ON A CONTINUING FUEL SHORTAGE AND UNYIELDING ANTI-BIKE SENTIMENT
CONSIDER THIS. In a recent speech, Secretary of Transportation Claude S. Brinegar said, “Without question there is a serious and long-term energy shortage facing America. We must stop ignoring it, stop hoping that it will go away, and get on with solving it.
Something is missing from your magazine. What happened to the short stories? I’ve looked forward to and miss them. K.C. Stookes Albany, Ore. Those great CYCLE WORLD short stories are alive and well. It’s just that there is such a lot that we want to put in the magazine each month, and only so much space to put it in.
It is rather difficult to pin this book down in the naturally limited context of review. Picking representative passages to quote, as if to say, “This is what it is like,” would be akin to trying to photograph the Prairie: “You see it, and then you look down in the ground glass, and it’s just nothing.
After 15 months ownership of Suzuki’s 1973 T500K, I’d like to share with fellow riders my personal experiences with this machine. I switched to the Suzuki after seven years experience with nine four-stroke bikes. My prior experience with two-stroke machines was very limited and not very positive, but I was particularly impressed with your (several) road tests of the T500K and must add that your positive comments had a lot to do with my overcoming my long-held (and ill-founded) suspicions that two-strokes were somehow an inferior commodity
BOB HANSEN, of Team Hansen fame—a fame earned with Kawasaki recently, and Honda before that—has gone out of racing and come into the industry. After managing racing teams that earned him an outstanding national reputation, Bob has become the manager of operations at Continental Motorcycles in the western states.
Touring Comparison Suzuki's New Rotary vs BMW's 900 vs Kawasaki's 900
Revolutionary Design Doesn’t Always Produce the Best Product
LIKE SIX-YEAR-OLDS on Christmas eve, we waited what seemed like ages for Suzuki’s new RE (Rotary Engine) motorcycle to debut. Initially there were rumors enough to break the back of a plow horse; what it would look like, how fast, how big, etc. etc. And many of those questions were answered when a prototype model was unveiled in Japan.
Inside Suzuki’s Rotary And An Overview Of Its Major Competition
Boing Boing Boing Hmmmmmmmmmm
As Rod Serling says on television, "Welcome to the world of the rotary." Whether we are welcome to it or not, the rotary is here. And in a big way. Suzuki is the first manufacturer to make this new concept readily available for the two-wheel enthusiast.
Getting up before the sun to ride in mud, wet, cold. Taped fingers. Old injuries that refuse to be forgotten. Knots of anticipation setting precariously on a breakfast swallowed too quickly. Pavement scuffed knees. Riding so close you can see the grain of somebody else’s leather.
IF YOU THINK about it, it isn’t very hard to figure out why Harley-Davidson—a company that for decades has been producing monstrously torquey V-Twins for sport and touring—would suddenly make an apparent turnabout and market several lightweight two-stroke dual-purpose motorcycles.
Like nearly everything else in this industry, the state of motocross glove technology is advancing by leaps and bounds. Unfortunately, prices usually follow suit. So when we tell you that the new Rolf Tibblin Motocross Gloves retail for $28.95 a pair, you’ll want to know why.
A Look at Mert Lawwill's Incredible Injury Plagued Season
HURT. A world of it. Pain. By the truck loads. Frustration. In buckets. Misery. Enough to fill a tree trunk. Karma. Questionable. Bad luck. More than plenty. Good luck. Sufficient to stay alive. It's safe to say that one time Grand National Motorcycle Champion Mert Lawwill has had better years than 1974.
Best Oriental plonker yet. But the trialers built by trialers still rule.
THERE WAS A TIME when the only characteristics that a trials bike needed in order to be competitive were well-flywheeled plonking power, good ground clearance and abundant steering lock. Trials in those days, days which aren’t that far behind us, consisted mainly of tight turns and some rockery, with an occasional log thrown in for good measure.
In the ten years I’ve spent riding and testing motorcycles for a living, I have encountered relatively few mechanical failures. I say relatively few because I can count these failures and not run out of fingers to count them on; and the mileage represented amounts to more than 100,000.
THERE WERE, once upon a sunny central California weekend, two motocrossing buddies who chanced upon an exceptional opportunity. They were Clayton Martin and Ruben Tasco by names, and usually in that order. Clay was quick into everything by his nature...including falling flat on his face at times.
SPEEDWAY! ACTION: 180-pound, 70-horsepower, nitromethane burning monsters, 0 to 60 mph in four seconds flat, careening madly handlebar to handlebar in full lock slides around quarter-mile or smaller tracks. RIDERS: Young, aggressive, talented, exciting, tagged with descriptive nicknames—“Berserko” Becker, “Wild” Bill Cody, “Lightning” Larry, “Dangerous” Dubb.
It was always a special treat to watch him qualify on a mile dirt oval. He had a commanding sort of style...very smooth, yet at the same time...spectacular. So in that sense he was different, because few spectacular riders are smooth. But even the ring of sound his engine produced was his own.
W.C. Fields would never approve; this Yamaha Moto-Bike, designed for the vacant-lot wars of bicycle motocross, is far too nice for a child. Imagine a bicycle with oil-damped front forks, motocross handlebars and handgrips, a swinging arm rear suspension and rear shocks.