Hotshots
HOTSHOTS
ILLUSTRATION BY HECTOR CADEMARTORI
Racing for a cure
Regarding Kevin Cameron’s article about the AMA (Race Watch, “Imminent Change,” July) and the state of racing in the U.S., he is right on. I am a longtime racer, enthusiast and general motorcycle lover. I read all of the magazines, watch TV, etc., and I can’t figure out what the difference is between the four AMA roadracing classes. I also can’t figure out what is going on in flat-track.
In my opinion-and Kevin touched on this with his Kiwanis reference-the AMA is too provincial, still stuck in an amateur mindset and, frankly, too proletariat-oriented. The AMA almost seems embarrassed at gearing racing toward the best racers. Do we really need a Daytona grid with 80 racers on it? No, of course not. Are there really 80 “Pros” on a grid that big? No, of course not. Is there really a good reason to continually preserve the Harley monopoly in flattrack? No, of course not.
How about amateurish announcers, embarrassing delays, ridiculous sideshows and the inability to promote an event in the mainstream media? This is all great if you are a secret club and you want to keep it that way. It isn’t good, though, if you are trying to run a professional racing organization.
I think if you look at all of these examples, they point to an organization that is far too rooted in bygone times. This is clearly holding back motorcycle racing in the U.S.
Also, where are the big-time, bigego promoters? Bill France made NASCAR, Penske made Indy, Eccelstone made Formula One, etc. These are the type of people that don’t waste time pulling together group-consensus meetings, taking polls or making sure everyone feels okay about every decision. They have a vision and they drive that vision. There is no one like that in motorcycle racing. We are stuck with the bumbling AMA.
Don’t get me wrong; when it comes to taking care of insurance, entry fees and the like, the AMA seems to do a great job. When it comes to providing a vision and the drive to promote the sport, they get a big fat F. Rob Green Seattle, Washington
I enjoyed Kevin Cameron’s recent article on roadracing in the U.S. I would, however, like to point out that the “experiment” concerning use of 450cc MX Singles as the basis for roadracing applications has been done.
Tigcraft’s Dave Pearce (info@tigcraft.com) designed and built the first such “mini-mono” around a tube-steel frame using 125 GP suspension and wheels. These bikes have been at or near the top of the European and UK Supermono championships ever since, winning on many of the larger tracks such as Assen and Brno against much bigger machines. Jim Doll
Providence, Rhode Island
You spent 12 advertisement-filled pages to tell us that AMA roadracing sucks? Tell us something we don’t know! And, yeah, what I really want to see is some NASCRAP-style motorcycle races. How long before they start adding flails and jousting shields? Actually, that doesn’t sound like a bad idea...
Michael Gore Posted on www.cycleworld.com
Island madness
Just got back from the Isle of Man TT races and it was good to see some historical mention of the event in CW (“Isle of Men,” July). I stood trackside as John McGuinness set the new 130.345-mph lap record. I was also there, sadly, when Shaun Harris was critically injured in the Superstock race. I strongly feel that the TT is the last “real race.” NASCAR and too many other racing series have become the motorsport equivalents of the World Wrestling Federation.
The TT isn’t about points, team cooperation or advertising; it’s about WFO racing. As you walk through the paddocks of the TT, you’re rubbing shoulders with Honda-sponsored stars like Mc-
Guinness and privateers who’re camping in a tent and scraping together enough money for that next set of Dunlops. These men are there for one thing: to race. These are not Valentino
Rossi wannabes, they are truly talented riders who acknowledge the risk of every lap and ride the edge. The spectators come from every corner of the world and appreciate the spirit and the challenges of the TT.
In a world painted gray and lifeless by endless litigation in the pursuit of “safety,” the TT remains as the last enclave of all-out, haybale-exploding, Ballaugh Bridgeleaping racing. To relegate it to history would be the real tragedy. Long may it live.
Matt Wolfe Chico, California
Non-starter
I would like to reply to CW reader Josh Waits’ lament regarding the lack of a kickstarter on the Harley Nightster (Hotshots, July). In 42 years of riding motorcycles, it has been my experience that those who bemoan the disappearance of the kickstarter are generally those who have little or no experience with the gadget.
They probably have never worked themselves into a perfect lather trying to get a big-inch Twin to fire from cold. I’ll bet they never experienced the joys of giving up and resorting to the time-honored bump-start to get a BSA Gold Star running. Racers learned this lesson early and removed the useless appendage if for no other reason than to save weight and their sanity. I'll take a good of starter button any day of the week.
Steve Parsell
Lyons Falls, New York
Big Bandito
Huge kudos to Suzuki for bringing back a bike that for some of us is just right, the Bandit 1250S (“Double Standard,” July). I am neither a track-day star nor a weekend warrior; I simply love to ride. I’ve been astride a “dated” Bandit 1200 for two years now, and there’s much to like: a surplus of accessible torque, allday comfort (particularly with a Corbin), excellent brakes, easy do-it-yourself maintenance and with some careful suspension tweaks and tire selection, enough sporting intent to keep things interesting.
