Letters
LETTERS
NO LIMIT
I want to thank you for the great job that you have been doing. A few years back I wrote to one of your competitors about bringing out a decent motorcycle magazine. I told him that to many, motorcycles were just pictures in books and that their road tests were like advertisements. I asked why he couldn't bring out a decent motorcycle magazine the calibre of Road & Track and Hot Rod that would be technically interesting. If need be, the price could be raised since plenty would pay the price.
He wrote back that this couldn't be since motorcycling was a limited field and that goQd road tests couldn't be done since he was not in a position to offend advertisers. CYCLE WORLD has proven him wrong as you put out a quality magazine. It is in teresting to see that on my local newsstand CYCLE WORLD is soon sold out while his magazine is always in surplus.
LARRY DEAN LAU Des Moines, Iowa
WHICH DIRECTION?
People are always telling me bow to run my business, so why should I be different? Your magazine needs some up dating. It seems the best part of it is in the front section, it gets progressively worse as it moves along. Fortunately it is enjoyable reading up to page sixty-seven or so. I wonder how many of your readers feel the same as I? Your Racing Review, Report From Japan, Italy, Europe and Canada absolutely bore me. As for the Dealer Directory, wasted space. -
I've enjoyed reading your magazine since its inception. That was four motor cycles ago. I now own a Harley-Davidson, I never felt you liked H-D. It seems you thought they were too big, too loud, or too something. If your sole gripe with Harley is the A.M.A., I suggest you mend your wounds since you both have a lot to offer. By the way, I have learned to love big, loud, showy motorcycles.
CONN Le EROS Minneapolis, Minn.
Have you given any thought to starting at the back of tile magazine and reading forward? Ed.
YOUTHFUL NEW IMAGE
We are the owners of three bikes; my two teen-age sons have been riding for about three years. They both earned their bikes by getting up every morning at 3:00 AM to deliver newspapers seven days a week for over two years. The area here is hilly and requires a bike in order to get through before school and be able to deliver enough papers to make it pay. These boys delivered an average of 150 papers each morning for an average mileage of 27 miles per day. They also maintained a decent grade average in school. The oldest boy is now a student at Long Beach State College and has his cycle with him. The youngest is a Junior in High School and an Honor Student as well, active in the band and in church.
I have been riding since I was 14 years old, my first bike being a 1927 Harley single bought in Shafter, California in 1938 for $35.00. What I am leading up to is this: we are happy to be a part of cycling and are grateful for the new image your magazine is creating for cyclists.
ALLAN L. GORSCHING Taft, California
LIGHTWEIGHT TOURING
Being only a teen-ager and a junior cyclist, I've come up with a few pretty good ideas about touring I think your readers might be interested in. Touring on lightweights is lots of fun, but with these low displacement, high revving bikes you run into a few problems on long journeys as I have well discovered.
Over-heating and wear are more prev alent on small machines; to combat these I have done two things. First: I replaced the stock 36-tooth sprocket on my Honda 150 with a 31-toother, giving higher top end and cruising speed, but it hinders acceleration. I believe this retards wear, though. Second: the Honda engine is riddled with holes for better air cooling, and if you get down at eye level with the spark plug you can see daylight! Through this hole I inserted a copper tube which contains numerous pin holes through which is forced a cooling agent (alcohol/ water mixture). This technique is most advantageous in that this is the hottest part of the engine, the head. I've found that these changes eliminate engine breakdown, for me anyway.
(Continued on page 33)
GEOFF GILES Bloomfield Hills, Mich.
HIDDEN SECRETS
I like the new tan cover subscriber copies of CYCLE WORLD are being mailed in because it is the same color as Army Technical Manuals. I can now have CW on my work bench without my supervisor noticing it.
LARRY FOX APO San Francisco, Calif.
Please cancel my monthly order for CYCLE WORLD. I really enjoy the magazine but don't see where I can benefit myself in buying these for handouts when it doesn't even acknowledge the fact that my product exists.
H. E. BOOMHOWER Richmond Harley-Davidson Richmond, Va.
CYCLE WORLD is not published as a free handout for ANY particular motorcycle dealer or distributor; it is for their customers. You have not been following the magazine closely or you would know that we have devoted what we consider a fair share to all makes of machines. Ed.
