Feedback
FEEDBACK
1972 H-D SUPERGLIDE
I read your road test on the Super Glide with great interest because I wanted to see if your impressions were the same as mine. Apparently they were, because I agreed with most of what you said. I feel that you down-graded the handling a bit where I find that the handling is quite good considering the weight and CG location of the machine. I found that a slight fork extension helped quite a bit because it eliminated a lot of scraping noises when taking corners fairly fast.
I found that the supposedly super strong gear box was not quite as strong as it was supposed to be, however. The thing ate a bearing at 4000 miles, but I believe the cause was poor quality control because we were unable to find all the rollers that were supposed to be there. Freeway Harley here in Lakeville, Minn., covered the thing under warranty with no questions asked even though the warranty had lapsed.
The only really frustrating thing about the machine is the archaic design of the beast. Even the most simple maintenance is very unnecessarily time consuming because of the location or the design of the various parts. For an example the speedometer cable is routed between the downtubes, through a bale on the frame, around a frame longeron and through a hole through two other longerons. This makes removal of the speedometer itself a must because it is the only way to apply enough force to thread the cable through the maze. There are several other strange locations such as the rear brake light switch, neutral switch, and oil filter to name three. Ralph Nader would get a kick out of this if he thought the Corvair was funny.
Basically it is a good machine and about as reliable as one would expect considering its complication. I have a 1972 model with extended forks, custom seat and sissy bar. It has 4800 miles of short trips on it (including several rallys of 100 miles each). Thanks for a fine test and a chance to say my piece.
Thomas F. Miller St. Paul, Minn.
1972 BULTACO 360
Feedback is particularly interesting because it concentrates on factual ex-
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periences, as opposed to mere opinions. Opinions about bikes are dirt cheap, while facts are hard to come by. Some facts and explicit evaluations about my 1972 Bultaco El Montadero.
Elastomers: After first week-end of exposure to high-desert sunlight, severe decomposition of tank vent tube, tank mount pad, stress-reliever-sleeve at throttle-grip-body/throttle cable interface, both fuel lines, speedometer mounting-band; all need replacing. Stress cracks in fiberglass tank near front mount. Plastic throttle mechanism exhibited tolerance problems: binding of cable sheave in housing, throttle grip nearly pulled off handlebar the first time front end was lifted to cross a yard-wide and yard-deep wash (half-aninch more slip and it would have been Endo-City), this being corrected with a single turn of tape around handlebar (alternately, with judicious filing of mating surfaces of throttle-halves). Gross leaking of fork seals or, better, “seals.” Air cleaner box sealing strips pulled off first time cover was removed to service A/C. Seen on two other brand-new El Montaderos: insta-fail of battery securing band; cracking of F/G seat understructure.
Detail Design: Upper intake manifold bolts inaccessible with socket, flexsocket, open-end, box-end, or offset box-end wrench. Muffler clamp-bolt too short, requiring two men to install...one to squeeze the clamp, one to start the nut. Gas tank cap leaks profusely. Kickstarter awkward to use, requiring first a backward, then a downward, thrust. Kickstarter interferes with rider’s shin bone, sitting or standing, causing notable discomfort in cow-trailing, probable excrutiation in lengthy riding of enduros. Ignition key awkwardly located; hard to reach at all, impossible to reach without risking burn from exhaust pipe. Oil-fill ports awkwardly located, shaped, and sized.
Primary-case drain-plug located directly over starboard frame-member, presumably causing draining oil to run over frame tube, making mess on floor; “presumably” used here because frame tube interferes with drain plug, making latter impossible, repeat, impossible to remove while engine is in frame. Rear chain rubs noisily against sheet metal chain-guard due to insufficient clearance. Flimsy “Joresa Especial” chain appears to have projected life approximately equal recommended engine break-in period. Limited axle adjustment travel necessitates use of failureprone half-link in chain. Stamping burr left on steering-head gusset-plate cut clutch cable outer housing immediately,
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causing applied cable lubricant to dribble out at hole. Hard, small-diameter grips bruise hands.
