt machine I've ever owned. The brakes are excellent and they won"? scare hell out of you in the rain. I replaced the stock headlight bulb with a 75 watt unit and man, that sucker will really get you down the road!
It's one fine, reliable motorcycle and one hell of an adrenalin pump.
Walter Kleba, JS Racine, Wise.
H-D INFORMATION PLEASE
I am in the process of researching material on Harley-Davidson for a factoryauthorized history of America’s last motorcycle. I'd appreciate hearing from anyone with personal knowledge of the following:
1 ) Handling, performance characteristics of any and all pre-1960 stock Harleys. 2) Maintenance requirements for same. 3) Armed forces (WWI and WWII) manuals for care and feeding of HY7 machines. 4) Anecdotes related to racing, racers, Harley principals, etc. 1 am not interested in Sportsters blowing off Corvettes, Fat Bobs with better mileage figures than Pari 1 las, onandon.
David K. Wright P.O. Box 353 West Bend, Wise. 53095
HIP HIP HOORAY
Three cheers for the Suzuki GS1000S Katana! . . . Tora! Tora! Tora!
Frank Haraburda Winter Haven, Fla
CLUB NEWS
Upon arrival at the University of Illinois this fall one of the first things I looked for was a motorcycle club. I was astounded to learn that there was no such club at the university. I intend to resolve this lack but need some help from club organizers at other schools. Any and all suggestions would be welcome.
Jeff Newnam 508 E. White St. #G Champaign, 111. 62180
Anyone interested in forming a KZ owners association (900, 1000, and 11 OOcc machines?)
Please contact me and include a self addressed stamped envelope.
Lyle P. Moran 8 Ridgewood Place Bridgeport, Conn. 06606
The Southern California Motorcycling Association’s Three Flags Classic is history. If you’re interested in the 1982 Classic, send a legal size self addressed stamped envelope by March 1, 1982 to: Three Flags Classic P.O. Box 668
Wilmington, Calif. 90748
Don Perdew Wilmington, Calif.
I am the owner of one of the rare factory produced cafe racer specials, a 1970 Rickman Enfield Interceptor. Rickman tell me that they assembled only 201 of these bikes (comprised of the Rickman Metisse frame and the last of the Royal Enfield Interceptor engines).
I have set up a register of all remaining bikes and so far have tracked down 10 bikes in the UK and two in France. As most of these bike were exported to the United States I suspect that many more are lurking about the American highways. For both historical records and as a means of swapping information I'd like to hear from any American owners.
Ian Abrahams 44 Maiden Erlegh Ave. Bexley, Kent, England DA53PE S