PREVENTIVE MAINTENANCE
I have been following with interest Mr. Kaysing's articles on "Intelligent Motorcycling," as two-wheeling has always been one of my minor vices. Being a physician who has worked in emergency rooms, I have seen first-hand evidence of the results of careless and exhibitionist driving, including one DOA (Dead on Arrival) who was clocking an estimated 100 mph when he left his bike and this world.
I am now an army flight surgeon riding an ancient BSA 250, and in connection with last month's article on preventive maintenance, I should like to add a trick I picked up from aircraft mechanics, that of safetying bolts and nuts with lock wires. The theory behind the technique is simple: In order for any threaded component to become loose,it must turn. Therefore, if a means be provided to prevent turning, the part cannot become loose. To do this in aircraft, where weight and vibration are problems no less than in two-wheelers, this problem of loosening is solved by drilling bolts and screws and wiring them securely to nearby objects or adjacent bolts. In the case of nuts, nylon stop nuts or all-metal locknuts are used, but lock wires can easily be used on nuts as well. Special lock nuts are expen sive and not easily available in metric, Whitworth, and BSF threads.
(Continued on page 34)
To check or "preflight" a component before a run, it is only necessary to visually inspect the lock wire and see that it is tight. No need to carry a handful of screwdrivers and wrenches around the machine (and how many of us really do, on a run to the corner for cigarettes which can kill you just as dead as any other)! I have never seen a broken lock wire, probably because the wire is never under stress. As to cost, a roll of galvanized "handy wire" costs 15c at any hardware store, and a file and drill complete the necessary tools. I have safetied the brakes, fuel line clamps, primary chain case, trans mission and oil tank drain plugs on my machine for safety - also the horn, simply because the fuel tank must be removed to inspect it. When the galvanized or cadmium-plated parts are drilled for lockwires. they must be rustproofed again. This can be done with solder, by tinning the hole and then blowing through it to clear the excess.
The lock wiring of a part is quite simple. The wire is looped through the screw, bolt, or nut, and tension applied to the ends with a visegrip plier. The plier, after locking, is rotated to lay down smooth, even twists which look quite tidy and professional when snugged up. When wiring a group of screws together, the wire must be placed so as to tend to tighten, rather than loosen, the com ponent. This is especially important with transmission and oil tank plugs, since even a little looseness can cause seepage of oil. But it's nice not to have to worry about shedding your oil plug 20 miles from East Overshoe; not only would you have to walk to the service station, but the chances of having much of a set of bearings left when you got back would be slight!
The wire does detract from "smooth" appearance, and would probably be of no use on the "show" bike. For the week ender like myself, however, the knowledge that those brakes are not about to come loose is a comfort indeed. I would think that trials and scrambles riders might find the tip useful, too - not that the parts ever do come loose, but the knowledge that they can't removes one more small worry froth your mind and gives you just that many more grey cells to devote to getting past the opposition.
I have enclosed some diagrams to ii lustrate these points, and I also enclose my thanks for your fine magazine. -
GEORGE W. INGRAHAM, M.D. Sausalito, California
A BRITISH RESPONSE
I both laughed, and was sorry when I read the Editor's comments on the British press, as to the way they treated your boys over here during their Inter national Six Days Trial and the Drag Festival (CYCLE WORLD Nov. `64). Don't think that the British have forgotten the war of 1812, and are now trying to hit back at you through the motorcycling press, it is just that a very proud old lady, i.e. the British Motorcycle Industry, to which the press is tied, will not acknowl edge that this is 1965. They like to think of the boom years 30 years ago, and that the public still wants the same type of ma chines (large engined four-stroke models). This year Honda alone has sold more machines in the United Kingdom than all the British factories have even made. It's a great pity you did not point out to the U.K. that it is the United States market that keeps most of the factories going, and that this market was created by the publicity of Honda, at least in part.
The British like to think of themselves as the most true blue blooded sportsmen in the world, but as far as motorcycling goes they are not. Maybe you received this impression when you read the reports of the Chard Scrambles and saw how much credit Joel Robert received. I hope you (CW's Editor) had a pleasant visit and didn't find my countrymen too bad, or narrow minded.
