Letters
LETTERS
Letters to the editor are welcomed and should he addressed to: Cycle World Editor, 1499 Monrovia Ave. Newport Beach Calif. 92663 All letters are subject to editing and cannot be returned.
THE SUPERBIKE SCHOOL
The response from your recent article Roadcraft, Part V, The Superbike School has been phenomenal. I must only conclude from this that your magazine is one of the few that is actually read by the motorcycle enthusiast public. As an aside, I would like to point out that the heaviest response has been from the upper mid-west, Illinois-Wisconsin area. I know it’s cold there and the riders don't have anything to do in the winter, but the one thing they do do is read your magazine.
I am impressed and deeply thankful.
Keith Code Calif. Superbike School Manhattan Beach, Calif.
YET ANOTHER OPINION
As a reply to the letter entitled. Another Opinion in the February, 1982 issue, all I £an say is that in his latest movie, God rode a GSI 100EX Suzuki with a sidecar . . not a BMW.
Joe Bríscese South River, N.J.
RIDER EDUCATION NEWS
Once again, in 1982, the Ontario Safety League will be offering rider training to experienced motorcyclists. Called the Pro Rider course, the program is an updated and improved version of our successful Advanced Motorcycle Training Program in operation since 1979.
This program incorporates the best in road racing techniques, in terms of machine manipulation, and those skills necessary to cope with major traffic problems. The emphasis is very definitely on improving existing riding skills and is not intended as a refresher course for those returning to motorcycling. There is an entry skills test and it is recommended that a rider have 10,000 miles riding experience.
The fee for the entire program is $70. Course dates are: May 1, 2; May 15, 16; May 20, 21; June 12, 13 and June 26, 27. Enrollment is limited.
Kenneth J. Morgan Motorcycle Training Program Ontario Safety League 82 Peter St. 3rd Floor Toronto, Ont. M5V 2G5
APRIL FOOLISHNESS
I enjoyed your article on the Tohatsu Run-Pet but 1 was disappointed that the famous Run-Pet RP50 GPz Grand Prix machine was not covered. This amazing machine under the skillful hands of Wally Cleaver was ridden to victory in the 1965 Isle of Man TT. It was years ahead of its time with innovative features such as pressure cast polystyrene wheels, rotary poppet valve engine and unique light weight pressed paper-mache frame. It continued to be the terror of the 50cc GP circuit until a surprise rain storm in Daytona in 1965, the frame de-laminated and Mr. Cleaver was severely injured . . . thus ending the career of this amazing machine.
Perhaps, in a future issue, you could feature the Zil 76cc V-Twin Barking Spider. Keep up the good work.
Ben Cannon Decatur, Ga.
I’ve been in the market for a new scooter . . . you know, one of those high class, go fast, can't touch me kind. But after reading the Tohatsu hop-up, I think I’m just gonna keep my little Tohatsu. I now have the knowledge to get some real power out of my Pet.
By the way . . . how about using a trailer to carry the exhaust pipe—that way a length of up to 20 ft. could be used.
Steve Methia Rochester, Mass.
I believe you have made a minor errq in captioning the photo on page 154 in your April issue. Eddie Haskell is shown with tuner Vlad Kolezlaw of Rubic’s Racing Team and it appears that Eddie and Vlad are working on an NSU Sportmax engine. Haskell is repainting the colored sectors on the top end of the NSU unique connecting rod camshaft drive. The object of this was to achieve cam timing by realigning the respective colors on the two connecting rods, thus eliminating the need for costly dial indicator micrometers and degree wheels.
Unfortunately, this proved a time-consuming and frustrating procedure driving many competent mechanics insane. It is said that the shrieks emanating from the Rubic's team pits were most heartrendering, until Rubic hired Kolezlaw, a 14-yearold genius, who could perform the task in less than 30 seconds. It was about that time that the waves of disgruntled mechanics, defecting to CZ, MZ, DKW, et ah, sparked the development of modern two-strokes (their motive undoubtedly revenge) and we all know where that led.
Ross Brunetti Carmichael, Calif.
UP FRONT
I have enjoyed yet another of your editorials in the March issue. Many people, especially women, grow up completely lacking in appreciation or knowledge of motorcycles.
In 1968 when I went away to college, »my parents gave me only two restrictions: 1) trips off campus were to be reported ahead of time and 2) I was not to ride as a passenger on a motorcycle.
Rule 1 was no problem but eventually Rule 2 was ignored as I met some intelligent, sensible types of riders. I developed ia secret wish to own a bike. Partly through timidity and lack of funds it was 12 years before I bought my bike (KZ550) and signed up for a MSF-approved course.
