Hotshots

HOTSHOTS

Wheezing Beezers

Your treatise on BSA (“Come-Lately Classics,” CW, February) was the very definition of damning with faint praise. Hidden among Kevin Cameron’s otherwise accurate, if abbreviated, history of the marque were the jabbing needles of disdain passed down from the erroneous folklore of yore.

I put 30,000 miles on a 1962 A65 without validating the “Bastard Stopped Again” claim. In my garage and out-buildings today are examples of BSA unit Twins and Singles from 1965 to 1971. All get used regularly and frequently. My 441 Shooting Star, which was developed from the same forbear as “that great embarrassment, the BSA 250,” has been in my possession for 18 years and is the embodiment of reliability. Freshening up the Twins’ top ends after several decades of use has been virtually the only wrenching required. The Single still has the original bore.

I have also owned Japanese (and German and Italian) bikes since 1964, so I am not without a basis of comparison. It was the Italian bikes (Ducatis) that required the most wrenching. We’ll see where all the Gixxers, Ceebers, Veefers and Ninjas are in 30 years. My BSAs have at least another 50 years in ’em, even if I don’t. Harvey Woien Los Angeles, California

I thought the BSA bashing would be over by now. My 1966 BSA Lightning, which I’ve owned since 1968, outran my buddies’ Triumphs and Harleys of the day. It did not and does not leak oil, overheat or stall. I do admit that starting it used to be very intimidating, but that changed a couple of years ago when I installed electronic ignition.

Henry Schoenemann Milford, New Hampshire

Kevin Cameron’s Beezer article really fired my memories. In the late ’70s, while a college student in southeastern Ohio, I bought a ’66 Spitfire Mk. II from a little shop owned by a guy named Earl Bowlby. Earl had been a national hillclimb champion, I believe more than once, on a BSA. The Spitfire had been his son’s bike and, needless to say, it was right.

Besides Mk. Ill updates, my Spitfire came with a surprise cardboard box containing a set of tuned velocity stacks and twin straight pipes. Many a warm summer night found that bonus hardware in place as I blasted up and down Appalachian backroads. Gawd, it was great! Gawd, I wish I still had that sweet little “bastard.”

Mike Rose Jacksonville, Florida

I really enjoyed the article about the BSAs. In August, 1972, I purchased a brand-new BSA Thunderbolt in London. I rode around Europe for 12 Vi months, and put 25,000 miles on the bike. In that span of time, the only cost to me was a new set of tires, chain and sprockets, and a clutch cable. The bike never failed to start, nor did it ever leave me stranded.

Twenty-seven years later, I still ride bikes-a BMW R100RT for the highway and a Kawasaki KLR650 for backroad adventures-but of all the bikes I have owned since 1972, my fondest memories are still of the BSA.

Jerry Medig Larder Lake, Ontario, Canada

Frenchy Connection

The April ’99 edition of CW contained an entertaining story (“Nifty Fifties”) about my longtime friend Jack McCormack’s involvement with American Honda. Certainly, Jack was and has been an aggressive force in motorcycle marketing in the U.S.-witness U.S. Suzuki, American Eagle and JacWal Enterprises.

However, the tale neatly eclipsed acknowledging that “Jack the Mac” was not the first round-eyed biker-dude at American Honda. McCormack’s entrance there was encouraged by a noted race tuner of the day, best known as “Frenchy.” George French was developing speed equipment as general manager at Webco when he observed that the Japanese were making inroads to the States. Enter Honda: two Japanese managers who spoke no English, one 50cc stepthrough and one street-ized 125cc roadracer, and no parts. They needed help and sought out French. Shortly, he found himself as sales manager. Frenchy recruited McCormack, who as stated was peddling buttons (for his father’s company), using his 650 Triumph as his entrepreneurial horse and wagon. Others on French’s team included Don Graves, Bob Hanson, Doug Moncrief, Byron Fujikawa (American-born and one of the most decorated Gis of WWII), Davey Jones and Frank Stone. Together, they put Honda solidly on the American map.

Sadly, some early managers at Honda showed little loyalty toward the non-Asians and our heroes were squeezed into moving on, doing their things-and well-for other endeavors. Frenchy left the industry and found success in cosmetics and antidrug programs. Currently, he is president of a SoCal company specializing in high-performance lubricants and > fuel-system modifiers. A large segment of the company’s current market? Asia. What goes around, comes around!

Lynn Wineland Apple Valley, California

Mile after mile

I just read “Wasted Miles” by Peter Egan in the March issue. Thank you, Peter, for pointing out what is really important about motorcycle touring. I, too, was caught in the tour rush at one time. I once left Great Falls, Montana, at 5 a.m. and arrived in Rochester, Minnesota, at 10 p.m. with only one speeding ticket. The last hours consisted of a diet of Mountain Dew and Tylenol. Now that I am older and less insane, my tours are leisurely and scenic, with breaks for R&R. As with life, it’s the journey, not the destination, that is important in touring.

Ted McKain Kalispell, Montana

Long-legged SV650

In your test of the Suzuki SV650 in the May issue, you say that the bike will appeal to “female riders, due to the bike’s small stature” and later describe the seat height as a “low, 32.2inches.” This is taller than that of any other streetbike tested in the issue, with the possible exception of the Suzuki Bandit 1200, the seat height of which is reported variously as 32.9 inches in the text and 32.0 inches in the summary box. The only women to consider the SV650 will be those with long legs. Joan Brewster Toronto, Ontario, Canada

Boob-job bob-job?

Denny Berg’s tribute to 1940s custom motorcycles (“Hot ’Saki,” CW, May) was the right stuff. Form follows function; paint is classy, but not overstated; and the girl on the tank is a nice touch. Overall, a fitting flattery of the original, Editor Edwards’ Indian bob-job.

But what’s with the fake kickstarter? Kind of spoils the credibility of the whole bike. Next thing you know, Berg and Edwards will be campaigning in favor of silicone body implants and fake orgasms. Lloyd Webster Minitonas, Manitoba, Canada

Not to mention surgically elongated legs for female SV650 riders...

Go figure. After reading “Hot ’Saki” and admiring the two bikes, I casually mentioned to my blind date how much I would love a “bob-job.” She stormed off and I haven’t seen her since. But I do intend to acquire a bob-job sooner or later-I have needs y a know!

(Beautiful bikes by the way.)

“Gooey” Mountain View, California □