Letters
LETTERS
The agony of de seat
Steve Thompson’s At Large column (February, 1986) on the comfort of motorcycle seats hit me like a brick. He is so right that he may not even know just how right he is. Now, this is coming from me, a guy who seven years ago started on a moped commuting four miles to work, and who has only graduated three years ago to a used Honda CL360. From what I feel in the seat after four miles, you’re pretty lucky if hemorrhoids is all you get. I refer also to the possibility of bouncedaround kidneys and pinched or ruptured spinal disks in the back.
I’m no doctor, nor am I a motorcycle design engineer, but I don’t see why seats can’t be suspended by springs and cushioned far better to absorb shock. Beyond that is the appalling shape of most of them, leading to development of the classic “motorcyclist’s back curve.”
A brilliant orthopedic surgeon in Denmark named Dr. A.C. Mandai studied ordinary household and office chairs, and found they put unnecessary strain on the back. This, he discovered, could be remedied simply by tilting the seat angle forward and raising the desk or table the person is writing or reading at. Couldn't a major motorcycle manufacturer, or even a forward-thinking magazine in the field, hire Dr. Mandai or someone like him to study motorcycle seats and come up with a far better design, then build a few and try them out?
Roger Field
Health and Science Editor NBC Radio Network Chicago, Illinois
We'll try to follow up on your suggestion, but we can 7 guarantee the motorcycle manufacturers will do likewise.
Are you saying my ’85 900 Ninja is a pain in the butt? Right on! It passes everything on the freeway but a rest stop, so its wild-eyed pilot can restore circulation to his bony posterior. I’ve always said I’m 1 8 and holding, and I love the Ninja, but at 53, I need a seat that doesn’t give me a pain.
Ray Sutton
Squamish, B.C., Canada
Steve Thompson did a fine job of addressing a subject that sorely needs to be covered. The manufacturers have offered some very livable long-distance seats on occasion (Suzuki GS850 and GS1000 seats, for example). I believe that the increased marketability of a cushy showroom feel may be a factor in seat-quality choices for some models. Good touring seats have a ten-
dency to feel hard when they’re new. The dense foam takes a few miles to break in, but the comfort lasts for many more miles thereafter. A seat that feels squishy in the showroom may go flat after a while and stop providing the support you hope for. Also, a seat that holds your butt in a cup, or has a ridge or step behind it, may not allow the rider enough feedom of movement to adjust his seating position on long trips. Reduced circulation at pressure points will cause muscle cramps, hot spots and other discomforts.
What can be done? Perhaps, if very lucky, one could find a decent seat from a similar model that someone replaced with a custom seat before beating the original to lumps. With great ambition and patience, one can put a new foam base under the old seatcover. Dense foam is available in sheets and blocks to shim your old base or to fabricate a new one, using the old foam as a pattern. An electric carving knife cuts it cleanly, and parts can be glued together.
Lori Reynolds
Three Rivers, Michigan
Ever think about going into the seatbuilding business?
I sing the body eclectic
I, too, am suffering from some, but only some, of the same problems Paul Dean refers to in his editorial (March, 1986). I am 6-feet-2 and weigh between 200 and 2 10 pounds.
I am also legally blind in both eyes without correction.
That, apparently, is where the similarities end. Three years ago, I got contacts. End of helmet problem. In 1977 I bought a leather jacket at the local Harley shop that I still wear. The sleeves are plenty long and the jacket isn't a size Long. Wait a minute, you guys! Don’t back down so fast. You and Suzuki were not wrong about the LalcoRustyco. A white falcon is a falco rusticóla candicans. Candicans is a Latin word for white. It’s a good name for a bird but probably too long for a bike, so they shortened it. That name is scientific Latin for the white variety of the largest falcon, the gyrfalcon. It lives up in Greenland, and is the only true falcon or hawk that is white. You were right the first time. I teach Latin, I like wildlife, and I ride a Kawasaki (now what does that word mean?) And I figured someone had to defend Suzuki and Cycle World. We enjoyed your article, “The Record That Never Was” (March, 1986), about Red Wolverton and his specially built Ace motorcycle. However, there is one point that we believe to be incorrect. Your article states “Wolverton became the first man to ride a motorcycle at more than two miles per minute. . ..” According to our records, the first man to exceed 120 mph on a motorcycle was Glenn Curtiss, who, on January 24, 1907, at Ormond Beach, Florida, traveled the measured mile in 26.4 seconds, or 136.3 mph. The machine was a specially built, air-cooled V-Eight, with shaft drive and bevel gears to the rear wheel. This motorcycle is still in existence and can be seen at the Curtiss Museum in Hammondsport, New York.
