Hotshots
HOTSHOTS
Batty for Brits
“The English Experience” by Peter Jones (CW, May) made me recall with laughter my own English experience. In the spring of 1970,I walked into the Yamaha/BSA shop to buy a part for my reliable 1967 350 Yamaha, and there sat two 1970 BSA Firebird Scramblers. One was sold, the other was soon to be-$1500 later I was the proud owner of a gorgeous BSA.
The new wore off pretty quickly, though. Coming home one night, the headlight went out-pitch black-and then six seconds later, came back on. I exhaled. The clutch cable broke; the dealer had no spares in stock. I rode home using the BSA’s abundant torque without a clutch. Six weeks until I got a new cable; it broke two weeks later. The dealer still had no spares. I became proficient in clutch cable repair.
It was the prettiest, best-sounding mechanical a-hole I ever owned. I cut my losses and traded it for a 1971 Kawasaki Mach III. Can you believe I’m thinking about buying a new Triumph Scrambler? Tim Taylor
Princeton, Texas
I just finished reading “The English Experience” and can’t stop the tears of laughter. My co-workers thought something was wrong with me; one came over to see what I was so hysterical about. I told them to go away, they wouldn’t understand unless they owned a vintage Triumph, Norton, BSA, etc.
Gary Kumerow
Posted on www.cycleworld.com
Dang it, you guys! I told you last time that a well-done British vertical-Twin makes me salivate, and then you go and show me the Featherlastic Norton (CIV, May). Absolutely beautifully done! The way I figure it, you owe me a new T-shirt, and not one that has drool stains like mine does now.
Tom Hilsendeger Puyallup, Washington
In “The Featherlastic,” Mark Hoyer writes of “...the legendary handling and the equally fabulous smoothness. ..” of the Norton Featherbed and Isolastic frames.
Well, I’ve owned and raced a few Nortons, and have a “Featherspastic” Commando similar to the featured bike. True, Rex McCandless’ Featherbed frame was legendary for its handling-/« the 1950s. Its ability to turn right or left is on par with a 50-horsepower, drum-brake-equipped motorcycle’s ability to accelerate and stop.
As for the Isolastic smoothness, Peter Jones says it correctly in his “English Experience.” A Norton Commando can be ridden backwards, while parked on the centerstand, just by playing with the revs. The expertise is being able to steer the bike while doing so. The Commando is a real-world demonstration of the quantum physics waveand-particle duality of nature. At idle, the front wheel is a blurry probability cloud. At higher revs, the instruments become uncertain, and at higher yet revs, the handlebars let you feel for real the experience of Schrodinger’s Cat-that
your hands can be dead and undead at the same time. James Dana
Posted on www.cycleworld.com
Jonesy’s story did remind me of a few tricks my ’71 Commando used to do. In addition to wandering away at idle, my fire-engine-red 750, at a stoplight, could vibrate her front wheel so it appeared to “float” above the ground. Undoubtedly, though, her best trick was, just prior to entering a long sweeping comer, and having the throttle chopped, she would start doing the “Isolastic hula” toward the outside curbing. Yikes!
Henry DeWald Roanoke Rapids, North Carolina
Peter, Peter, Peter, you’re missing the whole point concerning not being able to see the gauges when a Norton is vibrating at 4500 rpm or below. The simple solution that all Britbike riders know is to run the motor at a higher rpm level, then the rider is vibrating in synch and the gauges are easily readable. It also helps if several planets are in alignment. Charles Boone
Argyle, Texas
Wacky for Wakan
Well, my intentions were to write you another letter begging Harley-Davidson to build an XR1200 retro flat-tracker. But now I find myself on my knees, looking skyward and whispering a prayer that a wise American venture capitalist somewhere will give the Wakan (CIV, April) a nice cozy factory to call home in the good ol’ USA, like very, very, soon. So they can begin
production. So I can buy one. Soon. Please. Thank you. Amen. M.J. Cattani
Tarpon Springs, Florida
Wow! Now that is a modernday Sportster. I agree with builder Joel Domergue’s comment about Buell wanting to cover up their motor while he wants to celebrate >
it out in the open. Although his retail guestimate in the $30Ks is beyond anything I would, or could, ever spend on a bike, it’s nice to know there are others who think alike. Chris Geary
Posted on www.cycleworld.com
Nutty for Nightster
In the April issue, H-D designer Richard Christoph was quoted as saying he argued for a kickstarter on the new Nightster but “couldn’t get it pushed through” the powers-thatbe. That’s really too bad, ’cause this Gen-Xer would be first in line for a kickstart Sportster, or just about any other modern streetbike with a kick lever. It’s kind of unsatisfying to cinch down the helmet, pull on the gloves, throw your leg over the bike and...push a button.
Josh Waits Yakima, Washington
Dear Mr. Yamaha: If you will produce a V-Max that’s styled similar to H-D’s new Nightster, I will buy one.
