Letters
LETTERS
Power politics
I must complain. In your July issue, European Editor Alan Cat heart blames Norton’s financial troubles on greed created in the “make-a-buck Thatcher-Reagan ’80s.” Since when is it a crime to make money, prosper and live well? Why is it Reagan’s fault that Norton’s board of directors could not control their own company? How dare you even allow such poorly conceived thinking to find its way into print. Steve Dirks Rochester, Minnesota
Regarding Editor Edwards’ “Batter up” (Up Front, August, 1993): The primary reason new streetbike sales have been declining in the U.S. since the early ’80s has been the destruction of blue collar wage scales in this country. Working-class people are still buying bikes, but they are buying used ones. The typical American kid is lucky if he can afford any bike at all. Val Germann Columbia, Missouri
He must have slept through the make-a-buck Thatcher-Reagan '80s.
I found Editor Edwards’ “Batter up” column rich food for thought. As a motorcyclist and card-carrying industrial designer, I’m constantly in touch with the subject of quality. The great grief of my professional life is the emphasis by the vast majority of my clients (American industry and retail) on profit at any cost. For the most part, American business leaders couldn’t care less about quality of product except as a means to gain market share. So what’s the matter with that?
Way back in the ’60s, there was a genuine concern for substance over illusion. It was, and still is, denigrated as uncool, idealistic and out of touch with the cool pragmatism of America. It was almost something foreign... something Japanese.
When I bought my first Honda sedan 12 years ago, I was amazed at the quality of its detail design and production fittings. Honda was practicing the kind of engineering we had been taught in school but were denied access to in the real world of American industry.
So do 1 ride Japanese motorcycles today? Not yet. Beginning with old BMWs and finding myself today with a nine-year-old Moto Guzzi, I find that my rides have come to my garage via factors other than pure philosophical quality of design. Many of our choices are influenced by subtle forces more surely in the court of psychologists than technicians. Tom Chipley Warrenton, Virginia
Credit due
The Kawasaki Concours looks like the old gray mare in comparison to the more modern sport-touring thoroughbreds tested in your August issue (“Five for the Open Road”), but when introduced in 1986, it was the darling of the motorcycle world. The mere fact that it is included in this comparison seven years later is a testament to the excellence of its original design. As a proud owner of a 1990 Concours and a member of the 1200-plus strong owner’s group, I feel that Kawasaki should be congratulated for offering a motorcycle that has performed its intended function so well, at such an amazingly reasonable price. There’s no other bike that does so many things so well, none that I’d rather own, than my Connie. Michael L. Parks San Jose, California
When you get through stroking the new BMW RMOORS at $14 thou, and Honda ST 1100 ABS-TCS at $11,500, you could put in a good word or two for the Kawasaki Concours. Just as good for half the bucks sounds good to me. In case you couldn’t guess, I own an ’86. Lance Wickline Placentia, California
Regarding your sport-touring comparison: I recently bought a non-ABS Honda STI 100 for around $9000 after three years of shopping around and reading all the tests. I must say that the ST was the best bike for me and I have no complaints. After checking my wallet and the performance specs, the ST stood alone. Ray Cappelli Johnston, Rhode Island
Praise in recent times for Honda’s ST 1100 has been well-earned. I recently purchased a new ’91 for $7500 and it’s been great: room for four and the chihuahua, torque like a V-Eight, the cruising range of an ICBM, 50plus mpg on the highway. Also, putting “V-8” emblems on the protruding valve covers stirs up a lot of questions. Mark Hanson Jessup, Maryland
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 unsolicited 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, $19.94; two years, $35.94; three years, $49.94. Canadian subscribers, please add $7.00 per year. All other countries add $8.00 per year. (Please remit by money order or draft on a U.S. bank, payable in U.S. funds.) Single copy $2.95; $3.75 in Canada.
Subscription service: RO. form 3579 and all subscription correspondence should be addressed to Cycle World, P.O. Box 51222, Boulder, CO 80321-1222. 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 303/447-9330.
Back issues from 1988 to current year are available on a prepaid basis for $4.40 each from Cycle World, Back Issues, P.O. Box 7085, Brick, NJ 08723.
Advertising: See SRDS. Circulation auditing by Audit Bureau of Circulation.
MEMBER MOTORCYCLE INDUSTRY COUNCIL, INC.
Style points
While I was never a big fan of the surfer-dude graphics on many of today’s sportbikes, there seems to be something far worse taking root. Yep, it’s the sweeping Crayola-tint triangles last seen on custom vans of the ’70s. I can only expect Kawasaki to grace its next generation with keyhole-shaped bubble windows and airbrushed Aztec warriors. I do have to give Kawasaki credit for the single color on the curvaceous new ZX-1 1, but anything with balls that big ought to remain black. Peter Bohovesky Pearl River, New York
Revvin' Kevin
Kevin Cameron’s “Integration” TDC column in the August issue was excellent. As a naval officer assigned to a very complex joint missile defense project, my job is to ensure the system works as a whole and is not less than the sum of its individual element parts. Kevin’s remarks about problems accumulating at system interfaces are correct, and are demonstrated constantly when complex systems are built and tested. I would like to make his article required reading around here. CDR Robert Upchurch, USN Falls Church, Virginia
Kevin Cameron’s comments on integration in the August issue are very timely, so much so that I circulated the article at the major aerospace company where I work as a systems engineer. This entire industry has been suffering from compartmentalization for two decades, and finally we are doing something about it. Hopefully we’re not too late. Whatever you guys pay Kevin, it ain’t enough. Richard C. Reed Woodinville, Washington
We don’t need to pay Kevin much. He makes a bundle suing people for reproducing his columns and circulating them around major aerospace corporations and complex joint missile defense projects without proper authorization.
VX populi redux
I agree with the readers who wrote in defense of the Suzuki VX800. This example of mechanical functionalism has proper balance. You should look at overall usefulness and appeal and get away from narrow classifications. R.W. Burdick Minot, North Dakota
A few readers who leapt to the defense of Suzuki’s VX800 seem to have missed the point. I've ridden a VX and it is everything they say it is. It’s also boring. It looks good on paper, and if you're looking for a faithful servant, it will no doubt serve you well. Just don’t expect it to capture your soul. It just can’t do it. Steve Wassenich Dayton, Ohio
Long stretch
I loved your July article about the Ducati M900 Monster. Designer Galluzzi is indeed an inspired individual. II Monstro shows a great deal of creativity and free thinking. It reminds me of my ’86 Yamaha SRX600. Tim Ross Glendale, California
Stars crossed
The only flaw I can find with your fine publication is one of star recognition. In the “Gone with the Wind" article about Clark Gable in your August issue, actor Ward Bond is in the center of the picture at the bottom of page 50, and director Victor Fleming is on the right. Donald E. Ingle Tulsa, Oklahoma
As a footnote to the Clark Gable story. I'd like to mention that his son, John Gable, became a successful offroad racer on four wheels and an avid off-road motorcyclist. Director Howard Hawks’ son, Gregg, has long been a force in desert racing, both on two and four wheels, and is currently an active member of the Checkers M.C. As someone once said, the apple doesn't fall far from the tree. Ken Newton Newhall, California
Slimey, rusty crud
Peter Egan’s “Crossover” column in the July issue raised the fascinating concept of dual ownership trends. I own a BMW Boxer and a rusty Pinto. Jeffrey G. Adams Rochester, NH
Sell the Pinto. Either that or watch for tailgaters and make sure your fire insurance is fully paid up. □