(Continued on page 63)
CHRISTOPHER D. LAVERY St. Albans, Herts England
SCRAMBLES TO CUSTOMS
Having had an accident in scrambles a few years back, and unable to ride any further in competition, I decided to build the conservative custom machine shown here. Starting with a 1954 Triumph T-Bird, everything was replaced, polished or chromed. Fenders and tank were made by "Red Eye" in Cleveland, Ohio. Front fender has formed scoops, paint is candy orange and purple (!!!!!Ed.), painted by Big Jim's Body Shop also in Cleveland. Seat and pillion are rolled and pleated with a tank pad, all made by Coverama. My bike cost over $1,500 not including labor and time.
I am back to active competition as Vice President of the Motorcycle Com petitors of Cleveland. We are doing our part in trying to make the sport more understandable to the public. I regret that more people haven't had the op portunity to be a part of the best sport in the world. I know our sport, and top riders should get more popularity, equal to baseball players, football players, golfers, etc., which they richly deserve.
DONALD MACKO Garfield Hts., Ohio
TRAIL FUND
Ihank you for reporting on LW i~uitors visit with Erie Stanley Gardner (CW Dec. `64), and the encouraging words in favor of free trails for all. A better spokes man for such a cause would be difficult to find. Therefore I am enclosing a check for the "Erie Stanley Gardner Trail Fund," in the hopes that all concerned cyclists will do the same, providing a focal point from which expression of our unified aims can be beneficial. So, whether you ride 5Occ's or 1200cc, and can afford $1.00 or $100.00, DO SOME THING. . . MONEY TALKS!
ROBERT KNUDSON Mcirivich. Vermont
We thank you profoundly for your sug gestion, and for the beginning of a fund. Unfortunately we must return it. The task of fighting anti-motorcycle legislation is a vastly expensive project and needs more then even all of the motorcycle enthu siasts in the country would be willing to contribute to the project. It must be handled by the members of the motorcycle industry who can afford the thousands upon thousands of dollars necessary. We return your check, not for lack of ap preciation, but we cannot create enough response among others. We hope soon to see the successful establishment of an ef fective National Motorcycle Association whose efforts will be singly directed to such purposes as protecting the rights of their customers, the riders. Ed.
CYCLE ENTHUSIAST DIES
`[[be motorcycle fraternity flas lost a grand old man. Emelio Petrelli was one of the oldest men that ever started racing in Colorado. At the ripe age of 40, he put in six years of hard riding. He rode every Sunday there was a race promoted some where in Cob. This ran from the Pikes Peak snow runs to summer road racing, scrambles, hillclimbs, etc. Many times he was forced to ride with bigger bore cycles due the the fact he was trying to promote the new 175cc class. With a lack of machines in his size, he had to spot many riders more horsepower and cubic inches! Emelio was also blind in one eye, but that didn't slow him down. Even with these handicaps he made every race that was run, and with a few seconds, thirds, and many first places he became the Number I Bantam rider for Colorado, for two years. Many remarked as he stacked up his points, "If the old man would have started sooner nobody could catch him."
Friday, January 1, 1965, was the An nual Pikes Peak Snow Run. Emelio was there as expected and made the run to the top of the wind-blown, snow covered summit. He finished in the top 10 out of 100 cycles. He descended the hill and was talking with a group of riders at the starting line when he was felled by a heart attack. Emelio Petrelli lived at 3843 W. Kentucky in Denver.
He was one of the old stand-by en thusiasts who put his heart and soul into a good sport for the last few years. He died at 46, still active in the sport he loved. The "Old Man" will be missed by all.
LEE BURKHARDT Wheatridge, Cob.
INTELLIGENT RESPONSE
I would like to add my endorsement to Mr. Kaysing's "Intelligent Motorcycl ing" series. Having recently recovered from an accident where the car driver said he "didn't see," I point out that the driver of the car was also not cited for failure to yield the right-of-way. Further, he proceeded to sue for damage to his car. This is all rather ironic as well as ludicrous.
This situation is often repeated but because of my own awareness a clash has been avoided most of the time. Until the motorist can be made aware of the existence of the motorcyclist the rider must ride defensively if he holds his life to be precious. I would like to pass along a suggestion or two to make the motor ist more aware. Leaving the headlight on continuously helps a great deal; it catches the eye of drivers calling their attention to your presence. A brightly colored windshield and apron also help. If all else fails, a good loud horn will work. We may be making a great to-do about nothing, but a well timed blast could save hosnital bills. Or worse.
(Continued on page 68)
ALAN OLMSTEAD East Lansing, Mich.