I’d like to see more people, including other women, learn about riding intelligently. There’s so much joy to be discovered with bikes.
Linda Weaver Albuquerque, N.M.
Just read Up Front, I’ve been there and you’re perfectly right; soft, patient, but firm. First it worked with motorcycles, then scuba diving. She’s licensed and certified and loving it.
Bobby Blackwell West Columbia, S.C.
SAFETY CONFERENCE
The St. Cloud State University and the Minnesota Departments of Education and Public Safety will be hosting the second annual Minnesota Motorcycle Safety Conference in Rochester, Minn, on August 2-3, 1982. The theme, Motorcycling, What Lies Ahead, will focus on basic an4 advanced rider education, public awareness, motorcycle and safety equipment design and safety programs. All activities will be designed to appeal to motorcycle enthusiasts and safety professionals and is open to anyone interested in upgrading areas of knowledge and skill or futherin^ the cause of motorcycle safety. Organized tours of southeast Minnesota are planned prior to the conference.
For more information, write or phone me at St. Cloud University, St. Cloud, Minn. 56301,(612) 255-4251.
Erv Schoppe Rider Education Coordinator St. Cloud, Minn.
CAN-AM COMMENTS
I was extremely disappointed by your evaluation of the Qualifier 250 in the March issue. However, after reflecting on the circumstances surrounding the article*. I feel that perhaps our disappointment is not entirely justified. 1 would like to address several of the points raised in your article.
Because magazine lead times and factory production schedules often don’t correspond, it’s necessary for magazine^ to test prototypes early in the year. In our case, the prototype was hastily prepared and not completely tested before going to your magazine. Your readers should be aware that several points raised in your test have been changed in production models.
The gas tank mounting has been modified to prevent rocking and subsequent leakage around the mounting studs.
The rear shocks now utilize the correct springs and dampening rates for this motorcycle and in fact provide a 25 percent rising rate suspension.
The like or dislike of front fenders is a matter of personal taste. For those who wish something different, the M. Robert1 style used on the Can-Am 500 is available through the Can-Am parts and accessories at nominal cost.
Your remarks about lack of power prompted us to test several production engines. Our dynamometer figures show a one-half horsepower gain over previous models.
We sincerely believe with the above changes made to our production models, the 1982 Qualifier 250 is what it should be, a super motorcycle.
Lars Goodman Bombardier, Inc. Can-Am Division Valcourt, Que., Canada
NOT REALLY NEW
What a scoop! All racing fans owe photographer Emmons and CW a vote of thanks for those photos of Honda’s new GP bikes. But as pointed out, the bent triple is a logical solution to the four-cylinder maximum 500GP formula, but it isn't new.
From 1953 to 1957 DKW in Germany campaigned a 350GP bike with the identical cylinder layout. It was a light, compact engine and used piston-port induction. They featured full dustbin fairings, electric tachs and hydraulic drum brakes, integrated like those on Moto-Guzzi street bikes today.
Few racing ideas are really new and perhaps Honda’s reworking of the V-Triple design will be more successful than the NR500.
Peter Yronwode Columbia, Mo.
KILLER BEES
I enjoyed your article on the Killer Bees as I am the proud owner of no fewer than two Cl00s. One I received from a friend in more or less running condition and the other one 1 found in the trash with an old wine bottle cork where the dipstick should have been and no rear wheel. Parts are no problem but I lack a shop manual. If any of your readers have an old dusty copy laying around (1961 model) I'd sure appreciate hearing from them.
William Jeffers 32 Big Acre Gaithersburg, Md. 20760
CAN OF WORMS
What a shame you chose not to open the can of worms you mention in the GPz750 test. First Cycle gets a diddled GPz550.^ now this experimental GPz750 that found its way into the test pool.
If you guys really care about your enthusiast readers, you could do them no better service than to blow the whistle on this situation.
Don’t be afraid to kill the goose that lays the golden eggs—with credibility comes circulation.
Jack Seaver Herndon, Va.
Before blowing the w’histle, we have to have a whistle to blow. In the case of the Kaw’asaki GPz750, we reported on the ported and polished head because it looked suspicious. In detailed technical conversations with Kawasaki engineers before the test was written, nobody mentioned the porting. After the test came out Kawasaki explained that all GPz750s come this way. We have had competent mechanics around the country independently check GPz750s and they all have found this work. The bike was stock, the figures stand and there are no worms.