Right side kickstand baffles owner and 100 percent of sampled lemmegiver-a-little-try-ers. Air cleaner servicing clumsy and time consuming; complex A/C mount appears destined for early failure during normal A/C servicing. Front tire interferes with fender on full-jounce of suspension. Dual fuel taps add complexity to operation. Aft fuel tap spring-loading sealing-ring broke within 10 operating hours of purchase of new bike. Wiring of tail and stop lamps reversed on delivered machine. Tool box fastening system slow, clumsy, highly susceptible to vibration-induced loosening and consequent loss of tool box cover and contents. Clumsy skidplate mounting system. Skidplate bent instantly on impact not even detected by rider. Excessive compliance in front brake actuating cable.
Conceptual Design: Despite availability of space in given location for a box several times the volume, tool box is so small that it cannot contain a literal matchbox, far too small for a
putative enduro machine. Fuel capacity is inadequate, though not grossly so. No spark arrester. Excessive exhaust noise due to marginal muffler design. Fracture-prone, fatigue-prone, damage-prone metal fenders. Excessive weight (nearly 300 lb.).
Riding Qualities: High torsional rigidity of front end provides excellent control, e.g., on rutted downhills. Excellent chassis geometry and dynamics contribute to manueverability and stability. Low center of gravity promotes longitudinal and lateral maneuverability and stability. Good riding position. Tolerable rider-perceived vibration. Fine brakes fore and aft for intended operating conditions. Engine power-band/ gear spacing yields marginal situation; could well use broader powerband or, more likely, five-speed box of same, or slightly greater, overall spacing. Geared far too high for novice, a bit high for amateur, probably just about right for expert rider. Chassis stability entirely consistent with “high” speeds dictated by gearing. Longitudinal balance excellent. Oversteering response to rider lean-inputs is quite marked, but response to handlebar inputs is near neutral-steer. Like most Bultacos, has remarkable balance between steering responsiveness and stability; feels stable in tight turns, with no sensation of “tippi-
ness.” Good transition from power-lift of front end at low speeds in low gears to rider-lift at higher speeds.
Summary: Overall riding qualities and performance of principal sub-systems easily overcome scores of detailed failings in design and execution. The big question is, since the numerous detail failings are so easily eliminated, why are they there at all?
Evaluation: Ideal for riders who have acquired proficiency that exceeds the capabilities of typical Japanese trailbikes, but who are uninterested in allout European racing machines optimized for competition. Very close to the ideal concept of an all-around dirt bike that can still be ridden on the street. Very far from an ideal motorcycle in dozens of irritating details...so, what the hell. Who ever heard of a bike that didn’t have seventeen squillion built-in bugs? _ ^ ^ I
J.G. Krol Anaheim, Calif.
SO LONG, SPRINT
In the rare circumstance that, any of your readers are thinking of buying a new Harley-Davidson Sprint 350, let me give them some advice: stop! After only 1500 miles, I am now ready to limp back to the local Honda dealer and see what I can collect.
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First off, the paint job was flawed when new, with several small bumps on the tank, sloppy painting around the gas cap, etc. The first time into a hydraspray and the black frame paint started to peel off. Secondly, the Bosch electrical system required a new taillight, new sealed beam headlight, and new highbeam indicator within a week. The front-brake taillight switch went out in two days, and the horn vibrated off.
As far as running is concerned, if you are lucky, maybe five to six kicks. If not, prepare to sweat. The handlebars are the same size as on the Leggero (65cc), so unless your arms are 4-ft. long the riding position will be uncomfortable.
The only real delight in having a Harley is that it is the best looking bike in the lot, bar none, and you get those wide-mouth looks of people who had no idea Harley made a 350. Italian workmanship being what it is (terrible!), so long to my third (and last) Harley... hello, Japan.
Clark Leutze Pensacola, Fla.
1966 TRIUMPH TR6/R
I would like to take a little of your time to brag about my Triumph TR6/R, a 1966 model I bought new in February of 1967.
The bike is used strictly for street riding and is stock in every detail except for the addition of a luggage rack. Most riding is short distances, to and from work, with a few extended trips a few years ago. The bike is used in all types of weather, summer and winter, although the total accumulated mileage is less than 12,000. At this mileage, it still has the original points and plugs and shows no evidence of misfiring at normal speeds up to 70 mph, and fairly hard acceleration up to approximately 5000 rpm. The bike has never failed to start regardless of the weather. In summer, one or two kicks are all that is required while in the cold winter months at times five or six are required to get it to tick over. I have easily started the bike with the outside temperature as low as 18-degrees F.