In "Intelligent Motorcycling," Mr. Kaysing makes mention of the fact that most riders bank more steeply to the left. I have noticed this to be true in my own riding. I feel considerably less . . . less something, tucking down right than I do hooking left, and I can find no corrola tion or explanation for it. Can you offer a psychological, biological or mechanical explanation?
RUSS HALL South Bend, Indiana
FOR THE UNCOOL
As I sit this Christmas Eve, more en tranced with your magazine than the Christmas tree, I notice several letters in the Letters column. Mr. St. Kitts, even as a 55cc Yamaha rider, says it about as well as anyone could.
For years I have been a sports car enthusiast. I own a beautiful Jaguar XK-150-S, and in my fervor have been a firm supporter of only the "true" car magazines. Which, I have found, are non existent along classically defined lines. Consequently, when I succumbed to a long endured weakness, and bought a 6T Tri umph, I became interested in motorcycle magazines. This brings an interesting series of events to an anti-climax. I have forsaken the fervor. I ride a fair-sized bike, but ape hangers and candy apple skid-lids never did jazz me. I am immediately uncool among the majority of riders in this town, who think Picasso missed a good thing in candy apple red, and 1200cc is the only way to travel, with an extra month's supply of anything in their 40 cubic foot vinyl saddle bags.
Motorcycling is, it seems to me, the last great frontier where one can let his hair down in pleasure or competition. All other sporting machinery has excluded the novice and amateur. I will never enter anything but a mild rally or two with my Jaguar any fish-belly white, mushroom tender can do that. But I will enter a few hare and hounds with my bike . . . maybe even a TT. I like competition, and I like to actively Participate in the sport without having to face a game geared to people for whom it is a livelihood and not an avocation. This is why I will staunchly defend your uncool sophistication at only two columns on the GP of Holland, and a few pages on a tour. You are an en thusiasts' magazine, not a well-articled racing form. I wonder if reader Reed Eng lish is the same kind of vicarious Stirling Moss I have seen on the pages of my sports car publication?
I am a Marine, and I have noticed that the majority of the Marines that ride feel as I do. We aren't Dickie Newells . . . we put on our brain buckets and jackets, kick `er over, and enjoy every minute in the saddle. We may feel a bit swashbuck ling, but that's in keeping with the sport.
Most, not all, are sane, and don't do wheelies on the Highway Patrol's license plates. But we are all pretty much of the same conviction . . . we enjoy the sport, the feel, the kinship of a two-wheeled mount. That is why we buy CYCLE WORLD, and will continue to do so.
Your magazine is not written simply for "the greatest number of readers,'~ but for the "greatest number of riders." A magazine for the motorcyclist . . . not for the psuedoscrambler, racer, world's champ ion rider, etc. Lids off to a great job for supporting the weary uncool.
DON TORGENRUD Corporal, USMC Twenty-nine Palms, Calif.
AND. . . . . . . . . .
I managed to filch hubby's CYCLE WORLD when he wasn't watching and sure want to tell you a thing or two. I'm one of those "suspicious" women, riding a Har Day KHK of some 900cc, and Secretary Treasurer of the local Ruff Riders motor cycle club.
What are you doing Mr. St. Kitts, balanced on that Yamaha, telling everyone about your inferiority complex? You are against all the fun things that cycles could lead you to.
If you think of homespun things like apple pan dowdy and Homer & Jethro when you look at club pictures, well good deal! That's a heap better than the "blood and thunder" image folks used to have. Try to join a club if they'd have you and find out what you're talking about.
Be brave and attend a race or event sponsored by one of these "sub-cultures." Try to appreciate the businesslike way they're working together. Watch the road riders and general public arrive, tickled to shake the tedium and troubles of a hum drum week. Obviously this is the main reason a person would ride, race or watch motorcycles.
Here you've been thinking the Motor Maids are beauty contest promoters! Let me enlighten you. They are M.M.s to pro mote a favorable public cycle image and share an enjoyment of their sport. Most of them ride thousands of miles on hun dreds of cc's every year. (I'm not a M.M. by the way).
Could be there's a ray of hope for you yet. At least your brain is perking enough to read CYCLE WORLD, which incidentally, is no more "limited in scope" than the latest medical journal for M.D.s or a magazine for car bugs.
In parting, Nevis, when you are riding that Yamaha, what tingles you?
MRS. KAY F. THOMAS Fort Dodge, Iowa