Dear Mr. Davidson: If you will produce a Nightster that performs like a V-Max, I will buy one. Ryan Cocklin
Oklahoma City, Oklahoma
Pit wall
I always enjoy reading anything by Kevin Cameron, though I really enjoyed “View From Pit Wall” in the May issue. I am very sorry to hear of the passing of his old rider Cliff Carr. I have fond memories of the very first roadrace my father took me to in the early Seventies. It was at the old VIR and I remember watching Cliff on Kevin’s Kawasaki Triple battle with Kel Carruthers on his Vesco Yamaha. I have been hooked on roadracing ever since. Thanks for taking me back. James Nichols
Fort Wayne, Indiana
I know Kevin Cameron from back in the era of which he writes. His portrayal of those times and all the wonderful glimpses of people and places catapults us back when racing was done because you just had to, because it was there, in all its raw exuberance! Back then, Kevin created scary fast motors, adding suspension (so to speak) and tires that had more heat cycles on them
than even Dunlop could imagine. I found myself laughing out loud reading those stories. His canvas is indeed a masterpiece! Here’s to the soldiers and to you, Kevin Cameron! Stephen Keeney Waxhaw, North Carolina
One nice tribute! Kevin, do you recall one very cold October day at Bridgehampton, New York, in 1972 when Mr. Carr won that event on your Kawasaki racer? I had earlier that day shown you my Yamaha 250 monocoque chassis illustration, and then followed your learned comments regarding such folly.
Later, I assisted the late Jim Adamo when Nick Riccichi and you won the AAMRR 350cc Championship-we achieved 250-class success that same year. Today, I read your articles with continued interest. Alas, so little has actually changed over the past decades. Not a perfect motorcycle yet constructed! W.R. “Bill” Walling
Posted on www.cycleworld.com
I just had to write in to comment on how much I enjoyed Kevin Cameron’s trip down pit lane. From my time on the AMA race circuit in the 1970s-80s, I knew Kevin was one of the best guys to have spinning wrenches. Most top racers back then wished they had Kevin helping them. Now we read about his, and others’, racing exploits, accompanied by great old photos. I’m sure I speak for other aging motorcyclists out there, and I hope that younger readers can appreciate how our past has shaped the present and future of the sport. Keep these stories coming! Thad Wolff
Thousand Oaks, California
All aboard!
Hey, Cycle World, thanks for the story on Allan Girdler’s “Orange Blossom Special” (CW, May).
It was a
seeing a story on a “framer” dirt-tracker. Allan is the last of a dying breed: a guy who has dirt-track blood running through his heart, working for a mainstream magazine. I don’t know how much he paid you guys to print the article, but thanks anyway. Jim Molloy
Eastchester, New York
Pretty cool article by Mr. Girdler on building his Wood-framed CRF450, but while the talcum powder bottle catch tank is cute, the overflow hose already had popped loose in the photos. Fix that, dude. At our track, the Lodi Cycle Bowl, you wouldn’t even get through tech! Seriously, though, nice article and cool scoot. Drop by for a couple of complimentary Lodi rides. Dirt-track still rules!
AI Webber Lodi, California
Remembering Bart
I just finished reading David Edwards’ Up Front column (“Legends,” May) and I wanted to correct a point made about the late great Bart Markel.
Bart was not a line worker at General Motors, as stated. He worked at A.C. Spark Plug, a GM subsidiary, in Flint, Michigan, as a skilled tradesman in the tool room. I’m not sure, but I believe his job classification was toolmaker. I met Bart in 1973 while I was an electrician apprentice. He was always ready to talk motorcycles, even with a twice-a-year racer like me. Steven Clodfelter
Attica, Michigan
USGP III
A MotoGP at Indy? Sweet! Now if you would just announce that the third leg of the U.S. MotoGP Triple Crown is to be run at Daytona Int’l Speedway, that would make my day! Richard F. DiLorenzo Deltona (almost Daytona), Florida
Simple fun
Hey, just read the piece on Keith May’s Honda 250 Motosport (“Staff Stuff,” Service, May). I too have one just like it, and it’s good to know I’m not the only one who likes simple, fun, practical, good old bikes from yesterday
Jamie Hackett
Charleston,
I have had an XL250 since 1987, bought it in non-running condition for a song, and after a long off-road life here in Colorado it returned to street duty as my daily rider. More recently, it’s joined the ranks of AHRMA and become a roadracer. Everything you discovered is true, Keith, it’s a simple, reliable, inexpensive bike to own and a ton of fun. Kirk Dyer
Denver, Colorado
I bought a new one in 1973 for $649. I loved the four-stoke motor; it was super reliable. I kept it for 12 years, until I gave up dirtbike riding. But the Honda 250 Motosport will always be a special bike in my book. You know the styling still looks good today. I call it a classic.
Claude Wills Roswell, Georgia
Mad metal
“Madness in Metal” (CW, May) was interesting but it had one glaring omission. We know how much weight the mad scientist himself lost whilst whittling away his Ducati 999 (30 pounds), but not how much weight the bike lost! Do tell.
Greg Wheeler Gresham, Oregon
What was the final weight savings after all of Durbahn’s obsessive tinkering? Otherwise a great piece. I’d love to see more stories about other obscure motorcycle mad scientists. Kevin Cosgrove Philadelphia, Pennsylvania
Oops, our bad. Durbahn ’s Duck is positively anorexic, an even 350 pounds wet. That’s 121 pounds lighter than Ducati’s claimed dry weight for the 999. □
