"Feedback"

"FEEDBACK"

Readers are Invited to have their say about motorcycles they own or have owned. Anything is fair game: performance, handling, reliability, service, parts availability, funkiness, lovability, you name it. Suggestions: be objective, be fair, no wildly emotional but ill-founded invectives; include useful facts like miles on odometer, time owned, model year, special equipment and accessories bought, etc.

BMW AND SIDEHACK

I am encouraged by your new department to comment on a facet of motorcycling often overlooked in the search for quarter-mile times. 1 am interested in sidecars in general, and I will comment on one combination in particular.

Butler & Smith prepared a ’69 R69S to be able to pull their own Hollandia sidecar, an outfit 1 drove for four months and 1 1,000 miles. The changes included flywheel, differential ratio and front fork modifications. The sidecar was attached and aligned by them. I chose the R69S over the R60 in terms of greater out-put, and 1 do not feel tractibility or Ibw speed was affected adversely by the stronger engine.

T he more powerful engine served me well when long distances and heavy loads were combined; 60 mph and

1000-plus lb. were not uncommon as far as speed averages and load weights were concerned. Empty, the rig would pull nearly 80 mph and that is still at more than 800 lb. weight. (I fitted the outfit with the 6.5-gal. tank, largest dual seat, and an aluminum handlebar fairingall BMW equipment).

Long distance touring was accomplished with ease and peace of mind. BMW reliability is outstanding, and the stability of three wheels extends your range into rainstorms and rough, graveled roads where the fear of dumping no longer troubles the rider. It even makes motorcycling an all-year thing, with that inherent balance conquering even snow. And cold weather travel is eased with the ability to carry hot food and warm clothes, and still maintain an easy-handling machine.

T here are two noticeable drawbacks. One is an increase in fuel consumption (29 mpg). The other is more tire wear (drive and sidecar tires last about 4000 miles, the front seems to wear normally). But in an overall view, the disadvantages are far outweighed by the enjoyment of hustling that rig around dirt tracks, or choosing a friend to help you negotiate your favorite two-lane.

Girls are much more apt to ride in the car, behind that windshield, than to cling to the driver on her portion of the seat. Besides, passenger load is three people, not two. Think of the possibilities.

Anyway, 1 would like to see a revival. The newer, bolt-on cars are not substantial enough for me, and cannot approach the beauty of a BMW/Steib combination. Those two accomplish an integration of design, where others remain just add-ons.

Michael Dugas Bedford, Michigan

1970 YAMAHA 650

I was pleased to see your “Feedback” section in this month’s C’W. I think this is a much-needed feature that should do a lot to improve the breed, because highly-advertised but badlymade bikes can be debunked and the not-so-popular but outstanding machine can be given its due.

I am the owner of a 1970 Yamaha 650 upon which I would like to pass a few comments. First the pluses.

One: the engine is oil-tight. Whether this is because the machine has horizontally-split cases or because it is made in Japan, 1 don’t know, but it sure is a welcome change from the British bikes that resemble it.

Two: it has a five-speed gearbox. Although this bike doesn’t need one, this feature is most welcome with twoup following slow traffic up the hills. After riding this, four speeds are no longer enough.

T hree: the crank rides in four main bearings. Although 1 haven’t put enough miles on the bike to know how this will affect reliability, 1 have great hopessomething which anyone riding BSA or T riumph is unwise to entertain regarding engine life. T wo main bearings with six or eight unsupported inches between them will not last as long as the Yamaha lower end, (assuming Yamaha has not made mistakes or cut corners in its construction).

Four: 1 like the power it has, and the way this is developed. It comes on very strong from about 3500 right on up, and will make noises like a tractor or a buzz-saw. It is hard to see how anyone could really need more than 53 bhp unless he is going in for some sort of competition.

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Now for the bad habits and disappointments.

One: the machine does not handle really well and l doubt that it ever will. When new, it would do these weird speed wobbles-sort of slow sideways swagging -that would develop whenever the bike was going over a rise and around a bend at the same time. As its weight settled again, this hideous motion would begin.

1 corrected some of it with new bushings and shims in the swinging arm, but I am still shy of it. When two-up going fast over bumpy roads the bike feels as if something is flexing sideways as it takes the jounces. The strangest feature of the ride is a low-speed wobble that feels as if someone is gently pushing first one handlebar and then the other at speeds below about 40. One is constantly correcting and re-correcting (or weaving) slightly. This is most noticeable when descending hills.

Two: there is more vibration than I like. 1 know that big vertical Twins with 360-degree cranks have a tendency to do this, but I guess I expected some Oriental magic here.

Anyone who has solved the handling troubles mentioned above is cordially invited to write me at the address below with his recipes.

Peter Newcomer The College of Liberal Arts and Sciences Storrs, Connecticut 06268

SUZUKI & KAWASAKI 500s

Thank you for providing a column for riders to voice their opinions. It is my belief that the Suzuki 500 is the best motorcycle value on two wheels. 1'his opinion was gained from these facts: low price, almost no upkeep or maintenance costs, excellent design, good looks and superb handling.

1 purchased a new 1968 500/5 and proceeded to put over 20,000 miles on it during this area’s short riding season ( M a rch-October). During these hard miles the bike received no special attention, but was driven with a heavy throttle hand. The bike never failed to run well or start easy. Flat tires were my major expense and bother. With a sprocket change, the 500 will hold its own against bikes half as big again. Many four-stroke owners have been really amazed at just how fast one of these 30 inchers are.

I would probably still be pounding the pavement with my “Super Suzuki” if a friend had not smashed it up for me.

1 then bought a 1969 Kawasaki 500. They are without a doubt the fastest accelerating stock machines around, but they do not handle as well as a Suzuki. They have a smaller powerband, they are harder to tune, etc. I put over 13,000 miles on my temperamental superbike in one season before buying a car (one of those four-wheeled hunks of tin that used to keep me from enjoying my bikes more). I am now considering buying a new 750 Suzuki if they are anything like the 500s then they’ll sell a pile of them.

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However, these two bikes can be improved. The Suzuki could use better tires, chain and sprockets. Kawasaki could waterproof their ignition system better and make their baffles easier to remove.

Tim McConnell Ontario, Canada

About baffles, we don’t agree. If anything, they should be as hard as the dickens to remove. -Ed.

CB750 “SPECIAL WARRANTY”

I recently encountered a situation so unusual, involving a motorcycle distributor and dealer, that 1 believe it should be brought to the attention of the motorcycling public. Therefore, I hope you will print this letter.

In December 1969 I purchased a Honda CB-750. Some 15 months later, an oil passageway to the cylinder head became obstructed. Consequently, nearly all components in the head were destroyed and I was faced with a hefty repair bill. American Honda wrote a “special warranty” to cover cost of parts and labor to repair the damaged cylinder head.

Please note that the warranty on my machine had expired almost a year earlier, (the 750’s carry a 6000 mile/6 months guarantee). Obviously, Honda was under no legal obligation to warranty my machine, yet they did so because they felt a moral obligation to, as there was a possibility that the obstruction of the oil passageway might have been due to an error in assembling the engine.

I would also like to commend Honda Cycle Center of Missoula and, in particular, service manager Paul Laisy. Paul’s efforts and concern for the satisfaction of one of his customers was instrumental in Honda’s writing the special warranty for my machine.

Because of my experiences with this distributor and dealer, I am a confirmed Honda owner and, wherever possible, I will patronize Honda Cycle Center. Other distributors and dealers should take note. It is service-after-the-sale that counts.

[Q] Edward B. Chenette

Missoula, Montana