Mechanically, the bike has been trouble-free except for what I would consider routine maintenance. Both mufflers were replaced at approximately 9000 miles because they rusted out and the rubber boots on the front forks were replaced at the same time because the rubber cracked. Both shocks were replaced at 6000 miles. A new speedometer and tach were installed at 8700 miles because the originals were stolen.
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Considerable riding was done without both instruments. The valve settings have been checked and adjusted approximately six times, and the clutch was adjusted once, if you disregard the cable adjustment at the handgrips. The clutch cable was replaced once while the other cables are original. The battery is original and the bike has had no electrical problems of any sort. The bike has not experienced any carburetion problems, either, and this is probably due to the fact that I have never touched the carburetor except to make an idle speed adjustment. The tires are original and have many miles left in them, both being Dunlops.
On the negative side, the bolt holding the kickstand fell out years ago and I have never replaced it because I don’t need a kickstand. The frictional steering damper quit working many miles ago, and I have never bothered to fix it because I considered it not necessary for my type of riding. The brakes are nothing to brag about, but they do bring the bike to a stop. This one item is a sorry feature on such a fine machine; however, I am used to them and can make them work if required. Because of tremendous improvements in bike braking, I am planning shortly to replace the front brake with either the double leading shoe Triumph unit or disc unit.
All work on the bike has been performed by me, mainly because I like to do it, and do not consider our area Triumph dealers to be reliable. All parts for my bike have been obtained from Nicholson Brothers in Saskatoon, Sasketchewan, through the mail, because the prices our dealers charge I consider outrageous.
While the basic design of the Triumph is probably 40 years old and out of date when compared to the modern designs now available, the reliability obtained through continual refinement certainly makes the Triumph an excellent value even today.
Valdis Bross Indianapolis, Ind.
BSA VICTOR 441
As the owner of a BSA Victor 441 I have been following your “big Single” correspondence with interest.
My Victor is a 1970 model, purchased used with about 2000 miles behind it; present mileage is nearing 7000. Faults to present time are as follows: k/s ratchet gears (previous owner lacked sympathy as well as some moxie), odometer, cracking front fender, rotor loose on steel collar, and a few bulbs.
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In my opinion it is a fine compromise street-highway-trail mount. I regularly ride up to 100 miles at 65-70 mph before heading for the woods. Much of my riding is two-up. The Victor is not viceless in either environment, but it is nonetheless perfectly able and reliable as a “dual purpose” bike must be.
I feel that the machine has been improved by lowering the compression to 8.5:1 and a 16-tooth countershaft sprocket. I have a nearly vibration-free spread of smooth power from 0-80 mph or so.
Fuel consumption is about 60 mpg; oil about 300 miles/pt. The gas tank could usefully be larger. The exhaust pipe is a poor fit in the head, however, and this requires some attention. And, the chain is not up to the job.
This is my 7th machine, following Ducatis and Kawasakis. I would have no hesitation in buying the new 500 Victor, although I feel the compression is needlessly high. All in all, as I use it, my 441 Victor is ideal.
D.L. Makin, Toronto, Can.
RIPPED OFF SPORTSTER
After 41/2 years of saving my summer earnings, I found that I had enough money to buy a 1972 XLH lOOOcc Sportster. I ordered the bike last September and it finally arrived at the end of May.
In the meantime, I had purchased the Feb. 1972 issue of CYCLE WORLD and was pleased to read your road test of the XLCH 1000. I must say that I agree with all you said about the new 1000, right down to the oil stream at the end of the tachometer drive cable.
As for it being your “nomination for the bike most likely to be ripped off in 1972,” you were correct again. Arriving home from college and picking up my bike on May 22, I was the very proud owner for about two weeks! I have been looking for a job since I arrived home and had nearly 600 miles on the bike. I wanted to get enough money to buy theft insurance, but now it’s too late. It’s gone. I paid $2250 for the XLH, leaving me $20. So all you Sportster riders look out! Buy theft insurance, it’s worth it!
Fred Owen NO. Dighton, Mass.