Reader Information
Editorial offices are located at 1499 Monrovia Ave., Newport Beach, CA 92663. Editorial contributions are welcomed but must be guaranteed exclusive to Cycle World. We are not responsible for the return of unsolicted material unless accompanied with a self-addressed, stamped envelope. Letters cannot all be answered, nor can all Service inquiries be answered. We appreciate correspondence sent to the editorial offices and will use the most interesting and
appropriate letters in the magazine. Subscriptions in the U.S. and territories are: one year, $13.94; two years, $22.94; three years, $29.94. Canadian subscribers, please add $2.50 per year, all other countries add $5.00 per year. (Remittance by money order or draft on a U.S. bank, payable in U.S. funds.) Single copy, $1.75; $1.95 in Canada.
Subscription service: P.O. form 3579 and all subscription correspondence should be mailed to Cycle World, P.O. Box 5338, Boulder, CO 80321. Please allow six to
eight weeks for a change of address to become effective. Include both your old and new address, and, if possible, a mailing label from a recent issue. For faster service, call toll-free (800) 525-0643; in Colorado (303) 447-9330.
Back issues from 1982 to 1985 (except 4/ 82-7/82, 3/83, 4/83) are available on a prepaid basis for $3.75 each from Old Del Mar Emporium, P.O. Box 1126, Redlands, CA 92373.
Advertising: See SRDS. Circulation audited by Audit Bureau of Circulation.
I thought this unusual because I need a Long in all other apparel. In 1982, I won an Esprit leather jacket from our Honda shop on a poker run. It, too, fits fine and it’s not a Long, either. My Harley pants were plenty long, in fact, too long and had to be altered. I know very few who can ride in the cold without cold fingers, regardless of finger length.
It seems to me that as editor of Cycle World, Dean must surely 1) make enough money, 2) get price breaks, and 3) know enough people and places to solve all his problems with just a little extra effort on his part. So, Mr. Dean, kwitcherbitchin!
Maurice Brandt
Largo, North Dakota
As the Editor of this magazine, Paul Dean indeed does have the means by which to solve his problem. But that's not the point. His “bitching " was in-
tended to help improve matters for all the other riders who have similar problems. That's why we're all here.
Just finished reading Paul Dean’s editorial on the problems he has finding clothing to match his build. My dimensions are similar to his, being 6-feet-3, 36-inch sleeve length and a 34-inch inseam. Unlike him, I have found some solutions.
The best helmet for glasses is the BMW System helmet. The chin bar pivots up out of the way, and once on, it locks securely in place to provide excellent safety for your face. Sometime in the middle of the year, a vented model will become available. I strongly urge Dean to try it and report on it in the magazine. Lor gloves, I have found that the Thurlow deerskin gloves are the best I’ve ever tried. They can be custommade for long fingers and will last a lot longer than any calfskin gloves. Try Neese Industries for a custommade Dri-Rider rainsuit. Lor only $ 10 more, they made one that fits me to a tee. Lor boots (I wear a size 12A), Western Ranchman Outfitters
in Cheyenne, Wyoming, carry reasonably priced cowboy boots that are made for walking or riding.
There are BMW leathers that can be custom-made for you, or leather jackets available up to size 44 Long, as well as medium and short sizes.
The items are out there. It just takes a while to find them. Paul Dean’s problem is very small compared to women and finding clothing that fits them, but more manufacturers are listening.
David Cushing
Stewartsville, New Jersey
FalcoRustyco pingpong
Mark A. Garrett St. Thomas University Miami, Florida
A thousand thankvous, oh great latinius expertius.
In defense of Farmers
I never thought Fd see the day when Fd stand up for any insurance company, but I must take issue with your article, “Insurance: What Price Protection” (Roundup, February, 1986).
As the owner of an independent motorcycle repair shop for the past 10 years, in addition to my own personal experiences, I’ve dealt with a lot of insurance companies. While I have no knowledge about the rates charged by Farmers Insurance (one of the firms you suggested avoiding),
I can certainly tell you that customer satisfaction is one of the their highest priorities. Many times I have seen customers’ bikes languishing in the shop while their little-known but inexpensive insurer plays games for months on claims. Sometimes they refuse to pay up on any part that isn’t totally destroyed. Sometimes they don't keep their end of the bargain at all, and simply stiff their customer. But Farmers Insurance insists on fixing the machine wholly to the customer’s expectations, and has suggested replacing parts not even on my estimate. Cheap insurance is often no bargain.
Jim Goebel Redline Cycle Service Skokie, Illinois
Geography lesson
I see on page 20 of the February issue that the Yamaha Fazer “has already been announced as a 700cc model for the North American market.” Please remember that there are two countries in North America, not just one. The Fazer we get is, in fact,
a 750, just like our Intruder, Virago, Vulcan, GS750ES, Magna and Shadow. Still not sure where to find us? Head north (south in Alaska) until you hear the ring-ding-ding of 400 and 500cc two-strokes. That’ll be us.
