Feedback
FEEDBACK
RE: COTA TRIALS BIKE
I hope you print this to make sure that Carl Shipman knows he is really out of his tree when he thinks that a Montesa Cota is a “trail” bike. It is a trials bike, built for a specific purpose, i.e., trialing. Mr. Shipman must have no sense, not even to realize these things are ridden standing up, not sitting down.
When I got my Cota, I installed a decent gas line, as the rolled vinyl that comes with the bike is indeed a very poor excuse for a gas line. I removed my “Spanish Brillo pad” and put in a Filtron. The only bitches that I have about the bike are these: the incomplete toolkit (for starters, there are no pliers) and the short throttle cables, as you can see from the photo. I made a decent cable, outrageous as it is. Also, those welded-on levers truly are prehistoric, and Montesa knows better than that. I put over 2000 miles on it, and recorded only 735 miles, as my speedometer was destroyed in a crash with a dog. Don’t ask how.
A.G. Mattson Pacifica, Calif.
’68 KAWASAKI 350
I owned a ’68 model Kawasaki 350 A7SS Avenger and was very impressed with its performance and service. Unfortunately, after two years and 23,000 hard, hard, practically trouble-free miles, I had to sell the bike because of the military.
It always started with one or two kicks, even below zero. Gas mileage was about 50-60 mpg. The only major problem I had was when I overrewed the machine and blew a piston. This was at 18,500 miles. (The bike had been run way past redline many times before.) At that time I replaced the pistons, rings, and installed a used cylinder. Price was a little over $35 for everything. I decarbonized the engine at this time for the first time, and surprisingly, there wasn’t much build-up.
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MAIL TO CYCLE WORLD BOOKS BOX 2280 / NEWPORT BEACH, CALIF. 92663 TITLE OF BOOK PRICE (Ada 50 cents for first book and 25 cents for each additional TA Y book for postage and packaging.) California residents add 5 I AX percent tax on book prices. Also available from motorcycle ÇT dealers dealers and and booksellers booksellers everywhere. everywhere. ruo PUo I I HUE Abt . . _ Enclosed is $ Total Send to: (Print) Street City State Zip
THE HIGH SPEED TWO-STROKE PETROL ENGINE
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The bike was ridden all year round mostly in town and in the woods. The best thing was that it always ran strong with hardly any maintenance. The points were first adjusted at 12,000 miles. The “tranny” was smooth and absolutely troublefree. The engine was absolutely oil tight.
When I sold the bike, it had the original clutch and plates. There was only a very slight slippage. Tires (2), chains (2), headlamps (2), cables, plugs, and one battery were my only other costs.
When I first purchased the bike, parts service was bad, but it has really improved in the last few years.
I really enjoy your magazine, especially “Letters,” “Feedback,” and the “Service Dept.” Keep up the good work.
Steve Cline Carbondale, Kan.
1970 ELECTRA GLIDE
Being a veteran motorcyclist of over 30 years’ experience, I was highly incensed over the group road test of the 1970 H-D Electra Glide conducted by Alan R. Johnson and reported in “Feedback” in the September 1971 issue. Any person who is familiar with and knows how to handle the Electra Glide knows that Mr. Johnson’s so-called road test is in no way representative of the performance of the Electra Glide.
Following is my personal 1970 H-D Electra Glide road test report:
Purchased in April 1970 from Wilson’s Harley-Davidson of Grand Rapids, Mich. Mileage to date of writing this letter, 27,443 miles. Driven and tested in mountain and desert, cold and heat, east and west and from Canada to Key West.
Slightly cumbersome and front-heavy at extremely slow speed (under 10 mph). For an experienced rider accustomed to the weight and handling characteristics and with the muscular structure to handle the motorcycle, absolutely duck-soup over 10 mph, with unusual maneuverability qualities in and out of traffic, on city streets and country roads and expressways. Because of the weight and massiveness of the motorcycle, I definitely do not recommend it for weak men and boys (I am 50 years old, six feet tall, 190 lb.).
Maneuverability, cornering, stability and riding comfort are all superior because of weight, very large shocks both fore and aft, an independently sprung seat in the middle of the motorcycle instead of over the back wheel, approximately five-inch road clearance and a very low seating position. This factor of superior motorcycle control is further enhanced when substituting the police solo seat for the buddy seat, thus lowering the seating position even further. Much preferring to travel single (instead of two up), I have accumulated most of the mileage on the police solo. When desiring to ride two up, switching seats is a very simple 15-min. task.
Gas mileage, burning premium fuel, averages 39 to 41 mpg, depending on whether city or country driving, speed, etc.
Top speed is well in excess of 100 mph with plenty of get-up-and-go and guts at 100 and plenty of power available if and when needed.
It is extremely easy to start when either hot or cold.
When freeway cruising at 75 to 85 mph, an extremely slight vibration occurs, bqf it is not fatiguing, enabling me to very nicely cover 500 miles in one day and, if pushing is necessary, up to 700 or 750 miles in one day. (Example: Grand Rapids to Fort Lauderdale, Fla. in two days.) This motorcycle was created for highway cruising at these speeds and does not really manifest its full potential until traveling at these speeds.
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Brakes are adequate.
Singular carrying capacity, with two large saddlebags and rear fender rack upon which either a large or small Harley tour-pack may be affixed, enables the rider to carry the necessary tools and spare parts, including points, plugs, inner tube, aerosol tire inflater, spare chain, spare master link, two or more quarts of oil, clutch cable, throttle cable, and other parts deemed necessary with relation to the length of the trip and availability of Harley-Davidson dealers. Also, foul weather gear, business suit (folded), dress shoes, extra trousers, toilet articles, etc., enough for a trip of a month or more, depending on the desire of the rider.
Periodic chain adjustments are a necessary nuisance. Chain dependability is superior by reason of built-in chain oiler and size and quality of the chain.
Maintenance to date consists of oil changes, chain replacement about every 7000 miles, replacement of the alternator, new front tire at 18,000 miles, new back tire at 23,000 miles, one new set of points and two changes of plugs.
The Harley-Davidson Electra Glide motorcycle is without serious competition the finest touring motorcycle that has ever been built. Its potential is virtually unlimited, being restricted only by the inadequacy and inexperience of the rider.
The above facts and statements relative to my travels, mileage, and bike maintenance may be verified by contacting Gerald Wilson or any of the personnel employed at Wilson’s HarleyDavidson of Grand Rapids.
Donald C. Dilley Grand Rapids, Mich.
RIGHT ON!
I read in CYCLE WORLD’S September “Feedback” with much interest the group test of the BMW R75/5, the BSA Rocket Three, the H-D Electra Glide, the Honda CB750, the Kawasaki Mach III, and last but not least, the Moto Guzzi Ambassador. The remarks about the 750 Honda were right on, all the way.
My oldest son bought a 1969 R50 BMW, put 23,000 miles on it, and sold it to me for $700. Then he bought a new ’71 750 Honda, which he likes very much except for hard riding and the 750’s chain problem—he’s on his third chain.
The 750 Honda we found has too much tailpipe. It’s okay to have one larger one, if need be, but not two for a touring bike. With all four of those tailpipes sweeping toward the moon to give the 750 a racy look, there was no room for us to put saddlebags or luggage, etc.
Clinton Smith Salinas, Calif.