There’s lighter, faster and sexier, to be sure. And you won’t be parting any crowds at the local roadside hangout. But at the end of the day, it simply works. It’s nice to know with the new 1250S there will be something to step up to when I’m ready. Robert Wantin
Costa Mesa, California
Pair-a-Ducks
About that “Ugly Ducks” sidebar by Peter Jones in the March issue: Yes, I do own one of those square-case Ducati 860 GTs. And, nope, it is not a desmo, but it is affordable, fun to ride, cheap to insure and I can adjust the valves with simple hand tools.
(Unlike Peter, I had the good sense to pass on the 500 GTL.)
Alan Smith Huntsville, Alabama
The poor little Ducati 500 GTL is not deserving of Jones’ disdain! Despite its lack of desmodromics, it looks more like the celebrated Monster series than, say,
Pierre Terblanche’s craptastic Multistrada and uninspired 999. I’d ride the 500 GTL any day and feel good about it, compared to those design fumbles!
Sean Mitchell Colorado Springs, Colorado
1 was emotionally disturbed to see the “Ugly Ducks” sidebar. “Double cursed” and “stupid and ugly”? How dare you?!
I was the proud owner of a solid and reliable 860 GT from 1977 (when I bought it new for $1900) to 2004. In the summer of ’77, I rode it from Portland, Oregon, to Portland, Maine, and back with only one minor problem when water got into the wiring harness and shorted the ignition, which was quickly fixed.
Almost a quarter-century later, on September 10, 2001, I got my first Iron Butt certificate, riding it 1060 miles from Elko, Nevada, to Winnemucca, Nevada, to Ontario, Oregon, to Salt Lake City and back to Elko. It may not have been one of the more sought-after Ducatis, but I loved it.
When I sold it in ’04 for $2600, I had logged 50,000 miles on that GT. Ugly? Not in my estimation. Stupid? An irrelevant comment. Cursed? The GT was faithful from day one. If I find another bike as “stupid and ugly,” I’ll buy it!
Roger D. Congdon North Las Vegas, Nevada
When I saw the title “Ugly Ducks,” I immediately turned to the article to confirm that, once again, another motojournalist was bustin’ on the best-looking bike I’ve ever owned, the 860 GT. Then I saw the author’s name at the top of the >
page, and I thought, “No, it can’t be that Peter Jones!” As I started to read, I realized that it was, indeed, that Peter Jones and he wasn’t just bustin’ on that model of Ducati, but on my 860 in particular.
Many years ago, when I was young and naïve and I didn’t know that it was okay to own more than one bike at a time, I sold the GT to my brother, so I could buy something else. A year or two later, my brother sold it to Peter.
My wife never forgave me for selling the most comfortable bike she ever rode two-up. I think she actually cried when she saw what Peter had done to it.
Ugly is in the eye of the beholder, they say, so I guess Peter is entitled to his opinion. But I really loved that bike.
David Dardaris Ballston Spa, New York
I enjoyed Peter Jones’ piece on orphaned Ducatis. I had two such bikes, both 160 Monza Juniors. Afflicted with angular styling and springer one-cylinder engines, they were foisted on the U.S. market in the late ’60s in a wan attempt to challenge Honda. With an electrical system that died at one raindrop, bearings that couldn’t bear normal use and a life that lasted less than 10,000 miles, they were hardly up to that task. I kept the first one for parts to use on the second, but eventually threw everything out and gave the carcasses to some kids up the street to play with.
Ducatistas, you have more than one skeleton in your closet. Jay S.
Boca Raton, Florida
UnSquare Four
Hey, Dave, after closely examining the photos in your July Up Front column, I noticed that your head is screwed on backwards! Oddly enough, so is the cylinder head of your newly acquired Squariel bob-job. As a charter member of the “eBbayitis/just gotta have it” club, I congratulate you on your latest find. As for myself, I just received a fiberglass tank for my OSSA that looks like it was laminated using cheesecloth and Elmer’s glue. Cheers. Joel Greene
Posted on www.cycleworld.com
Snake charmer?
I got giddy at the thought of Carroll Shelby building a motorcycle, but was very disappointed at the photo I saw in June’s Roundup. The principle behind the now-infamous Shelby Cobra was to stuff a ridiculously powerful engine into a light and agile chassis and I was hoping
(indeed, expecting) for more of same in a two-wheeled version. Instead, we're given yet another ill-handling cruiser platform.
I suppose, considering recent developments, we should be grateful Shelby’s bike doesn’t have two wheels in the front.
Dale Darling Derry, New Hampshire
Slippery stuff
Tell Blake Conner that the reason the Ducati 1098’s slipper clutch (CW, June) is so seamless and unobtrusive is that it isn’t equipped with one! Isn’t it great to be a journo and have everyone and his brother tell you when you goof? Ken Nash Warren, Michigan
Blake says, “Can you spell Ducati with a D ’oh?! ’’
Torquin’ smack
While reading April’s “Slim-Fast 109” article about the custom M109R Suzuki, I came across Don Canet’s statement, “No mass-produced muscle-cruiser rivals the brute force of Suzuki’s Boulevard.” I believe you have forgotten the Triumph Rocket III. With its 147 pounds of torque at 1800 rpm and its 140 ponies, I do believe it is the most powerful mass-produced muscle-cruiser on the market today. Myke Newton
Posted on www.cycleworld.com
Don says, “Can you spell Triumph with a