Jim Penhale
Edmonton, Alberta, Canada
Okay, we apologize; now it's your turn to do likewise. Head south until you hear the sound of pinging engines. That'll be Mexico, the third country in North America.
The never was that never was
We would like to see more articles like this in Cycle World.
C.F. Darling
Sodus, New York
El Paso on Cagivas
I noticed your little spread on the Cagiva Paso in the March, 1986, issue. I’m sure glad I don’t own any stock in Cagiva. Traditionally, Italian bikes, particularly Ducatis, have been distinctive. The Italians differentiated their products from those of the Japanese to corner a selective clientele of enthusiasts who could not find what they wanted from the Orient. Since the Cagiva takeover of Ducati, I’ve been amazed at two things. They have replaced a most pretigious marque with an unknown name and a dumb, sissy-looking elephant logo; and they have designed motorcycles that are virtually indistinguishable from the Japanese fad bikes. How long can this continue? Fabio Taglioni, where are you?
David Lawrenz
Elberta, Alabama
There Auto be a better way
As the owner of an older Husky Automatic, I read the test of the 430 Automatic in your March issue with intense interest. All I can say is that it’s nice to know some things never change. I really hoped that Husky would have a better mousetrap this year. I do have to agree with you, though: When the Auto works, it’s the greatest woods bike, bar none. But keeping it working is one incredible and expensive pain in the backside. Every time I hear about anyone winning on an Auto I can’t help but wonder how many cubic dollars someone had to spend to keep its transmission together. It really would be nice if Husky would stop the practice of putting the Automatic engine and transmission
in last year’s leftover chassis and charging a premium price for the whole package.
As it is now, I think I’ll pass again this year as I have since 1981, and hope they get it right in 1987.
David Lotz
White House,Tennessee
Great test on the Husky 430 Auto. You finally stated what those of us who are hooked on them have endured for years. To Husqvarna, the Automatic is a stepchild at best. Year-old swingarms and forks should reduce the cost, not raise it above the 400 Enduro. Terry Cunningham could win on a moped, but his Auto will have '86 or '87 parts on it. That’s fine, because he’s a factory and development rider; but for $3300, a customer should get current innovations, plus an extra transmission kit at time of purchase (as they did in 1980) an,d lower cost on transmission fluid, so owners would change it as often as they should. Husky’s few improvements are making this revolutionary motorcycle better than ever, but the faults you pointed out have been there since 1976. It’s not a design problem or an execution problem, it’s a costineffective problem.
Jim Lopossa Indianapolis, Indiana
Three for the trail
Japanese companies take heed. “Two For The Trail” (March, 1986) deserves serious consideration. We (father, myself and son) ride CR250s because of the lack of a suitable enduro mount. If a YZEtype bike is offered, we’ll be the first in line. Either way, they’ll have sold three bikes; maybe that’s the rub.
Don Wall
Harrington, Delaware
Rainey days and fast times
I enjoyed your story on Wayne Rainey by Dave Despain in your March issue, but Dave’s statement that “Rainey eventually set track records at six of the 12 GPs . . .” sent me scurrying to my ’84-’85 Motocourse, as the statement simply didn’t ring true. It isn’t. Rainey turned the fastest race lap at one event, the second GP, the Grand Prix of Nations at Misano in Italy,
and was fast qualifier at the seventh GP, in Yugoslavia. Rainey’s too good a rider to need any PR “puffing.”
Donald Mei
North Branford, Connecticut
“FT? puffing" it wasn't; a mistake it was. Thanks for setting the record straight.
CBS travel plans
In regard to the letter by Jim Mustard (January, 1986) and his comments about CBS, any company that gives us Dan Rather and Charles Kuralt should head west to the Pacific Coast Highway and then keep going another 200 miles or so. They may, however, leave Cycle World and Bruce Springsteen behind.
Rick Van Dyke Benton Harbor, Michigan
Thanks for the vote of confidence, but what's 200 miles out in the Pacific where you 're banishing Messrs. Rather and Kuralt?
Design by whine
Okay, you magazine guys got what you wanted from Suzuki with the GSX-Rs. I’d take one, too, but what I really wanted, after reading about the GSX-Rs and Suzuki’s Savage, is a supercharged, 100-horsepower, fuel-injected, oil/air-cooled, five-valve, 250-pound, 750cc Single. Let the guys who did the GSXR1 100 make it handle, give it to the stylists to develop the British Single look (neo-Velocette) as they did the Harley look for the Intruder, and I will sell my car to buy one. Get the weight below 200 pounds with ceramics, exotic metal, lanthanides, plastic or whatever, and I’ll sell my speedway bike, too. So you guys get on the ball and start whining for this one so the rest of us can have one in ’88, okay?
Bob Elswick
Santa Monica, California
If only it worked that way. IS
